South Carolina

After obtaining a weather briefing in which he was informed of thunderstorms and current sigmets for his intended route of flight, the pilot elected to depart his home airport on a personal flight. At the time of departure, witnesses indicated the presence of thunderstorms adjacent to the airport. After trying to obtain his IFR clearance from charlotte, the pilot was issued his IFR clearance when approaching Columbia, SC. The pilot had deviated around at least one thunderstorm while approaching Columbia. The pilot had been cleared to climb to his requested altitude of 17,000 feet and had reached 16,400 when the radar return was observed to indicate a descent and then was lost. Witnesses on the ground reported seeing the airplane exit the clouds in flames. The evidence indicated that the horizontal tail had separated followed by the wings and other components of the airplane. No evidence of separation due to structural weakening from heating was found. All four occupants were killed.

The airplane was observed to approach the airport from the northwest. As it crossed the northeast end of the runway, it initiated a right turn to cross the runway about the midpoint to a position for a left downwind for landing on runway 5. Its altitude was estimated to be about 200-300 feet above the ground and the landing gear was down. The witness did not observe the airplane further. It collided with the ground about 0.4 miles from the threshold. The morning sun was about 10° above the horizon and was about 33° to the right of the runway centerline. It would have been in the pilot's face during his flight from the last departure point. The landing runway sloped upward from the landing threshold. The lower-than-normal traffic pattern, the sun's position in relation to the airplane flight path, and the runway slope could have caused the pilot to perceive his altitude as being higher than it actually was. All three occupants were killed.

The airplane used about 1/2 of the 8,602 feet runway for the t/o roll. After t/o it pitched nose-down briefly over the runway during initial climb. The pilot radioed that he was having a problem with the elevator which required 'full back pressure' to keep the nose up, and that he was returning to land. After maneuvering around the airport, the aircraft pitched 70-80° nose down and dove into terrain off the approach end of the runway. The wreckage examination revealed that the bolt securing the elevator trim tab pushrod to the actuator was missing. The rod had become wedged inside the elevator which resulted in an extreme tab up (nose down) condition. The aircraft underwent an annual inspection two days/5 flight hours earlier. The ia mechanic reported that no maintenance was performed on the tab system, and that he was certain the bolt was properly safetied. Another pilot who flew the aircraft the day of the accident reported that he found the pushrod to be secure during his preflight inspection. The 402B poh indicated that the aircraft should have request about 1,200 feet for the t/o ground roll. The pilot, sole on board, was killed.

Aircraft departed coastal airport at night with 400 feet partial obscuration in patchy fog. Ground witnesses who heard aircraft depicted a circling flight path to the right after takeoff. Engine, propellers and turbo teardowns demonstrated both engines were operating at high power and no evidence was found of a pre-impact malfunction. Aircraft never appeared on radar and no communication was attempted after takeoff. Review of pilot records showed atypically low total instrument flight hours. Pic was cleared to maintain runway heading after takeoff and climb to 2,000 feet. Both occupants were killed.

At 0938, while climbing thru 9,000 feet, the pilot was cleared to climb to FL210. Approximately 10 minutes later, the ATC controller noted the aircraft's mode C return wasn't being displayed on his scope. He tried to advise the pilot, but couldn't establish radio contact. The aircraft broke up in flight and the wreckage was found submerged in a creek and on marshland. A large piece of the right outboard wing panel was found about 2 miles east of the main wreckage. The right engine was found approximately 800 feet to 1,200 feet northeast of the main wreckage in 4 feet of water. There was evidence the right outboard wing had failed from upward and aft overload. No pre-accident mechanical failure or malfunction was found that would have resulted in an in-flight break-up. Radar data showed the aircraft was climbing at 115 knots and 1,100 feet/minute; at approximately 16,000 feet msl, rate of climb slowed to approximately 750 feet/minute, then increased to 1,200 feet/minute. Peak altitude was approximately 18,200 feet. Aircraft then entered a steep descent and crashed. At the approximately time and place of peak altitude, primary targets appeared on radar and remained for several minutes. Organic material was found on left engine inlet screen, but source was not determined. Accident occurred along bird flyway. Both occupants were killed.

During final approach the pilot noticed aircraft flying 'unusual' and elected go-around. During power-up, the aircraft lost power and a forced landing was made on a residential street near the airport. The pilot stated that he had inadvertently placed the fuel selector in crossfeed and had exhausted the fuel supply in the right wing by feeding both engines. There were no reported mechanical problems prior to the accident.

As the pilot was making an ILS approach in IMC weather, the aircraft descended into trees and crashed about 1-1/2 mi from the runway threshold. The decision height for this approach was 1,316 feet msl and was located less than a mile from the threshold. A controller said that the last altitude readout he remembers for the aircraft was 1,200 feet at about 2 miles from threshold. When the radar target disappeared from the display, the controller asked for a position report, but received no reply. The 0740 est weather at Greenville, SC, was in part: sky condition zero obscured, visibility zero with fog, wind calm. The elevation of the crash site was 980 feet msl. All four occupants were killed.

The pilot requested an instrument approach to the airport and advised approach control (a/c) that he did not have an approach plate for the airport. A/c cleared the aircraft for an NDB approach to runway 24 and read the approach information to the pilot. When the pilot reported procedure turn inbound a/c advised the pilot he was approx 4 miles south of the final approach course and gave him a new heading to correct back to the airport. Radar contact was then lost over the airport but reappeared approx 1/2 mile west of the airport and appeared to be making a turn back to the airport. The wreckage was found about 4 miles west of the airport. Both occupants were killed.

While cruising by night on a regional flight out from Charleston, both engines failed. The pilot reduced his altitude in an attempt to make an emergency landing when the airplane crashed onto a house in Salley. Both occupants were seriously injured while there were no casualties on the ground. The aircraft was destroyed.

While descending to Columbia Airport, while initiating a last turn to intercept the glide, the pilot modified the position of the fuel selector from the auxiliary tanks to the main tank when both engines lost power. He attempted a forced landing when the airplane struck a dirt bank and crashed. Both occupants were seriously injured.