April 16, 1971: General Aviation, Beechcraft G18S (N318M) Grand Canyon, AZ
The group of five from Illinois appeared like any tourists as they stepped off the Beechcraft G18S aircraft. The tired group from the Chicago area had been traveling most of the day with a just an overnight stop in Omaha, Nebraska. More pressing however, was the fact that the radial engine aircraft needed minor repairs and the pilot, Dr. Merrill Shepro wanted a mechanic to take a look at it. Dr. Shepro’s business trip to Los Angeles would just have to wait. For the group, the several hour delay meant a great opportunity to experience the Grand Canyon by buying souvenirs and taking pictures at the various viewpoints along the rim.
A few hours later, mechanics at Grand Canyon Airlines finally had the plane repaired and the fuel tanks were topped off as requested by Dr. Shepro. The plane was already heavy with fuel as Shepro and his traveling companions began loading a number of suitcases and bags into the aircraft. Restricted by the aircraft’s executive interior of couches, tables, and seats, a majority of the heavy luggage had been loaded into the aft baggage compartment.
As the tail-wheeled aircraft taxied from the parking apron to Runway 21, it is unknown if the instrument rated pilot expressed concern for the dark night, the 7,200 foot density altitude, or the fact that his aircraft was now 257 pounds over it’s designed weight limit and probably beyond it’s center of gravity limits. Those questions will remain lost in history. What is known is that at 10:46PM, Shepro and his four friends and business associates began a very long takeoff roll on a 9,000 foot runway. The overweight aircraft staggered for lift and abruptly began to roll in a descending right turn. Striking the tops of several tall pine trees, the fragmenting aircraft pitched down and exploded on a small hillside about a 1/4 mile southwest of the airport killing all on-board.
The accident was witnessed by several persons at the airport. The fire spread quickly through the forest and personnel from the U.S. Forest Service, National Park Service and residents from nearby Tusayan helped fight the fire throughout the night. Using just shovels and axes, they were able to contain the three-acre blaze by daybreak.
HISTORICAL SUMMARY:
The search area to locate this crash site was huge as my only hint to it's location was a "hillside". The terrain East, South, and West of the airport consists of slightly rising geography. Over the years I have made some casual efforts to find the accident site, but all were unsuccessful. It wasn't until I was flying a tight approach to Runway 03 that I noticed a large shiny metal fragment between the tops of the trees. I figured it must be some discarded trash and I paid no attention to it.
One day after seeing the same piece of metal, I decided to take a hike and check it out. It turned out to the crash site of "N318M". The crash site itself was identified partly through identifying individual part numbers found on wreckage fragments and more prominently with the discovery of the aircraft manufacture's data plate located in the main impact site.
A debris field extending about 300 feet marks the break-up of the Beechcraft as it descended through the trees. An intense burn area about 15 feet in diameter marks the site where the main wreckage came to rest and burned. During April 2012, a prescribed fire managed by the U.S. Forest Service burned through the site. I did notice afterwards that care was taken to mark the crash site and avoid destruction to the integrity of the crash site.
THE AIRCRAFT
The aircraft was a conventional gear Beech G18S "Super 18" (N318M) that was manufactured by Beech Aircraft Corporation of Wichita, Kansas in August 1960. It bore serial number BA545. The aircraft was powered by two Pratt and Whitney R985 Radial Engines. Each producing 450 hp.
Dr. Shepro purchased the aircraft to be used for his business.
The aircraft was designated as a "Super 18" model. This variant of the Beech Model 18 aircraft allowed an increased maximum takeoff weight of 9,700 lbs. Beech Aircraft Corporation built 155 G18S's.
The instrument panel of "N318M" probably looked much like this Model 18. Instruments and radios were basic for the time, but adequate for IFR or night flight.
On the evening of April 16th, Dr. Shepro's aircraft weighed nearly 10,000 lbs. (257 lbs. over the limit) as it departed Runway 21 at Grand Canyon Airport.
For reasons unclear, the aircraft made a right descending turn into high terrain consisting and tall pine trees. The aircraft exploded on impact instantly killing all five occupants on-board.
THE ACCIDENT SITE - OCTOBER 2011
The wreckage debris path of "N318M" is still quite clear and relatively undisturbed since the accident. The site, although void of major structure and components, still contained a few key fragments that assisted in identifying the aircraft make and model.
A close examination of aircraft debris can reveal manufacture stamps or part numbers that help aid in identifying an unknown wreck.
The fragment revealed a manufacturer's part number stamped on the aluminum structure. The prefix number "414" is a Beechcraft Corporation part number designation.
This tall tree was in the aircraft's flight path as it descended into the terrain. There is no doubt that some part of the aircraft struck the tree during accident. The tree pictured is now gone due to a U.S. Forest Service prescribed fire that burned through the area in April 2012.
Another tall tree, long since dead was also torched by fire crews in an effort to thin the forest thus preventing uncontrolled wildfires.
This fuselage fragment was the largest piece located at the crash site. It was painted light blue and had a partial "N" number painted in black on the side.
To help preserve and protect the painted surface of the fragment, I turned the painted surface down. Over time an exposed painted surface will fade and eventually erode off completely from weather elements.
The burn area marks the location where the aircraft fuselage came to rest and caught fire. A number of cabin and cockpit components were found in this location.
Examining aircraft components in the burn area. The radius of the burn area was measured about 15 feet across.
This engine oil cooler located at the site exhibited impact damage from the accident.
The damage to the oil cooler appears to be caused by impact with a tree or branch.
During my survey of the site, I marked aircraft wreckage locations with small red flags as well as GPS to map the site.
This long piece of metal was probably part of an interior couch or some other piece of furnishing that made up the executive interior of the aircraft.
This fragment of rubber was once part of the propeller De-ice system. The groves in the rubber helped direct or guide alcohol De-ice fluid along a propeller blade and remove ice.
Locating fragments such as this helps to determine what systems the aircraft was equipped with.
This remnant of a tree was broken by impact and partially burned from the post crash fire. I was glad to have locate and document the site prior to the prescribed burn.
For mapping purposes, I brought along a compass and tape rule to mark direction and distance.
This heavy first generation solid state amplifier was part of the aircraft's avionics equipment.
An identification placard helps to identify the component.
An article of clothing, in this case a cloth sock fragment was found amid the debris. A rare find considering the crash site's exposure to weather elements.
Another unusual find was this fragment of cabin interior carpet.
The aircraft manufacture's data plate was located among other burned debris at the crash site. This was probably the most significant find at the crash site as it positively identified the site.
The same aircraft manufacture data plate was cleaned to reveal the aircraft model and serial number as well as the date of manufacture.
