Zephyrhills

The pilot fueled the airplane prior to departure and flew uneventfully for approximately 30 minutes. The airplane then descended to 2,000 feet on approach to the destination airport, during night visual meteorological conditions. About 30 seconds after being cleared for a visual approach, the pilot declared an emergency to air traffic control and requested assistance to the nearest airport. The controller provided a vector to divert and distance to the nearest suitable airport. The pilot subsequently reported "engine out, engine out" and the airplane impacted wooded terrain about 4 miles northeast of runway 22 at the alternate airport. A post crash fire consumed a majority of the wreckage. Examination of the wreckage, including teardown examination of the engine, did not reveal any preimpact mechanical malfunctions; however, the fuel system and ignition system were consumed by post crash fire and could not be tested.

The airplane received substantial damage on impact with trees, terrain, and a residence about one mile from the departure airport during instrument meteorological conditions. The airport elevation was 1,096 feet mean sea level. The personal flight was operating on an instrument flight rules (IFR) flight plan with a filed equipment suffix designating that the airplane was equipped with a Global Positioning System. Airplane records indicate that the airplane was equipped with a GPS but was not approved for IFR navigation. The pilot was issued a departure clearance to 3,000 feet and heading of 130 degrees. Radar data indicates that the airplane leveled off at an altitude approximately 2,000 feet during a 32 second period while executing a right turn to the assigned heading. Witnesses reported that the airplane impacted terrain in a right wing nose low attitude. Wreckage distribution and ground scarring was indicative of a high-speed impact with terrain. No anomalies that would have precluded normal operation of the airplane were noted. The calculated airplane weight was approximately 597 lbs above the maximum gross weight of the airplane.

The pilot received a preflight weather briefing and was advised of thunderstorms with tops to 45,000 feet along a portion of the route of flight. En route, the pilot was advised of significant areas of heavy precipitation to which the pilot responded, 'uh roger one nine whiskey it looks like on our radar here that uh we go straight ahead we'll be all right there.' The flight was cleared to descend to 11,000 feet and the pilot requested deviation to the right for weather avoidance. The pilot made several routine radio communications while descending at a calculated average rate of descent of approximately 2,571 fpm before encountering adverse weather. During this time while descending, the calculated calibrated airspeed increased from approximately 190 knots to approximately 265 knots (the design dive speed Vd). The flight encountered a level 5 weather echo then began a high rate of descent. Both horizontal stabilizers with elevators and both outer portions of both wings failed in a down direction. Examination of the flight control cables, fracture surfaces of the wings and horizontal stabilizers, engines, and propellers revealed no evidence of preimpact failure or malfunction. The pilot did not request pilot reports. The design maneuvering speed of the airplane is 169 knots indicated; the POH indicates to slow to this speed for turbulence penetration.

The pilot stated that on initial climb, at about 400 feet agl, the crew smelled something burning, followed by light smoke in the cabin. Both engines appeared normal visually. The odor and smoke increased, and the left fire warning light illuminated. The left engine was shut down and the prop feathered. The pilot increased power on the right engine; however, the airplane would not climb or maintain airspeed. A gear and flaps up forced landing was made into a field. The pilot stated that he believed an exhaust clamp broke allowing a segment of exhaust to scorch cowling and activate the fire warning system. Examination of the left engine revealed that the lower fire detection elements were fused and broken free, and that the hydraulic lines were burned through.

Following a local skydiving mission, the single engine aircraft was returning to Zephyrhills Airfield when it bounced on landing, went out of control and crash landed. All three occupants were uninjured while the aircraft was damaged beyond repair.

The crew was performing a training mission from Sarasota to Lake Charles, Louisiana, with a group of 5 Dakota's. While cruising northeast of Tampa, weather conditions worsened with a squall line, heavy rain falls and turbulence. In flight, the left wing broke off. Out of control, the aircraft dove into the ground, partially disintegrated in the air and eventually crashed in a mangrove located southwest of Zephyrhills. All 13 occupants were killed.
Crew:
F/O Kenneth J. Drauch,
1st Lt James T. Havens,
1st Lt William E. Irby,
Pfc William B. Kennedy,
Avc Vernon L. Larson,
Avc Leland M. Leeds,
Avc Milton Lerner,
Avc Thomas B. Lloyd,
Avc Auton C. Martin,
Avc Richard P. McClellan,
Avc Peter P. Melnik,
1st Lt Michael J. Rossi,
Pfc Gerald U. Scruggs.