After the pilot dispatched two parachutists, the pilot commenced his descent to return to the airport. While on final approach, approximately 200 feet AGL, the engine lost power. The pilot attempted to land in a nearby open field rather than to attempt maneuvering around high power lines near the airport.
The certificated commercial pilot was conducting skydiving operations in the vicinity of the accident airport. After the airplane climbed to about 11,500 feet msl, all three of the skydivers aboard exited the airplane, and the pilot began a descent to return to the departure airport. The pilot said that while on approach, all engine power was lost, and emergency engine procedures did not restore engine power.
After the sky divers exited the airplane at 12,000 feet, the engine lost power while the airplane was descending through 10,000 feet. The pilot switched fuel tanks and engine power was reestablished. The engine again lost power at 4,000 feet and the pilot attempted a forced landing at his home base airport.
The pilot stated that as the aircraft descended, the engine was operating at 2000 rpm, and the selected manifold pressure was 15 in Hg, and at 8,000 feet he noticed that the engine had ceased operating. Prior to noticing that the engine had ceased operating he said everything had been normal, but as he maneuvered to land he felt he was too far down the runway to land safely, so he elected to perform a go-around.
The airplane nosed over in a cornfield during a forced landing after a total loss of engine power. The pilot reported he released the parachutists at 10,100 feet msl over the drop zone and started the descent to the south due to better cloud clearances and to keep clear of company traffic. He reported that he applied carburetor heat before descending.
After landing at night and stopping on the ramp, a passenger was seriously injured after walking into the propeller blade after exiting the aircraft.
A de Havilland DHC-6 and a Beech King Air 90 were to make a formation air drop of skydivers from 14,000 feet msl. The de Havilland was to be the lead aircraft with the King Air in trail. As the skydivers prepared to exit, the King Air was traveling faster than the de Havilland, and the pilot of the King Air had to pitch up and bank right to avoid the de Havilland.
The pilot and 21 jumpers were aboard the airplane for the local skydiving flight. The airplane took off to the north on the wet grass runway. Jumpers reported that during the initial takeoff climb, the aircraft assumed a “very steep angle of attack,” and described the pilot “winding the wheel on the lower right side of the chair clockwise, frantically,” and “busy with a wheel between the seats.”
The pilot of the skydiver dropping aircraft reported that the engine lost power at the end of his descent from the 12,000-foot drop altitude as the airplane approached a landing 3-mile base leg. When the engine lost power, he checked that the fuel selector was in the “both” tanks position, the mixture was in the “rich” position, and checked individual magnetos; all with no effect.
The airplane sustained substantial damage on impact with trees and terrain during a forced landing to a field following an in-flight loss of engine power. Skydivers had been dropped prior to the loss of engine power and the pilot reported no injuries. The pilot stated, “I climbed to 11000 [feet.] Was not getting usual climb rate. Before decent found I could not close cowl flaps. Decended to 6000 feet. Noticed eratic raise on manifold gage.
The pilot and eight parachutists were returning from a skydive meet. The pilot had obtained a weather briefing, which advised of instrument meteorological conditions at the destination, and filed a VFR flight plan, but it was never activated. Witnesses heard, but could not see, a twin engine turboprop pass over the airport, heading north out over the Great Salt Lake. They described the weather conditions as being a low ceiling with 1/4-mile visibility,
The flight departed with approximately 20 gallons of fuel in each fuel tank and offloaded skydivers at 10,500 feet, then descended to return with the throttle at idle, the fuel/air ratio leaned; and carburetor heat applied. At 2,000 feet, the pilot began to level off and, “realized I was having engine trouble and began my emergency procedures for an engine failure at altitude….”