Pine Bluff

As the airplane was descending toward its destination airport, the pilot reported to an air traffic controller en route that he needed to change his destination to a closer airport because the airplane was low on fuel. The controller advised him to land at an airport that was 4 miles away. Shortly after, the pilot contacted the alternate airport’s air traffic control tower (ATCT) and reported that he was low on fuel. The tower controller cleared the airplane to land, and, about 30 seconds later, the pilot advised that he was not going to make it to the airport. The airplane subsequently impacted a field 3.25 miles southeast of the airport. One witness reported hearing the engine sputter, and another witness reported that the engine “did not sound right.” Forty-foot power lines crossed the field 311 feet from the point of impact. It is likely that the pilot was attempting to avoid the power lines during the forced landing and that the airplane then experienced an inadvertent stall and an uncontrolled collision with terrain. About 1 quart of fuel was observed in each fuel tank. No evidence of fuel spillage was found on the ground; no fuel stains were observed on the undersides of the wing panels, wing trailing edges, or engine nacelles; and no fuel smell was observed at the accident site. However, the fuel totalizer showed that 123 gallons of fuel was remaining. Magnification of the annunciator panel light bulbs revealed that the left and right low fuel pressure annunciator lights were illuminated at the time of impact. An examination of the airframe and engines revealed no anomalies that would have precluded normal operation. About 1 month before the accident, the pilot had instructed the fixed-base operator at Camden, Arkansas, to put 25 gallons of fuel in each wing tank; however, it is unknown how much fuel was already onboard the airplane. Although the fuel totalizer showed that the airplane had 123 gallons of fuel remaining at the time of the crash, information in the fuel totalizer is based on pilot inputs, and it is likely the pilot did not update the fuel totalizer properly before the accident flight. The pilot was likely relying on the fuel totalizer instead of the fuel gauges for fuel information, and he likely reported his low fuel situation to the ATCT after the annunciator lights illuminated.

In climb, captain (pic) increased pitch, when flight attendant (f/a) entered cockpit and suggested faster climb, so she could begin cabin service. Autoflight was set in pitch and heading modes, contrary to company policy. Pic and f/a had non- pertinent conversation for 4.5 min, while 1st officer (f/o) was making log entries. Airplane stalled in IMC at 17,400 feet. Initial recovery was at 6,700 feet after f/o lower gear, then due to improper recovery, 2nd stall occurred and recovery was at 5,500 feet. Left propeller shed 3 blades, left engine cowling separated, left engine was shut down in descent. Level flight could not be maintained and forced landing was made at closed airport. Pic overshot final turn due to controllability problems and landed fast with 1,880 feet of wet runway remaining. Airplane hydroplaned off runway and was further damaged. Crew got limited sleep during 3 day trip, though rest periods available. Freezing level near 11,500 feet, clouds tops to 21,000 feet with potential for icing to 19,000 feet. No pre-accident malfunction was found.

Radar data showed the airplane tracking north of the planned route. It made several heading changes, and descended to 500 feet msl. The pilot advised ATC that he was landing at Shreveport, and was assigned a transponder code. No further transmissions were received by ATC. The airplane impacted transmission lines, poles, and trees approx 19 miles northwest of the airport. Examination of the propellers revealed that the right spinner dome marks equated to 74°; the operating range is 17-35°. The three blades of the left propeller showed only leading edge damage at the tips. Examination of the right engine revealed the following: carbon buildup in the exhaust and intake manifolds, exhaust valves pitted and scored, valve seats worn and pitted, spark plugs worn, compression below 60 on 4 cylinders, and a separated magneto block with pitting and fretting. Time since last annual inspection by operator maintenance personnel was 78 hrs. The left engine and accessories were extensively damaged by fire. The pilot, sole on board, was killed.

A simulated engine failure was initiated by the check airman at 200 feet agl. The pilot followed the emergency procedures and advanced the power levers to bring power back to the engine. The pilot then noticed the engine failed and had insufficient altitude to get an air restart. The subsequent descent resulted in contact with trees off the end of the airport runway. The descent was not arrested and the aircraft struck the terrain and flipped inverted. Examination of the aircraft's left engine revealed foreign contamination of the fuel control governor by air restrictor. Static testing revealed significant malfunctioning at the idle and max governoring speed limits. All three occupants were injured.

The passenger stated that after sharp turns at low altitude over a farm house they did a roll and were too low to recover prior to striking trees. The aircraft came to rest inverted in a 4-5 feet deep farm pond. The autopsy report shows the pilot's death by asphyxia due to drowning. The passenger also stated they had also flown low over a beach and performed a roll enroute from pine bluff.

On approach to Saint Louis-Downtown Airport, the crew encountered poor visibility with low ceiling and icing conditions. Too low, the twin engine airplane struck power cables and crashed in Centreville, near the airport. Three passengers were killed while three other occupants were injured.

The crew was forced to make an emergency landing due to poor weather conditions. The airplane was damaged beyond repair in the forced landing. There were no casualties.
Crew:
Harvey Hogan.