United States of America

The airplane was observed making several low passes, with its smoke generators operating, over seaplanes anchored in a lake. The last pass was reportedly at an altitude less than 50 feet, and then the airplane was observed entering an abnormally steep climb, followed by a near vertical nose-down attitude to impact. A video tape shows that both propellers were turning. The pilot had received his multi-engine rating in a Beech 76 on 3/6/90, and his type rating in the airplane 3/28/90.

The airplane collided with trees and power lines during takeoff from a 2,000 foot long open area with 10 parachutists aboard. The pilot said he experienced an unsolicited rollback in engine power prior to the collision. Reportedly, some power was regained. However, not in time to avoid the collision. But, the jump club chairman reported that no change in the engine's operation was observed throughout the mishap. Witnesses at the takeoff area reported that the winds were 12 knots out of the northeast, which would have given the flight a quartering tailwind component for the takeoff. According to the flight manual, the maximum demonstrated crosswind is 12 knots. The examination of the airplane failed to indicate any system malfunction or failure.

Shortly after takeoff, the aircraft was seen flying low over trees, followed by a rapid roll to the left and a collision with wooded terrain. One witness reported seeing gray smoke trailing the left engine before the crash. An inspection of the wreckage revealed the left engine spark plugs were black and heavily sooted. Neither propeller had been feathered before the accident. The landing gear was found in an extended position. Further investigation revealed that Cessna multi-engine service bulletin (SB) 88-3 was not complied with. This SB modified the fuel system to provide for direct pilot (rather than automatic) actuation of the output pressure of the auxiliary fuel pumps. Both engines ran satisfactorily on a test stand following the accident. No other evidence of mechanical failure or malfunction was found. All three occupants were killed.

The crew was taking part to an airshow at Crows Landing-Aux Field AFB and practicing touch-and-go. For unknown reasons, the aircraft landed hard, went out of control and came to rest, bursting into flames. All four crew members escaped uninjured while the aircraft was destroyed.

The flight was cleared for a loc runway 11 approach. About 3 minutes later, the 2nd-in-command (sic) reported '. . . We don't get the localizer can you see if we're on course.' The LAX ARTCC R-15 controller confirmed the flight was right of course and below the required altitude. The aircraft's mode C indicated an altitude of 1,400 feet; the controller advised the flight crew to maintain at least 2,300 feet until past the final approach fix (faf). The crew then replied that they were in VMC. Radar svc was terminated and a frequency change to tower was approved. Shortly thereafter, the aircraft hit a eucalyptus tree at about 90 feet agl, 2.05 miles from the approach end of the runway and about 195 feet right of the loc. Elevation of the crash site was 101 feet; minimum descent altitude (MDA) for the approach was 640 feet. The 0645 pdt weather was, in part: indefinite ceiling, 100 feet obscured, vis 1/8 mile with fog, wind from 220° at 4 kts. No preimpact part failure or malfunction of the aircraft was found. All four occupants were killed.

During an IFR flight the pilot executed a forced landing in a reservoir after the engines quit due to fuel exhaustion. The pilot reported that the airplane was fueled, topped off, the night before departure from Charleston. Examination of the airplane showed the outboard fuel filler port cap on the left wing was not present. The majority of the liquid drained from the main fuel sump was water. The inboard and outboard fuel filler caps were present on the right wing. All six occupants were rescued.

The aircraft was on a night flight from Phoenix to Flagstaff, AZ, to deliver cargo in accordance with an air taxi delivery schedule. Before reaching Flagstaff, the pilot canceled his IFR clearance and proceeded VFR. He encountered lowering cigs and rw. During the approach, he extended the landing gear and partially extended the wing flaps. Subsequently, the aircraft hit trees and crashed in an unpopulated area about 2.5 miles south-southeast of the airport at an elevation of about 6,800 feet; airport elevation was 7,011 feet. Initial impact occurred while the aircraft was in a right 20° bank (toward runway 03). Weather data at the company dispatch was not current and did not depict the adverse local conditions near the destination airport. The pilot, sole on board, was killed.

Witnesses reported 1st attempt to takeoff was aborted after aircraft swerved left and right. On 2nd try, aircraft lifted off about halfway down runway. After lift-off, it rolled right, right wing hit ground and aircraft crashed. Investigations revealed rudder trim was 7.9 to 8.3 units (79% to 83%) nose right. Simulator tests with that setting resulted in consistent right wing collisions with ground after liftoff. Crew's checklist referred to mech checklist for critical items to check before takeoff. Mech checklist and 50 of 54 flight instruments had been removed from aircraft, leaving 2 airspeed indicators, altimeter and standby gyro horizon. In 60 simulated takeoffs in this configuration, there was evidence of insufficient attitudinal ref to recognize rolling of aircraft before sufficient altitude was attained. FAA's designated airworthiness rep (dar) had inspected aircraft three days before and issued ferry permit. He lacked FAA mechanical certification and experience with large aircraft. FAA order 8000.62 and ac 183.33 lacked specific guidance for selection, training and oversight of dar activity. Also, lack of guidance concerning minimum equipment list. Pilot not current or medical qualified to fly aircraft.

The pilot was cleared for an approach to the airport. He received airport advisories from the airport unicom operator and asked that the runway lights be turned up. Soon afterwards, the airplane was seen approaching runway 23, which was served by a localizer approach. A witness at the airport said he saw the plane flying in and out of low hanging clouds. He said the airplane appeared to be at level flight, about 400 to 500 feet agl, then it passed over the airport and went in a steep left turn. After about 90° of turn, the airplane began a shallow descent. It rolled out of the turn before it descended into the ground about 1/4 mile from the approach end of runway 28. The witness said he heard engine sounds throughout the descent. An examination of the airplane did not disclose evidence of mechanical malfunction. A post-mortem examination did not reveal evidence of impairment or incapacitation of the pilot. The pilot, sole on board, was killed.

During taxi to takeoff the crew sensed an odor similar to an electrical fire, and smoke became apparent in the cockpit. Both generators and the battery master were secured. The right generator would not accept a load and smoke was coming from the right wing accessory jbox in the right wheel well. Three occupants deplaned and initially extinguished the fire, which reignited due to hot metal and compromised fuel/oil lines. All systems were secured and the pilot then evacuated the airplane, which was consumed by the fire. The pilot estimated that fire fighting equipment did not arrive for 20-25 minutes after the fire began. Faa inspectors were unable to determine the fire source from the burned wreckage. However, the operator's report stated that the right starter solenoid did not open after engine start causing the starter to remain linked to the electrical system. This resulted in a system overload and subsequent electrical fire. Both fuel and oil lines were routed through the right wheel well for cockpit indications.