A commercial pilot was returning to land after dropping parachutists in the local area. While on short final, the airplane impacted a fence, nosed over, and came to rest in the inverted position. The operator stated that the airplane encountered a downdraft created by a hangar adjacent to the runway. The wind at the nearest observation facility, eight miles north of the site, was from 300 degrees at 6 knots.
During takeoff roll while hauling parachute jumpers from a private airstrip, the aircraft failed to become airborne, departed the runway and collided with a ditch. The aircraft came to rest upright partially extending onto a country road which bordered the airstrip. Weight of the aircraft was computed to be 250.5 pounds over maximum certified gross weight.
The ground loader had fueled the airplane from the airport fuel truck. He stated that the flight crew did not sump the fuel tanks after they were fueled. Immediately after takeoff the right engine lost power, the right wing lowered to about 90 deg, and the airplane impacted the ground adjacent to the runway. Then forward fuel tank, which provides fuel to the right engine, was found to contain about 8 gals of a heavily contaminated mixture composed of water,
The airplane collided with trees and power lines during takeoff from a 2000 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.
Aircraft was attempting to land by use of vehicle lights. The aircraft touched down in soft terrain to the right of the runway and nosed over.
The plt was returning to land after hauling skydivers. He rprtd that while on a short final apch to land on rwy 31 with 20 to 30 deg of flaps extended, the acft entered a high sink rate in gusty wind conditions. He said that he lowered the nose to increase speed & that he planned to arrest the sink rate in the flare, but then ‘the bottom fell out’ & the acftcollided with the ground in a nose low attitude. The flt manual recommended that if the rwy length permitted, crosswind landings should be performed with the flaps retract. The manufacturer estimated that 560 ft would have been required to land the acft on a hard surface with no wind & 40 deg of flaps. The rwy length was 2800 ft. The plt rprtd the wind was variable from 240 to 270 deg with gusts to 20 kts. Aprx 20 mi southeast at shaw afb, the 1655 edt wind was rprtd to be from 260 deg at 20 gusting 28 kts.
The plt rprtd his apch speed was slightly fast & that he had landed long on the 2500′ grass strip. Subsequently, he was unable to stop the acft before it struck a snowbank at the end of the strip & it nosed over. The selected runway was aligned to the south. The wind was rprtd to be from the west at about 15 kts. Also, the grass strip was described as ‘slippery’ with patches of snow/ice.
The pilot and three passengers were on a night flight in an aircraft that was equipped to carry skydivers. During the approach to land, the landing light failed. While attempting to get the light to operate, the pilot allowed an undershoot to develop. Subsequently, the aircraft landed short of the runway and the nose gear failed when the nose- wheel struck the runway lip. The aircraft then slid approximately 300 feet and nosed over. Mirl & threshold lights were installed, but there were no vasi lights.
During a local parachute jump flight, the airplane was unable to gain enough altitude to clear rising terrain. The airplane collided with a tree and eventually the terrain. There were no reported mechanical failures or malfunctions. The acft handbook lists 2307 lbs as max gto wt. The acc acft weighed 2280 lbs. The cg was in the rear third of the envelope at aprx 103.35. The da was aprx 6200 ft.
As the plt & 16 jumpers deptd on a skydiving flt, the eng lost pwr at aprx 300′ agl. The acft then banked steeply left, spiraled in a steep nose dwn attitude & crashed. An exam revealed fuel in the tanks was contaminated with wtr & foreign material with the appearance of brown algae. Milky fluid (aprx 65% jet fuel & 34% wtr) was fnd in the eng fuel control, as well as iron contaminants. Dark stringy material was fnd in the fuel filters. The acft had been refueled fm 55 gal drums which contained contaminated fuel. The drums were stored upright & rain water could leak thru the filler caps. N551cc had a history of fuel contamination which on occasions caused the fuel bypass indicator to display. Rprtdly, the stall warning circuit brkr had been disengaged on other occasions, so as not to startle the jumpers; however, due to dmg, its preimpact psn could not be verified. Acft was estd to be 370 lbs ovr its max wt lmt & 1′ fwd of the cg lmt. The9 pax seats had been rmvd to haul up to 18 jumpers. Pax seat belts were not used. Lack of faa surveillance was noted.
The plt transported a load of skydivers to alt & was returning to the airstrip. During arrival, he decided to practice a simulated eng out landing. While on an apch with full flaps, the plt elected to slip the acft. As he was transitioning from a side slip to a normal landing attitude, the acft suddenly dropped, landed hard & bounced. The plt reported that on the 2nd touchdown, the nosewheel hub failed, the prop struck the rwy & the nose gear was bent.
After dropping the parachutist, the acft was observed to fly eastward over the dz, make a left 180 turn, line up on the parked van on an easterly heading and descend to a low altiude. Witnesses estimated the altitude at from 10 t0 30 ft agl. The van was parked on a ridge across the flt path. The acft made a low alt-high speed run toward the van. Just before striking the van with the ldg gear, the acft seemed to duck under a low power line in its path.
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 ft agl when the nose pitched up, th 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 9939 lbs with the cg at about 121 inches. The maximum certificated gross weight was 8750 lbs with an aft cg limit of 117.6 inches. Extensive ground fire damage, but no preimpact, mechanical discrepancies evident.
Witnesses observed the takeoff roll as being unusually long. The acft never climbed much above 100-200 ft agl, & struck trees 1/2 mi off the end of the rwy. The flaps were observed up during takeoff. Normal takeoff flap setting used by the club for carrying jumpers is 10 deg. The acft was 166 pounds over max gross weight & the cg was beyond the aft limit. The density altitude was approximately 2,000 ft. The plt had never flown a c-182 or a constant speed propeller equipped acft prior to his checkout with the parachute club the week before the accident. The day of the accident was the first time he had carried any jumpers. The plt had agreed to fly for the club for no compensation other than to build flt time.
After a normal skydiver drop, the pilot spiraled down for a normal landing on a 2000 ft gravel runway with a powerline at the approach end. The wind was reported as variable at 5 kts. The pilot reported that during the landing, the aircraft touched down on the first 1/3 of the runway and the brakes were applied. Reportedly, the braking action was marginal and the aircraft ran off the end of the runway. The aircraft then struck a ditch and the nose gear failed. Prior to the accident, the pilot was warned that the aircraft brakes were marginal. The density altitude was about 2400 ft.
After returning from a parachute jumping flight, the pilot elected to land on the 1800 ft grass runway. A 3000 ft asphalt runway was available, but he had been using the grass runway to avoid wear on the tires. There was a 30 ft powerline at the approach end of the grass runway and the sod was wet. The pilot reported that there was light rain and the wind was calm. Reportedly, the plane touched down about 200 ft from the approach end, but the pilot was unable to stop on the runway. The aircraft continued off the end and collided with brush and trees. The computed landing distance over a 50 ft obstacle on a hard runway was about 1500 ft.