Nashville

Aircraft was destroyed following a collision with a utility pole, trees, and terrain following a go-around at Thomson-McDuffie Regional Airport (HQU), Thomson, Georgia. The airline transport-rated pilot and copilot were seriously injured, and five passengers were fatally injured. The airplane was registered to the Pavilion Group LLC and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated at John C. Tune Airport (JWN), Nashville, Tennessee, about 1828 central standard time (1928 eastern standard time). The purpose of the flight was to transport staff members of a vascular surgery practice from Nashville to Thomson, where the airplane was based. According to initial air traffic control information, the pilot checked in with Augusta approach control and reported HQU in sight. About 2003, the pilot cancelled visual flight rules flight-following services and continued toward HQU. The last recorded radar return was observed about 2005, when the airplane was at an indicated altitude of 700 feet above mean sea level and 1/2 mile from the airport. There were no distress calls received from the crew prior to the accident. Witnesses reported that the airplane appeared to be in position to land when the pilot discontinued the approach and commenced a go-around. The witnesses observed the airplane continue down the runway at a low altitude. The airplane struck a poured-concrete utility pole and braided wires about 59 feet above ground level. The pole was located about 1/4 mile east the departure end of runway 10. The utility pole was not lighted. During the initial impact with the utility pole, the outboard section of the left wing was severed. The airplane continued another 1/4 mile east before colliding with trees and terrain. A postcrash fire ensued and consumed a majority of the airframe. The engines separated from the fuselage during the impact sequence. On-scene examination of the wreckage revealed that all primary airframe structural components were accounted for at the accident site. The landing gear were found in the down (extended) position, and the flap handle was found in the 10-degree (go-around) position. An initial inspection of the airport revealed that the pilot-controlled runway lights were operational. An examination of conditions recorded on an airport security camera showed that the runway lights were on the low intensity setting at the time of the accident. The airport did not have a control tower. An inspection of the runway surface did not reveal any unusual tire marks or debris. Weather conditions at HQU near the time of the accident included calm wind and clear skies.

Shortly after takeoff at less than 200 feet above ground level the pilot reported an engine failure, and requested to return to the airport. The controller saw the airplane in a right turn, descending, and observed the airplane level its wings just prior to impact with the tips of trees. The airplane collided with terrain approximately 2,000 feet east of the approach end of runway 20L. A post crash fire ensued and consumed a majority of the airplane. Examination of both engines displayed contact signatures to their internal components characteristic of the engines being powered, with the propellers out of feather at the time of impact, and a low power range. Examination of the propellers found the left propeller blades showed more damage then the blades from the right propeller. Both propellers were rotating with considerable rotational energy. However, examination showed that the left propeller had more power then the right.

The first officer failed to maintain the proper rate of descent (sink rate) resulting in a hard landing on touch down, and separation of the left main landing gear during landing rollout. The pilot-in-command stated he knew the first officer was not going to make a good landing. He did not take any corrective action other than informing the first officer initially to increase power. Examination of the left main landing gear assembly revealed a preexisting crack in the outer cylinder housing.

According to the pilot, upon landing in heavy rain, the airplane began hydroplaning. He said the airplane departed the left side of the runway, striking trees, which damaged both wings and collapsed the landing gear. A witness stated the airplane touched down in moderate rain.

ATC data indicated the airplane was in cruise flight at about 17,000 feet MSL, when the pilot deviated from the intended flight path to avoid thunderstorms. At 2150 EDT, the pilot requested clearance to climb to 19,000 MSL. At 2152, he requested a right turn out of weather and advised ATC that he was 'getting icing.' Between 2153 and 2154, the pilot's transmissions were garbled, then at 2154:38, he stated '...trying to get out of this mess.' Radar and radio contact with the airplane were lost. An in-flight breakup of the airplane occurred, and wreckage was found scattered over a 3 mile area. Postaccident examination revealed the outboard portion of the right wing had failed and separated in an upward and aft direction. Scrape marks were found on the right side of the fuselage, and there was damage to the right horizontal stabilizer and rudder. Also, there was evidence that both engines had separated in flight; they were found about 1 mile from the main wreckage. No preexisting mechanical malfunction or fatigue of the airplane was found. The pilot had received a complete weather briefing, and was advised of severe weather along the intended route of flight.

The pilot reported that immediately after takeoff, he had a collision with a flight of birds. He stated that the right engine immediately had a partial loss of power. He stated that he did not attempt to raise the landing gear nor the flaps following the loss of engine power, and the aircraft would not maintain altitude. Examination of the aircraft engines revealed that there was rotational scratching of the turbine housings on the right engine, and no rotational scratching on the turbine housing of the left engine.

On a previous flight, low power was noted in the right engine, the right engine fuel flow was 5 to 8 gal/hr less than the left engine and the right engine temperature (itt) was about 500° less than the left. A decision was made to ferry the aircraft to a maint facility to have the right engine examined. The pilot took off on a 5,186 feet runway (unrway 02C) with a light tail wind in 95° temperature, though the airport had longer runways (7,702 feet, 8,000 feet and 8,500 feet). A witness noted the aircraft lifted off at the end of the runway (charts showed the takeoff roll with normal power should have been about 3,100 feet). Witnesses reported the aircraft remained low (nearly hitting a 55 feet light standard) until it rolled right and 'dropped like a rock.' Impact occurred in a right wing low attitude about 2 miles from the departure end of runway 02C. The aircraft was extensively damaged by impact and fire; no preimpact part failure was found. Both engines had evidence of engine rotation at the time of impact. The operator's lead mechanic had reported for duty about 3 hours before the accident flight, but he had not been informed of the engine problem before the aircraft took off. The pilot, sole on board, was killed.

The pilot reported that while on final approach to runway 35, the aircraft encountered 'extreme windshift' and was blown about 550 feet right of course with a 30 knot loss of airspeed (from 130 to 100 knots). He stated the aircraft lost about 300 feet, then was blown back on course with an additional loss of altitude. Subsequently, the aircraft touched down hard on the approach end of the runway. During touchdown, the right main tire blew out, the right propeller struck the runway 9 times and the right wing was damaged. The surface wind was reported to be from 240° at 10 knots with no gusts. All four occupants escaped uninjured.

On final approach to Nashville-Metropolitan Airport by night, the crew failed to realize his altitude was too low. The twin engine airplane struck power cables and crashed short of runway. All five occupants were killed.

The twin engine airplane was engaged in a schedule service (flight OH444) from Cincinnati-Northern Kentucky Airport (Greater Cincinnati) to Nashville, carrying seven passengers and one pilot. After a roll of about 1,500 - 2,000 feet on runway 18, the pilot started the rotation. During initial climb, at an altitude of about 150 feet, the right engine lost power. The airplane entered a right turn then lost height and crashed in a field located 1,188 feet to the west of runway 18. The aircraft was totally destroyed by impact forces and all eight occupants were killed.