Myrtle Beach

The airplane departed Myrtle Beach International Airport (MYR), Myrtle Beach, South Carolina, at 1812, with the intended destination of Grand Strand Airport (CRE), North Myrtle Beach, South Carolina. According to automatic dependent surveillance-broadcast and air traffic control (ATC) communications information, the pilot established contact with ATC and reported that he was ready for departure from runway 18. He was instructed to fly runway heading, climb to 1,700 ft mean sea level (msl), and was cleared for takeoff. Once airborne, the controller instructed the pilot to turn left; however, the pilot stated that he needed to return to runway 18. The controller instructed the pilot to enter a right closed traffic pattern at 1,500 ft msl. As the airplane continued to turn to the downwind leg of the traffic pattern, it reached an altitude of about 1,000 ft mean sea level (msl). While on the downwind leg of the traffic pattern, the airplane descended to 450 ft msl, climbed to 700 ft msl, and then again descended to 475 ft msl before radar contact was lost. About 1 minute after the pilot requested to return to the runway, the controller asked if any assistance was required, to which the pilot replied, “yes, we’re in trouble.” There were no further radio communications from the pilot. The airplane crashed in a field and was destroyed by impact forces and a post crash fire. The pilot, sole on board, was killed.

The airplane sustained substantial damage when it collided with terrain during an approach to landing at the Myrtle Beach International Airport (MYR), Myrtle Beach, South Carolina. The commercial pilot was seriously injured. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight that departed Greater Cumberland Regional Airport (CBE), Cumberland, Maryland. According to the pilot, he was following radar vectors for the downwind leg of the traffic pattern to runway 36 at MYR. He turned for final approach and was inside the outer marker, when he encountered heavy turbulence. As he continued the approach, he described what he believed to be a microburst and the airplane started to descend rapidly. The pilot added full power in an attempt to climb, but the airplane continued to descend until it collided with the Atlantic Ocean 1 mile from the approach end of runway 36. A review of pictures of the wreckage provided by a Federal Aviation Administration inspector revealed the cockpit section of the airplane was broken away from the fuselage during the impact sequence. At 1456, the weather recorded at MYR, included broken clouds at 6,000 ft, few clouds at 3,500 ft and wind from 010° at 8 knots. The temperature was 14°C, and the dew point was 9°C. The altimeter setting was 30.27 inches of mercury. The airplane was retained for further examination.

Prior to departure on the maintenance repositioning flight, the captain discussed with the first officer an uneven fuel balance that they could "fix" once airborne, and a 25,000 feet msl restriction because of an inoperative air conditioning/pressurization pack. The captain also commented about the right pack "misbehaving", and a bleed valve failure warning. The captain also commented about aborting below 80 knots for everything, except for the bleed shutoff valve. During the takeoff roll, a single chime was heard, and the first officer reported a bleed valve fail message. The captain responded, "ignore it." Another chime was heard, and the first officer reported "lateral mode fail, pusher fail." The captain asked about airspeed and was advised of an "indicated airspeed miscompare." The captain initiated the aborted takeoff approximately 13 seconds after the second chime was heard. The crew was unable to stop the airplane, and it went off the end of the runway, and impacted obstructions and terrain. According to the flight data recorder, peak groundspeed was 152 knots and the time the aborted takeoff was initiated, and indicated airspeed was 78.5 knots. The captain and the airplane owner's director of maintenance were aware of several mechanical discrepancies prior to the flight, and the captain had advised the first officer that the flight was for "routine maintenance," but that the airplane was airworthy. Prior to the flight the first officer found "reddish clay" in one of the pitot tubes and removed it. A mechanic and the captain examined the pitot tube, and determined the tube was not obstructed. The captain's pitot tube was later found to be partially blocked with an insect nest. A postaccident examination of the airplane and aircraft maintenance log revealed that no discrepancies were entered in the log, and no placards or "inoperative" decals were affixed in the cockpit.

Following an uneventful cargo flight from Greensboro, NC, the aircraft made a wheels-up landing on runway 18 at Myrtle Beach Airport, SC. The aircraft slid on its belly for few dozen metres before coming to rest on the main runway. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The airplane was returning to the airport for landing. A witness reported it was flying erratically streaming a whitish "vapor trail" from the left wing. Another witness reported the airplane banked abruptly into a steep turn to the left, the nose pitched up, and the airplane sank from view behind the trees. The witness then heard a crash and saw smoke. Examination revealed no evidence of flight control, engine, or propeller malfunction. The left inboard fuel cap was absent from the filler port, and a ground search found the left inboard fuel cap in the grass beside the runway. The JetProp LLC, JetProp DLX Supplemental Flight Manual, Section 4, Normal Procedures Checklist, states, "Left Wing 4.9e, ... Inboard Fuel Tank ... CHECK Supply Visually & SECURE CAP ..." Examination of the JetProp LLC, JetProp DLX Supplemental Flight Manual and the Piper Malibu PA-46-310P Information Manual revealed the following instructions on how to secure the fuel caps: "Replace cap securely." There was no evidence of mechanical malfunction with the fuel cap or the filler port.

For unknown reasons, the twin engine airplane belly landed at Myrtle Beach and was damaged beyond as a result. The pilot, sole on board, escaped uninjured.

As the flight approached the airport, radar data showed that it went into a shallow descending left turn away from the airport. Radar data was lost at about 650 feet agl with the ground speed about 100 knots. Witnesses observed the aircraft flying on a southerly heading and enter a spin or spiral from which it crashed nose first into the ground. Post-crash examination of the aircraft structure, flight controls, and engines showed no precrash failure or malfunction. Post-mortem examination of the pilot showed he had suffered a heart attack. The pilot had a history of heart disease, a previous heart attack, and heart bypass surgery. He held a special issuance faa medical certificate, due to his history of heart disease.

While in cruise flight in a level six thunderstorm over the Atlantic Ocean, the pilot reported the airplane's 'gyro' had failed. The airplane then began a left turn and disappeared off radar. The airplane and its occupants were located on the ocean floor about 48 days after the accident. The airplane had broken apart in-flight. The outboard section of each wing and the tail section were not recovered. The airplane's pneumatic system was destroyed. According to fss records, the pilot had been briefed on the weather along his route of flight.

While cruising at an altitude of 5,900 feet in limited visibility due to marginal weather conditions, the twin engine airplane struck the slope of a mountain located near Linville. The aircraft was destroyed and the pilot, sole on board, was killed. At the time of the accident, the visibility was reduced to zero due to low ceiling, rains falls and fog.

En route from Myrtle Beach to Farmingdale, the pilot encountered engine problems, informed ATC about his situation and was vectored to Norfolk for an emergency landing. The aircraft descended from 8,000 to 3,000 feet when the pilot realized he could not reach Norfolk Airport. He attempted an emergency landing when the aircraft crash landed in an open field. Both occupants were seriously injured and the aircraft was destroyed.