California

After departing San Jose, CA, the pilot climbed to an altitude of 4,600 feet msl and proceeded toward Novato, CA. From 1528 to 1533 PST, radar data showed that the aircraft was level at 4,600 feet on a heading of 330° at 180 FTS ground speed. Radar info showed that the aircraft then entered a descent. During a 24 seconds period, the aircraft descended to an altitude of 4,100 feet msl and its heading changed 10° to the right. The last radar position, 12 seconds later, revealed an additional heading change of 150° to the right, accompanied by a descent to 2,300 (9000 from descent). Witnesses saw the aircraft descending at high speed in a right turn with the engines at high power. Just prior to impact, the right bank angle and nose low attitude increased. The aircraft crashed in a steep nose down, right wing low, attitude. No preimpact, mechanical malfunction or failure was found. No autopsy was made, only a gross exam of the pilot's fragmented body was possible. Before departing San Jose, the pilot had remarked that he was bothered by a bad cold. The pilot, sole on board, was killed.

The aircraft was on a local flight involving a parachute jumping activity. In addition to the pilot, there were 12 parachutists and an observer on board. The pilot initiated his takeoff on runway 18. A witness stated that shortly after takeoff, the engine power was reduced to climb power, followed by the gear retraction. Reportedly, the aircraft had climbed to about 150 feet agl when the nose pitched up, the plane rolled to the left and then it crashed in a steep left bank, nose down attitude. An investigation revealed that the aircraft was loaded well beyond its maximum gross weight and aft cg limits. The amount of fuel on board was not verified, but even with no fuel, the plane would have been about 580 lbs over the maximum limit. With 100 gallons, the estimated gross weight would have been about 9,939 lbs with the cg at about 121 inches. The maximum certificated gross weight was 8,750 lbs with an aft cg limit of 117.6 inches. Extensive ground fire damage, but no preimpact, mechanical discrepancies evident.

During departure, the pilot climbed in IFR conditions to 6,000 feet. After leveling, a frequency change was made and he was cleared to 8,000 feet, which he acknowledged. About 2 minutes later, the controller radioed to the pilot that he was about 4 miles north of the airway, but there was no reply from the pilot. Shortly after that radar contact was lost and the plane crashed in mountainous terrain. Several residents in the area reported hearing extremely loud engine noises followed by complete silence. An investigation revealed that both wings had separated outboard of their respective engine nacelle assemblies. An examination of the fractures revealed the wings had separated from positive overload. The leading edges of both wings had ballooned upward, indicative of extreme airspeed. The empennage had separated in a yaw and from right torsional overload. Parts of the aircraft were found within a 1 mile arc, north of the main impact area. The pilot's recent instrument experience could not be verified. All three occupants were killed. Turbulence was forecasted below 8,000 feet.

At approximately 800 feet down the left side of the runway the left engine experienced a power loss. The aircraft swerved off the left side of the runway colliding with a drainage ditch and coming to rest inverted. Examination of the fuel control unit revealed that the bellows within the assembly were found in an extended position, indicating a leak into the evacuated area. A failure was noted at the seam in the bellows. In addition, examination of the propeller revealed that the start locks were engaged and the blades were at the start lock position at impact. In order to engage the start locks, the power lever has to be moved to reverse during shutdown with the engine rpm below 50%. After engine start the pilot must again retard the power levers to reverse to disengage the start locks. The locks will not disengage after the power lever is set to the flight range.

At about 700 feet msl the pilot reported to Santa Monica tower that his left eng had failed. He immediately feathered the left prop and continued to climb, planning to attempt a restart before returning to land. At about 1,000 feet msl the pilot determined that the aircraft was no longer climbing. His airspeed was below the single engine best rate of climb speed and he felt a power loss in the right engine. He put the nose down and feathered the right prop. The aircraft struck the water 2,000 yards from the Santa Monica pier. Life guards were on the scene with a rescue boat when the pilot surfaced.

Just after liftoff from runway 29R, the aircraft began to pitch up. As the pitch up progressed, the pilot applied right aileron and full right rudder. The aircraft responded by rolling to the right with the nose falling thru. Subsequently, the pilot was able to pull out before the aircraft hit the ground. It collided with a 6 feet wire fence which tore off the engines and caused the aircraft to rotate clockwise on the ground. Cargo in the aircraft was thrown thru the side of the fuselage. The pilot exited the aircraft without injury. The aircraft immediately burst into flames and the fuselage was badly burned. An investigation revealed that 2,989 lbs of freight plus a 359 lb motorcycle were being carried between bulkheads 5 & 11. The bulkhead loads were limited to 450 lbs (5-8) and 300 lbs (8-10). The max gross weight at takeoff was estimated to be 10,310 lbs. The pilot reported that none of the freight was tied down.

After takeoff the aircraft was observed to trail a brown substance. About 3 miles from the airport the right engine oil pressure dropped. The pilot decided to return to the airport. When he thought the runway was attainable he lowered the flaps; however, a loss of power in the left engine occurred and a landing was made in a wheat field. Investigation revealed failure of the front master rod bearing in the right engine. The aircraft had not been flown for five years prior to this flight and evidence of oil starvation was apparent in both engines. Both pilots escaped with minor injuries.

The aircraft departed into IFR conditions with a non-instrument rated pilot in the left front seat and his wife, an instrument rated pilot, in the right front seat. After the pilot reported climbing through 2,800 ft msl, the radar controller observed that the aircraft deviated from the course and began to lose altitude. He attempted to communicate with the pilot, but was unable. Witnesses observed the aircraft maneuver in and out of the overcast. Two witnesses watched it change course to the right from southeast to northwest, pull up into the overcast, then dive out of the clouds in a near vertical attitude and crash. During an examination of the wreckage, no preimpact, mechanical failures were found. The aircraft was designed to be flown in instrument conditions from only the left front seat. Both occupants as well as one person on the ground were killed.

After takeoff, the pilot was cleared to proceed on an IFR flight plan. After being cleared to 15,000 ft msl, he reported having trouble maintaining his airspeed and subsequently declared an emergency. Shortly after that, radar contact was lost. The aircraft impacted at night near the top of a mountain ridge at about 4,700 ft msl. The wreckage was demolished and scattered over a large area, but there was no evidence of an inflight breakup. Some parts of the wreckage (including the right engine) were not found on the snow covered terrain. The weather forecast called for: thunderstorms in lines, mountains obscured, moderate and occasionally severe turbulence below 20,000 ft, occasional moderate icing in clouds and in precipitation from the freezing level (3,000 ft) to 20,000 ft. The aircraft was not certified for flight in known icing conditions.

En route from Oakland to Honolulu, both engines failed. The pilot reduced his altitude and ditch the aircraft off Pacific Grove. The pilot was rescued while the aircraft sank and was lost.