Beechcraft G18S

While in cruise flight at 9,000 feet MSL, the left engine began to 'run rough and lose power.' The pilot said he interpreted the problem as carburetor icing and applied carburetor heat. With the engine still running rough, the left propeller was feathered and the left engine shut down. Restart attempts were not successful. Unable to maintain altitude, the pilot requested to land at a nearby airport. After descending through IMC weather, the pilot realized that he would not make it to the airport, and executed a forced landing to rough/uneven terrain. Examination of the engines revealed that the alternate air doors were missing on the right and left engine. The hinges for the doors were attached to both carburetors and showed no evidence of distortion or impact damage. The doors were not found at the wreckage site. A missing alternate air door would allow ambient air to enter the carburetor, rendering the carburetor heating system ineffective. According to carburetor icing probability charts, the reported temperature and dew point values would be favorable to the formation of induction system icing.

At 1136 AST, the twin engine airplane departed San Juan, PR, on a flight to St Vincent. About 1208 AST, the pilot contacted ATC and indicated that he would like to divert to St Thomas. He informed the controller that he had 'feathered' the left engine due to loss of the left engine cowling, but he did not declare an emergency. He requested wind information for St Thomas, then at about 1613 AST, he changed his destination to Roosevelt Roads, PR. At 1120 AST, the pilot reported that the airplane was losing about 300'/min, then about 1 minute later, he said he was going to attempt an engine restart, and that the airplane was getting close to the water. A short time later, he informed ATC that he was not going to make it to shore. The pilot acknowledged info that search and rescue personnel were responding, then there was not further contact with the airplane. The airplane was located about 6 miles east of Roosevelt Roads NAS, but the pilot was not found. Review of weight and balance info revealed the pilot did not follow written procedures, and that the airplane exceeded the maximum authorized gross weight for take off. Flight crews had been informed of a communique from the manufacturer that there was no need to shut down an engine and feather the propeller unless engine performance or a major vibration problem confirmed the need.

The pilot was attempting to transport by-pass mail from Nome to Gambell, Alaska. The pilot stated that the takeoff run was normal until he rotated the nose of the airplane to lift off. The pilot said the airplane pitched up and he had to apply full forward control yoke pressure while he adjusted the pitch trim to nose down. The airplane rolled to the left and the pilot used the rudders to level the wings prior to impact. The information provided by the company, the FAA, and the post office, indicate that the airplane weighed 10,114 pounds at the time of the takeoff. The certificated maximum gross weight was 10,100 pounds. A weight and balance calculation, based upon information obtained from the company and the placarded limits on the airplane, showed a center of gravity of 121.9 inches. The center of gravity limits shown in the airplane manual are 113 to 120.5 inches. The wreckage examination showed that the elevator trim indicator was indicating full nose up trim.

The pilot stated the left engine backfired and began to run rough shortly after takeoff. The engine was shut down and the propeller was feathered. He decided to return and land on the departure runway. Witnesses observed the aircraft on the downwind leg at 800 to 1,000 feet with the landing gear extended. As the aircraft turned to base leg it yawed sharply to the left and the left wing dropped. The aircraft descended rapidly. The pilot stated that as he turned from base to final leg at 75 to 100 feet the aircraft was buffeting and beginning to stall. He realized he would not make the runway and crash landed in a vacant lot. Examination of the left engine after the accident revealed no evidence to indicate precrash failure or malfunction of the engine.

The pilot stated she felt the twin engined tailwheel cargo airplane yaw to the right during takeoff. The pilot stated she applied left rudder and set differential power to correct for the perceived right hand crosswind. As the airplane lifted off, it made a sharp right turn and performed left and right banks leveling off prior to colliding with the ground. The airplane slid through security fences and a fuel supply depot before stopping. The newspaper bundle cargo moved from the two forward bays to the aft end of the cargo compartment. The newspapers were covered with plastic wrapper. The cargo compartment floor was slippery when walked upon and had traces of snow on it. According to the pilot the cargo was covered by a cargo net secured at the forward end but not at the aft end. Two cargo straps were crisscrossed over the net and secured at the aft end of the cargo load. The left throttle was found in the full forward position. The right throttle was found one inch aft of the full forward position.

The aircraft impacted the ground about 1,000 feet to the left of the runway. The pilot stated that he did not have visual contact with the ground and remembers attempting to make a missed approach. Conditions were IMC. The pilot was seriously injured and the aircraft was destroyed.

The pilot was alerted at 0100 for 0200 flight from Kenosha to Milwaukee, WI to pick up cargo for a flight to Atlanta, GA. At 0310, the aircraft departed Milwaukee in VFR. En route, the pilot obtained weather and an IFR clearance. Some of his radio transmissions were not standard. At 0433, he complied with ATC request for frequency change, but his radio transmissions were not clear. Approximately 5 minutes later, ATC asked the pilot to change frequency again, but 5 calls were made before he replied. His last transmission was at 0445:48; he didn't respond to further ATC calls. The aircraft continued cruising at 11,000 feet until 0621, then it descended without clearance. Radar contact was lost at 0627 cst (0727 est). Shortly thereafter, it impacted trees on a mountain, then crashed to the ground and burned. A witness believed the engines were throttled back before impact. Also, the witness reported low clouds and fog, but said the mountain was visible and was not obscured. The pilot had a 1,58‰ alcohol level in blood, no sleep for 21.5 hours, history of alcohol abuse, 7 prior dwi convictions (and ndr rec). Also, he falsified FAA medical applications. FAA was advised in 1984, but took no action.

According to the pilot, shortly after takeoff the aircraft began to pitch up, decelerate, and roll right. He reduced power and lowered the nose in an unsuccessful attempt to regain control. There were no mechanical malfunctions reported. Both occupants were injured.

The aircraft collided with a utility pole and a large tree during a forced landing after a power loss on takeoff. Witnesses heard the aircraft backfiring and the ground run was excessively long. Immediately after takeoff the aircraft went through the tops of pine trees. The backfiring and smoke stopped after the collision with the pine trees and the aircraft started a descent toward a street. It maneuvered as if to avoid a collision with cars. After the accident the spark plugs from the right engine were tested and all but #5 front plug would not spark. However during a subsequent test the spark plugs, with the exception of #5, did test properly. A complete engine teardown did not reveal evidence of mechanical failure or pre-impact engine discrepancy.

The manager of Blackhawk Airways had cleared the flight for a 1000 edt departure, but the actual takeoff time was not established. No record of a preflight weather briefing was found. However, during a telephone conversation prior to the flight, the pilot indicated to his manager that the clouds would be lower in the mountains. At approximately 1030, ground witnesses observed an aircraft, matching the description of N215W, circling beneath the clouds at Keyser, WV, then depart to the southwest. When the aircraft did not arrive at its destination, a search was begun. It was found where it had impacted rising terrain approximately 6 miles southwest of Keyser. The impact occurred on a 26° slope, at approximately the 3,000 feet level, just below a 3104 feet peak. The aircraft was climbing when it impacted wooded terrain. A pilot/mechanical, who operated an airport approximately 3 miles southeast of Keyser, reported there was fog in the morning hours with a ceiling of about 2,000 feet until midday and that the mountain tops in the vicinity of the crash site were obscured. The pilot, sole on board, was killed.