Beechcraft E18

Island Air Service

After taking off from runway 9L at his home airport and making an easterly departure, the pilot, who was also the president, director of operations, and chief pilot for the on-demand passenger and cargo operation, advised the air traffic controller that he was turning downwind. According to witnesses, the airplane did not sound like it was developing full power. The airplane climbed to about 100 feet, banked to the left, began losing altitude, and impacted a tree, a fence, and two vehicles before coming to rest in a residential area. A postcrash fire ensued, which consumed the majority of the cabin area and left wing. Examination of the accident site revealed that the airplane had struck the tree with its left inboard wing about 20 feet above ground level. Multiple tree branches exhibiting propeller cuts were found near the base of the tree. Propeller strike marks on the ground also corresponded to the location of the No. 1 (left side) propeller. There were minimal propeller marks from the No. 2 (right side) propeller. Examination of the propellers revealed that the No. 1 propeller blades exhibited chordwise scratching and S-bending, consistent with operation at impact, but the No. 2 propeller blades did not exhibit any chordwise scratching or bending, which indicates that the No. 2 engine was not producing power at the time of impact. There was no evidence that the pilot attempted to perform the manufacturer’s published single engine procedure, which would have allowed him to maintain altitude. Contrary to the procedure, the left and right throttle control levers were in the full-throttle position, the mixture control levers were in the full-rich position, neither propeller was feathered, and the landing gear was down. Postaccident examination of the No. 1 engine revealed no evidence of any preimpact malfunction or failure. However, the No. 2 engine's condition would have resulted in erratic and unreliable operation; the engine would not have been able to produce full rated horsepower as the compression on four of the nine cylinders was below specification and both magnetos were not functioning correctly. Moisture and corrosion were discovered inside the magneto cases; the left magneto sparked internally in a random pattern when tested and its point gap was in excess of the required tolerance. The right magneto's camshaft follower also exhibited excessive wear and its points would not open, rendering it incapable of providing electrical energy to its spark plugs. Additionally, the main fuel pump could not be rotated by hand; it exhibited play in the gear bearings, and corrosion was present internally. When the airplane was not flying, it was kept outdoors. Large amounts of rain had fallen during the week before the accident, which could have led to the moisture and corrosion in the magnetos. Although the pilot had been having problems with the No. 2 engine for months, he continued to fly the airplane, despite his responsibility, particularly as president, director of operations, and chief pilot of the company, to ensure that the airplane was airworthy. During this period, the pilot would take off with the engine shuddering and would circle the departure airport to gain altitude before heading to the destination. On the night before the accident, the director of maintenance (DOM) replaced the No. 1 cylinder on the No. 2 engine, which had developed a crack in the fin area and had oil seeping out of it. After the DOM performed the replacement, he did not do a compression check or check the magnetos; such checks would have likely revealed that four of the remaining cylinders were not producing specified compression, that the magnetos were not functioning correctly, and that further maintenance was necessary. Review of the airplane's maintenance records did not reveal an entry for installation of the cylinder. The last entry in the maintenance records for the airplane was an annual and a 100-hour inspection, which had occurred about 11 months before the accident.

Air Supply Alaska

The pilot reported that the runway at the destination airport was ice-covered, and that upon touchdown the surface was slicker than he had anticipated. He aborted the landing by applying full power to take off. The airplane was unable to out-climb the rising terrain at the end of the runway, and it collided with terrain, sustaining substantial damage to the fuselage and both wings. The pilot indicated that there were no mechanical issues with the airplane that precluded its normal operation.

Brazoria County Mosquito Control District

The pilot was spraying a marshy area for mosquitoes. After making a spray pass, he made a right 180-degree turn to an easterly heading and the right wing struck a radio tower. The pilot didn't know the extent of the damage and there appeared to be a "controllability issue." He elected to land in a pasture. During the landing, the airplane struck and killed a cow and a bull, then collided with a pile of wood, resulting in substantial damage. The unlit 100-foot radio tower was within the walls of a correctional facility, was used for ground communications, and has been there for several years. It was not marked on sectional charts.

Wayne R. Monson

The pilot purchased the airplane approximately one year prior to the accident with the intention of restoring it for flight. The airplane had not been flown for approximately five years and had been used for spare parts. The pilot was flying the airplane to another airport to pick up passengers prior to returning. The pilot was cleared for takeoff and to circle the airport at 2,500 feet prior to departing the area. Witnesses reported that after taking off the airplane seemed to “wobble” at a slow airspeed in a nose-high attitude and that it never got higher than 500 feet. Some witnesses reported the engine(s) sputtering, and another stated that the airplane was loud and "didn't sound good," although other witnesses reported that the engines sounded normal. One witness reported seeing white smoke coming from the left engine and hearing the engine "popping" as the airplane took off. The airplane made three left turns and it appeared as if the pilot was attempting to return to land. Witnesses described the left wing rising prior to the airplane banking hard to the left and the nose dropping straight down. The airplane impacted the ground just northeast of the airport property and a postimpact fire ensued. Flight control continuity was established. The right side of the elevator/tailcone structure exhibited black rub marks and scrapes. Grass and nesting material was found inside the left wing. The left fuel valve was found in the OFF position and the right fuel valve was positioned to the rear auxiliary tank. Neither the fuel crossfeed valve nor the fuel boost pump switch was located. The left engine sustained substantial fire and impact damage. The right engine sustained heavy impact damage. The airplane was last fueled one month prior to the accident with 120 gallons of fuel. About 20 engine test runs in addition to high-speed taxi tests had been conducted since then. A Special Flight Permit had been obtained but had not been signed by the mechanic, who did not know that the pilot was going to fly the airplane on the day of the accident. The pilot reportedly did not have any Beech 18 flight experience.

Eagle Point Inc.

An airplane impacted the runway shortly after takeoff. According to the pilot, the airplane rolled sharply to the left immediately after liftoff from the runway. The passenger in the back seat stated the airplane banked sharply to the left after takeoff. The pilot then applied right rudder and aileron to stop the roll. Unable to level the airplane with the horizon, the pilot elected to reduce power to idle on both engines and land on the remaining runway. The airplane impacted the runway, slid into the grass and erupted into flames.

Aleutian Air

The certificated airline transport pilot was departing on a 14 CFR Part 91 personal flight. The purpose of the flight was to deliver a load of wooden roofing shakes to a friend's remote lodge. Witnesses reported that just after takeoff, as the airplane climbed to about 200 to 300 feet above the ground, the airplane abruptly pitched up about 70 degrees, and drifted to the right. The airplane continued to turn to the right as the nose of the airplane lowered momentarily. As the airplane flew very slowly the landing gear was extended. The nose of the airplane pitched up again, the right wing dropped, and the airplane descended. One witness described the descent as: "The wings rocked back and forth as it descended, like a card in the wind, with the nose of the airplane slightly higher." The airplane impacted shallow water in an area of tidal mud flats. A postaccident investigation revealed that the estimated gross weight of the airplane at takeoff was 11,500.8 pounds, 1,400.8 pounds in excess of the airplane's maximum takeoff gross weight. The airplane's center of gravity could not be calculated due to the fact that the exact location/station of the cargo could not be determined. Examination of the airplane revealed no evidence of any preimpact mechanical anomalies.

Northern Airmotive

The airplane was observed to depart normally for a positioning flight conducted during night visual meteorological conditions. In addition, the landing gear was observed to retract after takeoff. A witness who lived near the accident site heard a "loud" engine noise and observed the airplane just above the trees. The airplane then pitched down, impacted the ground, and exploded. The airplane impacted in a soybean field about a 1/2 mile from the departure end of the runway. Two pairs of ground scars were observed at the beginning of the debris path. The initial pair of ground scars were about 2 to 3 feet in length and were located about 380 feet south of the main wreckage. A pair of 10 to 12 foot long ground scars were located about 10 feet forward of the initial ground scars and they contained portions of the left and right engines; respectively. There was no impact damage observed to the portion of the soy bean field located in-between the second ground scar and the main wreckage. Prior to the flight, maintenance personnel replaced a frayed elevator trim cable. The work was supervised and checked by the accident pilot. Examination of the airplane did not reveal any evidence of a preimpact failure; however, a significant portion of the airplane was consumed in a post crash fire. Examination of the propellers revealed damage consistent with engine operation at the time of impact. The pilot reported 22,500 hours of total flight experience, with over 17,00 flight hours in make and model.

Phillips Air Service

The pilot lost control of the airplane following the loss of engine power from the right engine during takeoff. The pilot stated that the engine power loss was not sudden, but rather a slow continued reduction of power. The pilot further stated that the loss of power occurred after he placed the landing gear selector in the retract position. He added that his airspeed at the time of the power loss was between Vmc (86 mph) and Vy (120 mph). The airplane started to roll towards the right (dead) engine as the pilot reduced the power on the left engine. The outboard portion of the right wing impacted the ground short of a taxiway. Examination of the wreckage revealed that the right engine propeller was in the feather position and the left engine was torn from the airframe. The reason for the loss of engine power was not determined.

May Air Express

The pilot reported that the airplane lifted off at 70 knots. After accelerating in ground effect the airplane became 'unstable in the roll axis' so he added power. He reported that the left wing tip contacted the runway approximately 3/4 the way down the runway. The pilot then added additional power at which point the left wing contacted the grass off the left side of the departure end of the runway. The pilot then reduced the power to idle and landed the airplane in the grass collapsing the landing gear. The pilot reported that the engines sounded normal throughout the accident sequence. Investigation revealed another Beech 18 had taken off on the same runway, but in the opposite direction of N916TM less than one minute prior to the accident.

Polaris Aviation

The flight had been delayed due to severe weather over the departure airport. The preflight weather briefing received by the pilot included AIRMETS and SIGMETS for icing and severe thunderstorms, possible tornadoes, hail to 2 inches, and wind gusts to 70 knots near the ground. The Beech 18 was not equipped with a storm scope or weather radar. Prior to takeoff, a passenger stated to a witness that the weather was 'really really bad,' and that they would have to 'do some deviating to get around it.' After takeoff, the airplane cruised at 10,000 feet uneventfully for 1 hour and 50 minutes, when a center controller advised that radar contact was lost, which the pilot acknowledged. The next and last transmission occurred 13 minutes later when the controller received a 'Mayday' radio transmission that the airplane was 'going down.' The last radar target revealed a 6,000 foot per minute rate of descent. Training records revealed the pilot, also the company chief pilot, had flown solo 6.3 hours in the Beech 18 and credited it as dual flight instruction. He then passed a Part 135 evaluation with the FAA Principal Operations Inspector (POI), which lasted 1.6 hours. The next day the POI issued the pilot check airmen authorization for the Beech 18, all models. According to the POI, the airplane was not approved for Part 135 operations; however, the company had a bogus approval for the airplane, signed by the POI, that allowed the company to apply to Canadian Authorities for authorization to operate in Canada. The bogus approval had been used to justify the accident flight.

Avmac Air

On August 28, 1995, about 1331 eastern daylight time, a Beech E18S, N171LG, registered to Caribbean Leasing Company, and operated by Avmac Air, Inc., as a 14 CFR Part 135 nonscheduled international cargo flight, from Orlando, Florida, to Freeport, Bahamas, crashed into the Atlantic Ocean, about 45 miles northwest of Freeport. Instrument meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The aircraft was destroyed. The airline transport-rated pilot has not been located and is presumed to have been fatally injured. The flight originated from Orlando, on August 28, 1995, about 1229. A person identifying himself as the pilot of N171LG contacted the FAA Miami Flight Service Station by radio at 1328:33. The pilot reported he was 46 miles northwest of Freeport and requested information on the weather at Freeport. The pilot was given the weather. At 1330:15 the pilot reported he had an emergency. The controller asked what is the emergency and the pilot reported "fire onboard." No further transmissions from the flight were received and attempts to contact the flight were unsuccessful. See the transcript of communications. Search and rescue efforts were initiated and at 1600, a oil slick, the left main landing gear from N171LG, and personal effects of the pilot and debris from the cabin contents were found floating on the ocean surface, 40 miles northwest of Freeport. Examination of the recovered debris showed no evidence of fire damage. The main wreckage of N171LG was not located and recovered.

Caribe Air Cargo

Following a wrong approach configuration, the twin engine aircraft landed too far down the runway at Walker's Cay Airfield. After touchdown, the pilot realized his mistake and initiated a go-around procedure. He asked the passenger seating on the right seat (a pilot rated passenger) to retract the flaps. Mistakenly, the passenger raised the landing gear instead. The aircraft sank on its belly, causing both propellers to struck the runway surface. The aircraft caught fire and the pilot elected to continue. During initial climb, he eventually ditched the airplane few dozen metres offshore. Both occupants were seriously injured and the aircraft was destroyed.

Methow Aviation

While performing an ILS approach at night and in IMC, the airplane collided with trees in mountainous terrain prior to the IAF. The MDA prior to the IAF is 10,600 feet. The descent altitude at the outer marker is 7,713 feet. The wreckage was located under the localizer path at an elevation of 7,600 feet. Damage to tree tops along the wreckage distribution path indicates that the airplane travelled through the trees on a level plane until contact with the ground approximately 300 feet into the path. Light snow was falling at the time of the accident and visibility was deteriorating due to fog. During the post crash investigation, there was no evidence found to indicate a mechanical failure or malfunction.

Cape Central Airways

During arrival at night in fog and drizzle, the pilot was cleared for an ILS runway 1l approach. While on the approach, she reported encountering moderate rime ice. Radar data showed that the airplane continued inbound on the localizer until it neared the middle marker, then it deviated about 20° left and collided with the ground, about 300 feet short and 300 feet left of the threshold. According to witnesses, the airplane stopped its descent and slowed down, shortly before entering a steep descent and a spin. An on-scene investigation revealed no preimpact airframe, control system, or powerplant anomalies. The wings had 1/4 inch of ice on the leading edge and a 1/2 inch high ridge of ice, parallel to the deicing boots, about 3 inches aft of the boots. The cockpit and windshield heating system were found in the 'off' position. The pilot's logbook was not available for inspection. Company records showed she had passed a 14 cfr part 135 checkride on may 20, 1994. The faa checkride form was administered and signed by the chief pilot. However, other records/information showed the chief pilot would not have been able to have given the checkride on that date.

Active Aero Charter

The pilot was conducting his initial revenue and solo flight for this company, in this type of airplane. The weather for takeoff included fog and low ceilings. The airplane was equipped with a primary (left) attitude indicator which was electrically operated via an independent switch. This aircraft was the only such airplane operated by this company, with an independent switch configuration for the primary attitude indicator. The airplane collided with the terrain on the airport, just after takeoff. Subsequent examination revealed no anomalies with the engines or airframe. The primary attitude indicator was located. On examination it was found to have a malfunctioning on/off flag which gave the indication of being operative regardless of power to the unit. No rotational damage was noted within the gyro housing. The pilot, sole on board, was killed.

Viking Express

The pilot of a twin-engine cargo airplane shut down the left engine and feathered the propeller due to a loss of engine oil. The FAA ARTCC handling the flight vectored the airplane toward a VOR. Due to the airplane's altitude and distance from the center's radar, the pilot of the airplane had to perform a full instrument approach procedure. The airplane maintained its enroute assigned altitude until passing the VOR outbound. Ntap readouts show the airplane descending throughout the procedure turn and inbound leg of the approach. The airplane's last radar contact was 300 feet below the inbound altitude for the approach while outside the final approach fix. The airplane collided with trees and terrain approximately 2 1/4 miles from the airport. The VOR is 5.5 miles from the airport. The on-scene investigation revealed the left engine's propeller had been feathered, its number nine cylinder mounting studs on the engine's case were crushed downward or were broken off at the case's surface, and the landing gear had been extended. The pilot, sole on board, was killed.

Centre Airlines

The instrument rated pilot was en route to pick up cargo. He received three preflight weather briefings earlier that indicated snow, mountain obscuration, and low visibility. He reported, 'seeing the lights of university,' and requested a contact approach. He also said that if he could not get in, he would make an ils approach. When the airplane was 4 miles south of the airport, the New York air traffic controller cleared the pilot for a contact approach to runway 24. A witness reported hearing a low flying airplane. He stated that it was snowing heavily and he saw the tail light of an airplane briefly through the snow. He also reported that a snow squall was in the area at the time. Shortly afterward, he heard what was later determined to be the sound of the collision. Search personnel located the wreckage 3.3 miles south of the airport on top of mount nittany which was about 2000 feet high. The pilot, sole on board, was killed.

Scenic Air Tours

During the air tour flight the pilot had radioed his intentions to FSS to overfly an area about 5 miles southwest of the island of Maui. Approximately 10 minutes later the airplane impacted mountainous terrain on the island. IMC prevailed at the time and location of the accident. The pilot did not possess the minimum hours stipulated in the company ops manual to qualify as a captain. He falsified the employment application and resume. The company did not pursue substantive pre employment background checks, nor were they required by the FAA to do so. Regulations are needed for air tour operators that will enable FAA inspectors to require, rather than merely encourage, operators to adhere to procedures that offer the safety improvements of sfar 50-2 and FAA handbook 8400.10 bulletin 92-01. All nine occupants were killed.

Ministic Air

On approach to Island Lake Airport (Stevenson Island), the twin engine aircraft struck the surface of a frozen lake and crashed near Garden Hill. The pilot was slightly injured and the aircraft was damaged beyond repair.

Northern Airmotive

After takeoff at 600 feet, the right engine quit. The pilot said, '[the] altitude dropped about 100 feet and airspeed at 120 knots. The right engine came back again . . . It ran for about 10 seconds. [I] adjusted power on left engine . . . Feathered right prop and tried to maintain altitude, but airspeed kept diminishing, so I had to descend to maintain airspeed.' The pilot put the landing gear down to absorb the shock of landing in a field. An examination revealed no malfunctions in the engine or carburetor. The airplane was within allowable gross weight and center of gravity limits. The weather was: ceiling 600 feet broken, 1,500 feet overcast, visibility 3 miles, light rain and fog. The pilot escaped with minor injuries and the aircraft was damaged beyond repair.

Commuter Air Philippines

Crashed in unknown circumstances in the sea shortly after takeoff from Masbate Airport. Occupant fate remains unknown.

Royal Air Freight - Royal Air Charter

The right engine lost power during the initial climb after lift-off. A witness heard a noise and observed flames coming from the right engine cowling as the airplane climbed. The airplane entered a turn after climbing about 200 feet, descended through a small grove of trees, crashed in a pasture, and burned. During takeoff, the plane's gross weight was about 11,050 lbs and the cg was behind the aft limit. Its maximum certified weight limit was 9,700 lbs. The pilot was aware of a gross weight problem before takeoff. An exam revealed evidence that the left engine propeller was in the feathered position and the right propeller was not feathered at impact. A check of the right engine disclosed that the n°3 cylinder intake valve had failed from fatigue. The pilot, sole on board, was killed.

Centre Airlines

Shortly after departing from runway 15L at the Baltimore-Washington Intl Airport, the pilot transmitted that he had an emergency consisting of a fire under his side panel. He reported he was going to circle and land. According to witnesses, flames and smoke were in the cockpit area. The aircraft started a gradual descent during a left turn. Subsequently, it crashed into a house. An examination of the wreckage did not reveal the origin of the fire; however, a CB radio was found with evidence that it may have been wired to the aircraft electrical system. The owners stated that the CB was not installed in the aircraft prior to the pilot's use of the plane on that flight. The pilot, sole on board, was killed.

Active Aero Charter

N3281T was attempting an instrument departure when it crashed left of the extended centerline of runway 18. The flight was observed climbing through 200 feet prior to descending to the ground. Prior to taxiing to takeoff the pilot failed to deice the airframe. Airplanes on the parking ramp around N3281T deiced prior to takeoff. Weather reports indicated that temp/dew point were 26 and 23° respectively. The surface observation also reported fog as a restriction to visibility. According to the airplane's handbook that tests prove that a coat of frost on a wing can destroy its lift. The pilot, sole on board, was killed.

Aero Taxi Rockford

The pilot was repositioning the airplane from an on-demand air taxi freight flight. He was en route from Rochester, NY to Huntsville, AL with a planned refuel stop at Louisville, KY. Near Falmouth, KY he changed his destination to Lexington 'due to a developing engine problem'. He saw the airport at Cynthiana and elected to land there. While on downwind, he noted the left engine cowling turning black and on base noted flames from the left engine. He reptd shutting the engine down and feathering the propeller but did not activate the fire extinguisher. During the landing roll, the airplane departed the runway to the right, and collided with the airport wind 't', a pole and a 't' hangar. Post accident investigation revealed that the left prop was not feathered and the fuel was not shut off. The left brake was ineffective due to fire damage. The evidence indicated that the fire began in the vicinity of the left engine accessory section. The specific fuel source of the fire was not identified.

Midwest Executive

The pilot received a weather briefing before starting a night cargo operation in known icing conditions. Before the flight, a line serviceman noticed ice on the aircraft's wings and suggested its removal, but the pilot declined. Approximately 45 minutes after takeoff, the pilot reported to ARTCC that a de-ice boot had 'blown' and he was having difficulty controlling the aircraft. He said the boot was 'going back and forth' and that full right aileron was required to keep the wings level. Also, he reported a continuous loss of altitude and said that full right aileron would not keep the aircraft from turning to the left. Subsequently, the aircraft crashed on descending terrain while in a slightly nose down, left wing low attitude. Much of the aircraft (including much of the left wing) was demolished by impact and fire. Prop slash marks indicated the engines were providing power. Maintenance records had no information of replacement, repair or modification of the de-ice boots in the previous 10 years. The pilot's wife indicated he had previously been pressured to fly aircraft with discrepancies. Sigmets golf 3 and 4 warned of occasional severe mixed icing in clouds and precipitations. Both occupants were killed.

Active Aero Charter

The aircraft, at near gross weight (cg unknown), was on initial climb after takeoff. A witness reported that engines sounded normal. At about 400 feet agl the aircraft was reported to pitch up about 10°, then level off and entered a left turn. The aircraft made another left turn to the south-southwest. The pilot reported that he was returning to the field, but did not state problem. The witness said the aircraft was in a 30° left bank, turning toward the airport, when the aircraft stalled and descended to the ground in a vertical nose down attitude. Fire/explosion after impact. Left propeller found in feathered position. No engine problem found. On 1/28/87, left engine lost power after takeoff; no problem found; unable to duplicate. Pilot had two engine-out experiences in airplane previously, both when at low weight. Surrounding terrain suitable for off-airport landing. Both occupants were killed.

Springdale Air Service

The airplane was on a positioning flight so it would be in place for an early monday morning freight run. Pilot called for missed approach and after receiving clearance, declared he was in VFR conditions and thought he would land on runway 31. During a turn, the airplane impacted the terrain inverted and burned. Weather at airport 21 minutes prior to accident was: indefinite ceiling 100 feet, sky obscured, visibility 1/4 mile in fog. The pilot, sole on board, was killed.

Viking Express

The aircraft had departed on runway 13. He was then directed to climb to 6,000 feet. Thirty seconds later he advised he had engine trouble and was returning to the airport. Shortly thereafter he advised he could not maintain altitude. The aircraft, one mile southeast of the airport, struck the roofs of two family type residences. Then struck two garages, ground impacted and struck the rear area of a third residence. An intense fire followed. Left engine had impeller failure. Propeller was pitched between low and high rpm. The pilot, sole on board, was killed.

Pacific Air Express - USA

The aircraft crashed off the end of runway 23 during an attempted go-around after touchdown. The pilot stated that after the aircraft touched down approximately 300 feet down the 2,760 foot runway he raised the flaps along with the nose of the aircraft to slow down. Brakes were applied and the left main gear skidded 2/3 the way down the runway at which time full power was applied to go-around. The aircraft mushed off the end of the runway where it contacted a rock pile and was destroyed by impact and post crash fire. The pilot reported winds from 270° at 10 knots when the accident occurred.

SmithAir - USA

At 2045 the military flight, Dixie 06, contacted Birmingham approach and obtained clearance for a low approach followed by a full-stop landing on runway 05. At 2053, Dixie 06 reported a 4 mile final for a low approach to the local controller. At 2054:19, the local controller cleared ABX74, N19T, '...taxi position and hold five.' ABX74 was awaiting takeoff instructions on runway 05 when the collision occurred. Investigation revealed the local controller forgot ABX74. She became preoccupied with other traffic using runway 36. The local controller termed the traffic as busier than normal for a night operation. At the time of the accident, the tower was staffed with two air traffic controllers and an air traffic assistant. No supervisor or coordinator was available in the cab to detect controller overload and offer assistance. The pilot, sole on board, was killed. The military aircraft involved in the collision was a USAF Douglas RF-4C Phantom II registered 64-1032 with two pilots on board. They escaped uninjured.

Skycraft Air Transport

The flight departed and proceeded en route without incident. Radar and radio contact was maintained until the flight proceeded over Lake Erie. The flight did not arrive at its destination. The aircraft is presumed to have crashed in Lake Erie. One identifiable 3 feet x 4 feet section of floor panel was located. Two smaller pieces of wreckage were also found which may have been portions of C-FFLC.

Hogan Air

3-4 inch snow accumulation on aircraft prior to flight. Pilot said he swept snow off except an area he could not reach. Heavy snowfall, wet snow reported as aircraft was prepared for departure, during runup, taxi and takeoff. Pilot advised by tower that visibility was 1/8 mile with fog and snow. Published takeoff minimum for far 135 opn was 1/2 mile. After riking snowplow located 150 feet left of runway, aircraft continued over embankment and came to rest inverted. Ice and snow fnd on upper tail surface. Elevator trim indicated full nose down. Aileron trim ind left bank. Witnesses said engines sounded normal, landing lights on, 600 feet visibility from position of snowplow. Pilot said 35 inches map when descending. Map increased with additional throttle. No engine roughness.

Coval Air

After takeoff from Port Hardy Airport, while climbing to a height of 100 feet, the twin engine aircraft stalled and crashed, bursting into flames. All nine occupants who were returning from a fishing camp were killed.

Saint Louis Flight System

The aircraft crashed after takeoff from runway 29 at Williamson County Airport. The pilot stated that she mismanaged the fuel system and that she 'probably took off on fumes.' She further stated that she should have told the company 'I'm too tired to make this flight.' The pilot was slightly injured.

Fitness Marketing Association

Prior to flight the spark plugs on both engines were replaced due to minor engine vibration and the landing gear retract system wiring repaired due to the gear not retracting electrically on a prior occasion. After takeoff the gear would not retract electrically and the passenger had to crank up the gear manually. After the parachute jump the pilot shut down the left engine to isolate the vibration. He then started the left engine and feathered the right engine. Unable to unfeather the right engine he elected to land with full flaps and gear down after a straight-in approach. As he approached the threshold a Cessna 150 taxied onto the runway. The pilot executed a go-around while trying to retract the flaps and gear electrically without results. The passenger was attempting to retract the gear manually when the aircraft struck a tree. The pilot stated he did not make his landing intentions known on unicom during the approach. No pre-impact discrepancies were found to preclude normal prop operation. Normal elect power is halved with one generation inoperative.

Island Airlines

The aircraft departed Hilo on the last leg of a three flight. A few minutes after takeoff, the pilot called the tower to ask for return and indicated he had a difficulty. No further transmission was made. Witnesses heard intermittent engine sputtering and then the whine of a high speed dive. The aircraft impacted in a sugar cane field at a steep angle. Both pilots were killed.

Federated Air Freight

The aircraft crashed during takeoff from a clearing on a ranch and then was abandoned. The aircraft landing gear struck a concrete trough for watering cattle. Drugs were found on board the aircraft.

Tampa Air Centre

En route from Barstow to Lake City, the pilot informed ATC about the failure of the right engine and was cleared to divert to Gainesville Airport. On final, in a limited visibility due to fog, the twin engine airplane collided with electronic towers and crashed in a field, bursting into flames. All three occupants were killed.

International Trade %26 Investments

During the takeoff roll from a contaminated runway, the pilot completed the rotation prematurely. Unable to lift off, the twin engine airplane continued, overran and collided with brushes. All five occupants escaped with minor injuries while the aircraft was damaged beyond repair.

International Aero Sales

During the takeoff roll, the twin engine airplane went out of control, veered off runway and eventually collided with few others parked aircraft on the apron, bursting into flames. Both occupants were seriously injured and the aircraft was destroyed. The following aircraft were substantially damaged in the ground accident: a Grumman G-21 Goose registered N33S, a Cessna 206 registered N9423G and a Beechcraft registered N9473D.

Transportes Aéreos de Magallanes - TAMA

At liftoff, the right engine failed. The airplane banked right, causing the right main gear to struck the ground and to be torn off. The aircraft crash landed and came to rest. All 11 occupants escaped uninjured while the aircraft was written off.

Mountain Air Cargo

Shortly after a night takeoff from Windsor Locks-Bradley Airport, while on a cargo flight to Baltimore, the twin engine airplane stalled and crashed in flames. The aircraft was destroyed and the pilot, sole on board, was killed.

Air Caribbean

The pilot, apparently sole on board, was engaged in an illegal flight and attempted to land at night on a unsuitable terrain (runway closed). After landing, the twin engine airplane ground looped, struck a dirt bank and came to rest in flames. The pilot was not found and the aircraft was destroyed.

Eagle Air - USA

The pilot, sole on board, was completing a ferry flight from Cleveland to Saint Louis. While in normal cruise, he encountered engine problems, informed ATC and was vectored to Dayton-Wilbur Wright Field. On final approach, the airplane was too low, struck power cables and crashed. The pilot was seriously injured.

Wyman Pilot Services

The pilot, on a cargo flight from Youngstown to Pontiac, decided to make a low pass over his mother's house. By night, the airplane struck tree tops and crashed in flames. The aircraft was destroyed and the pilot, sole on board, was killed. He was the leader of a formation of three aircraft when the accident occurred.

Green Aero

For unknown reasons, the twin engine airplane landed hard and bounced. It went out of control and crashed. The pilot, sole on board, was uninjured.

Providence Air Charter

While descending to Newburgh-Stewart Airport by night and marginal weather conditions, the pilot informed ATC about icing conditions but was vectored for a holding pattern due to heavy traffic. On short final, the twin engine airplane stalled and crashed about 1,600 feet short of runway threshold. The pilot, sole on board, was seriously injured.

Burlington Air Express

At liftoff, the twin engine airplane stalled and crashed in flames. The pilot, sole on board, was injured. He was en route to Indianapolis.

Bush Aviation

While in cruising altitude on a flight from Fort Lauderdale to Cat Island, the twin engine airplane crashed in unknown circumstances into the sea off The Bahamas Islands. SAR operations were initiated but eventually suspended few days later as no trace of the aircraft nor the pilot was found.