New Bern

According to the pilot, an unsafe right gear indication was received during the approach, and the control tower controller confirmed the right gear was not fully extended. On landing roll the right main landing gear collapsed and the airplane slid off of the runway. Examination of the right main landing gear revealed the drag brace was fractured. The fracture was located at the lower side of a transition from a smaller internal diameter on the upper piece to a larger internal diameter on the lower piece. The region of the fracture surface was flat and perpendicular to the tube longitudinal axis. The region had a smooth, curving boundary, also consistent with fatigue. The fatigue features emanated from multiple origins at the inner surface of the tube. The Federal Aviation Administration (FAA) issued an Airworthiness Directive (AD) requiring an inspections of main landing gear drag stay units. The AD was prompted by the fracture of a drag stay tube from fatigue cracking that initiated from an improperly machined transition radius at the inner surface of the tube. According to Fokker ,the Fokker F27 Mark 500 airplanes (such as the incident airplane) were not equipped with drag stay units having part number 200261001, 200485001, or 200684001. One tube, part number 200259300, had a change in internal diameter (stepped bore), and the other tube, part number 200485300, had a straight internal bore. AD 97-04-08 required an ultrasonic inspection to determine if the installed tube had a straight or stepped bore. A review of maintenance records revealed that the failed drag stay tube had accumulated 28, 285 total cycles.

The airplane was over gross weight at takeoff but within Weight and Balance at the time of the accident. Witnesses observed the airplane flying low with the landing gear retracted over a wooded area then observed the airplane bank to the left and pitch down. The airplane then pitched nose up and entered what was described as a flat spin to the left. The airplane descended and impacted the ground upright with the landing gear retracted and the flaps symmetrically extended 6 degrees. Examination of the flight control systems, and engines revealed no evidence of preimpact failure or malfunction. A cabin door ajar indicating light was not illuminated at impact but the gear warning light was illuminated at impact. The pilot recently purchased the aircraft and only accumulated a total of 1 hour 23 minutes during 6 training flights. He accumulated an additional 3 hours 37 minutes after completion of the training flights while flying with other qualified pilots. The accident flight was the first flight in the make and model while flying with no other multiengine-rated pilot aboard.

While en route on an IFR flight plan at FL180, the pilot acknowledged instructions to descend to 16,000 feet. Later, the radar controller noticed the aircraft had deviate from course and was not replying with mode 'C' altitude info. The controller requested altitude info and the pilot responded, '. . . I've lost an (awful) lot of altitude, I got mixed up in here and lost altitude, I'm goin' back up . . .' When queried, the pilot reported he was at 9,000 feet and acknowledged instructions to climb to 14,000 feet. Shortly thereafter, the aircraft entered a spiral, then radio and radar contact were lost. An in-flight breakup occurred and the wreckage fell over a widespread area. An exam revealed evidence the wings and right horizontal stabilizer had failed from overload, with the wings separating in an upward direction. A weather study indicated there were cloud layers from about 14,000 feet to 20,000 feet with light to moderate mixed icing in clouds above 14,000 feet. Also, light to moderate turbulences was forecast below 20,000 feet and widely scattered, imbedded thunderstorms were forecast in an area north of the accident area. Witnesses reported clouds and occasional lightning to the east. All four occupants were killed.

The crew departed Wilmington Airport, North Carolina, at 0540LT on a positioning flight to New Bern under call sign PI101. The approach to New Bern-Simmons Nott Airport was started in limited visibility due to the night when the airplane, too low, struck tree tops and crashed in the Croatan National Forest, about 3 miles short of runway. The aircraft was destroyed and all three crew members were killed.
Crew:
Joe Helsabeck, pilot,
E. O. Adams, copilot,
Pamela Rumble, stewardess.