Spokane-Intl (Geiger Field)

While cruising en route in VFR conditions, the aircraft lost power on both engines. The pilot attempted an emergency forced landing at a nearby unpaved State airport, but after encountering a 20 mph tailwind on downwind and a 20 mph headwind on final, the aircraft impacted a tall conifer tree while about one-half mile from the approach end of the runway. The reason for the dual engine power loss was not determined.

The pilot received abbreviated weather briefing for emergency medical service (EMS)/air ambulance flight. Before flight, he expressed anxiety about possible low visibility for landing and timely transport of dying patient. During ILS runway 03 approach (rwy 03 approach), the aircraft remained well above the glide slope until close to the middle marker; aircraft's speed decreased from 153 to 100 kts, while vertical speed increased from 711 feet/min to about 1,250 feet/min descent. About 1 mile from runway and 500 feet agl (in fog), the aircraft abruptly turned left of localizer course and gradually descended with no distress call from pilot. The aircraft hit a pole, then flew into a building and burned. Low ceiling, fog and dark night conditions prevailed. Pilot (recent ex military helicopter pilot) had logged/reported 3,500 hours of flight time and about 150 hours in multiengine airplanes, but there was evidence he lacked experience with actual instrument approaches in fixed wing aircraft; he had difficulty with instrument flying during recent training and FAA check flights. No preimpact mechanical problem was found with aircraft/engines. No ILS anomalies were found. Flight nurse was using cellular phone, but no evidence was found of interference with aircraft's navigational system. Visibility and ceiling at destination were less than forecast at time of pilot's preflight weather briefing. Paramedic was only survivor.

Before the ferry flight, the pilot (PIC) & inexperienced copilot noted the left & right, float-type, underwing, fuel gauges indicated about 3,900 & 4,050 lbs of fuel, respectively. After takeoff, they noted that the cockpit gauges showed an opposite fuel imbalance of 4,100 & 3,600 lbs in the left & right tanks. Due to this indication, the PIC crossfed fuel from the left tank to both engines for about 30 min to rectify the perceived fuel imbalance. Later as they approached the destination, the left tank was exhausted of fuel, & the left engine lost power, although the left gauge indicated about 500 lbs of fuel remaining in that tank. The PIC then crossfed fuel from the right tank to both engines, & left engine power was restored. ATC vectored the flight for an emergency ILS runway 3 approach. The PIC was distracted during the approach & maneuvered the airplane to re-intercept the localizer. About 500' agl in IMC, both engines lost power. During a forced landing at night, the airplane struck a raised berm & was damaged. No evidence of fuel was found in the left tank; 125 gal of fuel was found in the right tank. Unusable fuel was published as 3 gal. During an exam of the engines & fuel system components, no preimpact failure was found. Historical data from the manufacturer indicated that when the airplane had a low fuel state, unporting of fuel tank outlets could occur during certain maneuvers. This information was not in the Convair 340 flight manual, although unporting of the outlets on this flight was not verified.

The pilot's departure plans were changed, when, instead of flying direct to his originally planned destination, he was asked to pick up a passenger at another airport prior to returning home. He departed for his alternative destination in dark night conditions, leveled off at his cruise altitude and impacted the side of a mountain in level flight about 25 miles from his departure point. Air Traffic Control vectored another aircraft to the vicinity after communications and radar contact were lost. The crew of that aircraft stated that instrument meteorological conditions prevailed at the time in the vicinity of the crash site.

Shortly after takeoff, the copilot reported that the flight was returning with the right engine shut down. Seconds later, the tower controller saw a fire. The airplane collided with level terrain, 3,450 feet from the end of runway 21 in a 75° to 80° nose down attitude. The right engine propeller was found in the feathered position. The left engine indicated evidence that it was producing power at the time of impact. A fatigue crack was found that separated the head from the barrel on the number eight cylinder of the right engine. No other evidence was found to indicate a mechanical failure or malfunction. Both pilots were killed.

After departure, the airplane intercepted airway V-2, and appeared to climb normally until reaching 8,300 feet (9,000 assigned) while tracking approximately 110° magnetic. Radar analysis showed the airplane at 128 kias when it abruptly turned left 30° and then appeared to recover. Voice communication during this event was normal with no change in the pilot's level of anxiety. Immediately thereafter, the heading changed over 90° to the left (northbound), and a maximum 6,750 fpm rate of descent developed before the heading stabilized and the descent slowed. The airplane's ground impact site was approximately 1 nm southwest of the last radar target. Wreckage distribution was roughly parallel to V-2. The airplane impacted the mountainside in a steep nose low, left wing down attitude. The engines, propellers/governors were disassembled and inspected with no evidence of mechanical malfunction. Exam of the left propeller indicated low power on impact. There was no evidence of significant icing/turbulence. The pilot, sole on board, was killed.

Shortly after takeoff from Seattle-Tacoma Intl Airport, the crew noted a right engine power loss and decided to return for a precautionary landing. After lowering the landing gear, a massive fire was discovered in the right engine nacelle. After landing, directional control and all braking were lost. The aircraft departed the left side of the runway 16L after the left power lever was moved to flight idle. The f/o advised tower that the aircraft was out of control. The aircraft rolled onto the ramp area where it struck a runway designator sign, ground equipment, and jetways B7 and B9. The aircraft was subsequently destroyed by fire. Investigation revealed that during overhaul the high pressure fuel filter cover was improperly installed on the engine and the improper installation was not discovered drg company installation of the engine on the aircraft. This led to a massive fuel leak and the nacelle fire. The fire/explosion caused the loss of the engine panels, reducing the effectiveness of the fire suppression system and allowing other systems to be damaged.

The aircraft crashed during an instrument approach in IMC at Spokane-Intl Airport. The aircraft hit a hill about 4.5 miles from the runway threshold at an elevation of 2,546 feet. The minimum descent altitude for the instrument approach procedure was 2,760 feet. Of the nine persons aboard flight 201, seven were killed and two were injured seriously. The instrument approach procedure the fiightcrew used required that a altitude of 3,500 feet be maintained until the aircraft passed the final approach fix, located 4,5 miles from the runway threshold. The aircraft impacted the ground near the location of the final approach fix, which was about 1,800 feet southeast of the Spokane VORTAC.

After takeoff from Spokane-Geiger Field, while climbing, one of the engine failed. The pilot circled the airfield and elected to return for an emergency landing when the airplane crashed on short final. Five crew members were killed and three others were injured. One of 500 pounds bombs detonated on impact.
Crew:
Cpt Eugene Dimitry Zadontseff, pilot,
S/Sgt Ester Brannon,
Cpl Clarence A. Cunningham,
1st Lt Elbert D. Hoffman,
Avc Edwin Bruce Perkins.

Crashed on landing for unknown reasons. There were no casualties.