The engine lost power as the pilot made a power reduction shortly after takeoff. During a forced landing in a christmas tree crop, the airplane stalled about 90 ft agl. Investigation revealed that the muffler cones were missing. Witnesses and the pilot stated that the temperature was 40 deg f and the dew point aprx 36 deg. That combination is within the range favorable to induction system icing.
Category: 1990
During a skydiving operation, the aircraft was slowed to slow cruise flight for a parachute jump. As skydivers were moving to the exit door for a group jump, the d-ring of one skydiver’s reserve parachute became entangled on a protruding cabin door support bracket. The reserve chute deployed & was caught in the slip stream. The skydiver was then pulled from the open door. He impacted the right horizontal stabilizer, fell 4000 ft to the ground & was fatally injured. Most of the right stabilizer was torn from the aircraft. After its separation, the aircraft entered a dive & the remaining skydivers jumped from the plane.
After lift-off, at about 100 ft agl and 85 kts, the left eng decelerated and the airplane began to yaw and roll left. The pic aborted the takeoff, turned left and landed on a flat level field. The airplane struck a fence, then trees. Examination of the left eng revealed the loss of power was attributed to a fatigue fracture of a compressor turbine blade, which led to subsequent blade fractures. The right eng was examined and found to have advance wear on the throttle cam assembly of the power turbine governor. In a test cell, only aprx 28% of takeoff power could be achieved. The cam lobe wear had progressed over an extended period of time. The right engine prop governor was replaced 11/18/90, followed by a test run.
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.
The aircraft crashed about 600 feet short of the threshold of the runway. Witnesses observed that the engine had been ‘cutting in and out’ before the crash. A photograph taken at the crash site showed the fuel selector handle displaced between the left main position and the both position.
Both aircraft were involved in a movie operation with the helicopter (n250ca) carrying a camerman. The dhc-6 (n203e) carried parachutists. The purpose of the operation was to photograph the parachutists exiting the jump aircraft. The pilot of n250ca said he was in formation with n203e and was maneuvering into camera position when the rotor blades contacted the vertical stabilizer and rudder of n203e. The pilot of n203e was not in a position to have visual contact with the helicopter.
Both aircraft were involved in a movie operation with the helicopter (n250ca) carrying a camerman. The dhc-6 (n203e) carried parachutists. The purpose of the operation was to photograph the parachutists exiting the jump aircraft. The pilot of n250ca said he was in formaton with n203e and was maneuvering into camera position when the rotor blades contacted the vertical stablilizer and rudder of n203e. The pilot of n203e was not in a position to have visual contact with the helicopter.
After climbing out of the aircraft on his first jump, the skydiver froze on the lift strut of the aircraft. The jumpmaster deployed his chute, intentionally pulling him off the aircraft. The chute deployed above the horizontal stabilizer, the skydiver went below. The canopy lines (4) were dragged across the horizontal stabilizer cutting the lines and damaging the stabilizer. The skydiver received serious injuries on landing in a field. The pilot was able to make a precautionary landing with no additional damage.
The wing flaps jammed in the mid range position. The parachutist on board exited the airplane and the pilot returned for a landing. He extended the traffic pattern and while on base leg, the engine lost power. He was unable to get the engine restarted and was beyond gliding distance to the airport. The pilot executed an off airport landing in a field, downwind. The faa reported the flaps were jammed due to a broken flap support on the inboard left flap track and the engine was test run satisfactory after the accident. Fuel was reported to be at the 1/4 level. The power loss was attributed to the fuel selector being improperly position.
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.
After completing a parachute drop, the pilot was returning to the airport for landing. The pilot applied carburetor heat while descending to the pattern, but turned it off during the extended down wind. When on short final, the engine suddenly lost power. The pilot was unable to land the airplane on the airport and initiated a forced landing in an open field. During the landing roll, the airplane nosed over. Examination of the engine did not reveal evidence of mechanical failure or malfunction.