Cessna 401

Servicios Mubarqui

Shortly after takeoff from Tapachula Airport Runway 05, while in initial climb, the pilot reported engine problems when control was lost. The aircraft crashed in a mango plantation. The aircraft was totally destroyed by impact forces and the pilot, sole on board, was killed.

Private Mexican

After departing runway 23 at Hermosillo-General Ignacio Pesqueira Garcia Airport, the twin engine aircraft entered a slight turn to the right but encountered difficulties to gain height. It struck power cables and crashed in a field located about 7 km west of the airport, bursting into flames. Three passengers were seriously injured while four other occupants including the pilot were killed. Few hours later, two of the three survivors died from their injuries. The undersecretary of Economic Development of Sonora Leonardo Ciscomani seems to be the only survivor.

Moscamed

The pilot, sole on board, departed Tapachula Airport in the early morning. In unknown circumstances, the twin engine aircraft crashed in a prairie located near an agricultural sector in Comitán de Domínguez. The aircraft was destroyed and the pilot was injured.

Aircraft Guaranty Corporation Trustee

On approach to Arnsberg-Menden Airport, the twin engine aircraft descended too low and crashed on an embankment located short of runway 23 threshold. All three occupants were seriously injured and the aircraft was damaged beyond repair.

Solo Energy Drink

The twin engine aircraft departed Puerto Plata-Gregorio Luperón Airport at 1718LT on a flight to Santa Cruz de Barahona. En route, the pilot was informed that this airport is closed to all traffic after 1700LT and decided to return to Puerto Plata. A last radio communication was recorded with ATC when the aircraft disappeared from radar screens eight minutes later. Dominican authorities thought the aircraft may have crashed in the septentrional mountain range and SAR operations were initiated. Few hours later, the wreckage was found in a marshy area of the Lake Maracaibo, more than 1,000 km south of Puerto Plata. All three occupants were found alive and arrested while the aircraft was damaged beyond repair. Venezuelan authorities reported the aircraft and its occupants were engaged in an illegal narcotic flight.

Beneficiadora de Metalicos

En route from Durango to Acapulco, the twin engine airplane crashed in unknown circumstances in the Infiernillo River, in the region of Las Juntas. The wreckage was found inverted and partially submerged in water. All six occupants were killed.

Private Russian

Few minutes after takeoff from Pelagiada, the pilot informed ATC about the failure of the right engine while the left engine lost power. The pilot completed an emergency belly landing in an open field located near Pelagiada, about 20 km north of Stavropol. The aircraft was damaged beyond repair and the pilot escaped uninjured.

Haddock Flying Service

The commercial pilot and passenger departed on a local flight in the twin-engine airplane. According to a witness, the pilot took off from the private grass runway and departed the area for about 10 minutes. The airplane then returned to the airport, where the pilot performed a low pass over the runway and entered a steep climb followed by a roll. The airplane entered a nose-low descent, then briefly leveled off in an upright attitude before disappearing behind trees and subsequently impacting terrain. The pilot's toxicology testing was positive for ethanol with 0.185 gm/dl and 0.210 gm/dl in urine and cavity blood samples, respectively. The effects of ethanol are generally well understood; it significantly impairs pilot performance, even at very low levels. Federal Aviation Administration regulations prohibit any person from acting or attempting to act as a crewmember of a civil aircraft while having 0.040 gm/dl or more ethanol in the blood. While the identified ethanol may have come from sources other than ingestion, such as postmortem production, the possibility that the source of some of the ethanol was from ingestion and that pilot was impaired by the effects of ethanol during the accident flight could not be ruled out. Toxicology also identified a significant amount of diphenhydramine in cavity blood (0.122 µg/ml, which is within or above the therapeutic range of 0.0250 to 0.1120 µg/ml; diphenhydramine undergoes postmortem redistribution, and central postmortem levels may be about two to three times higher than peripheral or antemortem levels.). Diphenhydramine is a sedating antihistamine that causes more sedation than other antihistamines; this is the rationale for its use as a sleep aid. In a driving simulator study, a single dose of diphenhydramine impaired driving ability more than a blood alcohol concentration of 0.100%. The pilot had been diagnosed with memory loss about 8 months before the accident. It appears that he had some degree of mild cognitive impairment, but whether his cognitive impairment was severe enough to have contributed to the accident could not be determined from the available evidence. However, it is likely that the pilot's mild cognitive impairment combined with the psychoactive effects of diphenhydramine and possibly ethanol would have further decreased his cognitive functioning and contributed to his decision to attempt an aerobatic maneuver at low altitude in a non-aerobatic airplane.

Heartland Air

The private pilot reported that, immediately after takeoff in the multi-engine airplane, the right engine experienced a total loss of power. The pilot aborted the takeoff; the airplane exited the end of the runway surface, impacted rough terrain, and came to rest upright. Examination of the right engine showed that the magneto distributor drive gears were not turning. Both damaged magnetos were removed and replaced with a slave set of magnetos. The right engine was installed in an engine test cell, and subsequently started and performed normally throughout the test cell procedure. The damaged magnetos from the right engine were disassembled. Both nylon magneto distributor gears exhibited missing gear teeth and brown discoloration. A review of maintenance records showed that the right engine had been operated for about 8 years and an estimated 697 hours since the most recent magneto overhauls had been completed. According to maintenance instructions from the engine manufacturer, the magnetos should be inspected every 500 hours and should be overhauled or replaced at the expiration of five years since the last overhaul. Guidance also indicated that discoloration of the drive gear is an indication that the gear had been exposed to extreme heat and should be replaced.

DRDJ Sales

While en route to the destination airport, the pilot turned on the cabin heater and, afterward, an unusual smell was detected by the occupants and the ambient air temperature increased. When the pilot turned the heater off, dark smoke entered the cabin and obscured the occupants' vision. The smoke likely interfered with the pilot’s ability to identify a safe landing site. During the subsequent emergency landing attempt to a field, the airplane’s wing contacted the ground and the airplane cartwheeled. Examination of the airplane found several leaks around weld points on the combustion chamber of the heater unit. A review of logbook entries revealed that the heater was documented as inoperative during the most recent annual inspection. Although a work order indicated that maintenance work was completed at a later date, there was no logbook entry that returned the heater to service. There were no entries in the maintenance logbooks that documented any testing of the heater or tracking of the heater's hours of operation. A flight instructor who flew with the pilot previously stated that the pilot used the heater on the accident airplane at least once before the accident flight. The heater’s overheat warning light activated during that flight, and the heater shut down without incident. The flight instructor showed the pilot how to reset the overheat circuit breaker but did not follow up on its status during their instruction. There is no evidence that a mechanic examined the airplane before the accident flight. Regarding the overheat warning light, the airplane flight manual states that the heater “should be thoroughly checked to determine the reason for the malfunction” before the overheat switch is reset. The pilot’s use of the heater on the accident flight suggests that he did not understand its status and risk of its continued use without verifying that it had been thoroughly checked as outlined in the airplane flight manual. A review of applicable airworthiness directives found that, in comparison with similar combustion heater units, there is no calendar time limit that would require periodic inspection of the accident unit. In addition, there is no guidance or instruction to disable the heater such that it could no longer be activated in the airplane if the heater was not airworthy.

Timothy W. Taylor

The aircraft was substantially damaged while landing at the Gladewater Municipal Airport (07F), Gladewater, Texas. The private pilot and three passengers received minor injuries, and the forth passenger was seriously injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Natchitoches Regional Airport (IER), Natchitoches, Louisiana, around 1550. While preparing to enter the traffic pattern at 1,800 feet above ground level, the pilot checked the wind on his Garmin 696 with NEXRAD and also heard a wind update on the radio for the nearest weather facility. The current wind was understood to be from 170 degrees between 20 and 25 knots. The pilot entered the pattern in a left downwind for runway 14 and began to slow the airplane down. The pilot stated he was on short final and at an airspeed of about 120 knots when a gusting crosswind pushed the airplane 30 feet right of the runway centerline and began to descend very quickly. The pilot decided to perform a go-around maneuver and added full engine power. As engine power was added, the twin-engine airplane began to roll to the right. The pilot then elected to reduce engine power and land. The airplane impacted and exited the runway before coming to rest in an upright position. Investigators from the National Transportation Safety Board, the Federal Aviation Administration, Cessna Aircraft Co., and Continental Motors, Inc. performed a post accident examination of the airplane and the engines. Examination of the airplane revealed substantial damage to the fuselage, empennage, wings, and landing gear. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation. At 1553, the aviation routine weather report at East Texas Regional Airport in Longview, Texas, about 16 nautical miles southeast of the accident location was: wind 170 degrees and 16 knots gusting to 23 knots; visibility 10sm; few clouds at 4,900 feet above ground level; temperature 23 degrees Celsius and dew point 13 degrees Celsius; altimeter 29.92 inches of mercury. At 1530, the weather station reported a peak wind gust of 27 knots from 190 degrees.

Cezanne Air Express

The twin engine aircraft departed Nairobi-Wilson Airport in the morning for a flight to Marsabit and Lodwar, carrying exam documents. While returning to Wilson Airport in the afternoon, the airplane went out of control and crashed in an open field located about 15 km west of Wilson Airport. The pilot and a passenger were killed while the second passenger was seriously injured. The aircraft was destroyed.

Oasis Flight Services

The airplane was returning from a 3-hour aerial mapping mission and was lined up for a straight-in, 5-mile final approach for landing. About 3 miles out on final approach, and prior to performing the before-landing check, both engines stopped producing power in sequence, one almost immediately after the other. The pilot said that by the time he completed his remedial actions the airplane had descended to about 200 feet above the ground and the engines would not restart. The auxiliary fuel tank gauges were bouncing between 2-5 gallons and the main tanks were bouncing around at 25 gallons per side. The pilot then selected a forced landing site between two large trees and landed the airplane in heavily wooded terrain. A detailed examination of the wreckage revealed no evidence of preimpact mechanical anomalies. According to information contained in the aircraft manufacturer’s owner's manual, the auxiliary fuel tanks are designed for cruising flight and are not equipped with pumps; operation near the ground (below 1000 feet) using auxiliary fuel tanks is not recommended. The first step in the before-landing check was to select the main fuel tanks on both the left and right fuel selectors, respectively. The pilot indicated that he should have selected the main tanks sooner and performed the before-landing check earlier in the approach.

Private Turks and Caicos

While flying around Salt Cay, the pilot was forced to attempt an emergency landing and ditched the airplane offshore. He was rescued while the aircraft came to rest in shallow water and was damaged beyond repair.

Private American

For unknown reasons, the twin engine aircraft made a wheels up landing at Narsarsuaq Airport and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair. They were completing a flight from Goose Bay. The exact date of the occurrence remains unknown, somewhere in January 2007.

Jason S. Christie

The airplane departed on a long cross country flight, with thunderstorms and rain squalls along the general route. Approaching the destination airport, the airplane entered a rain squall, stalled, and impacted the ground in an almost vertical descent. Other than the onboard weather radar being previously removed for maintenance, there were no mechanical anomalies noted with the airplane. The pilot, whose logbook was not recovered, was not instrument qualified. Although he was recently observed flying four to five times weekly, when the pilot applied for a multi-engine rating about 3 1/2 months earlier, he indicated 107 hours of total flight experience.

Amigo Aviation

The 1,608-hour commercial pilot departed on a scheduled cargo flight. Prior to departure, he performed a preflight inspection and visually verified all five fuel tanks were full. The flight took approximately 1 hour for the 162 nautical mile cross-country flight. Prior to his return flight, he again checked the fuel and oil. He noted that, he had 3 hours of fuel on board. About 15 minutes after departure, the pilot switched to the auxiliary tanks. The pilot stated, "after 10-15 minutes on taking fuel from the auxiliary tanks, I switched to the right locker tank." Shortly thereafter, air traffic control instructed him to start a descent, and he selected the main fuel tanks. During the approach, the right engine began to "sputter". As the pilot was going through the engine failure checklist, the left engine "started sputtering." The pilot switched the auxiliary fuel pumps to high; then changed from the main tanks to the auxiliary fuel tanks. The airplane landed short of runway 12R. Inspection of the aircraft revealed, both auxiliary fuel tanks were "dry", the right main fuel tank contained approximately 3-inches of fuel, and the left main tank was "dry", but had been breached during the landing. The right wing locker fuel tank was full of fuel, and the transfer switch was in the off position. The left fuel selector was found in the left auxiliary position and the right fuel selector was found in the right auxiliary position. The main fuel line on the right engine had no fuel in it, and the line to the fuel manifold valve was empty as well. The left main fuel line had a "couple teaspoons" of fuel in it, and the fuel line to the left fuel manifold valve was absent of fuel.

Gary Ostler

The private pilot departed on a cross-country personal flight with five passengers, en route to an Alaskan coastal community. The airplane had about 140 gallons of usable fuel aboard. The flight's intended destination was located about 757 nautical miles away. The pilot planned to make one stop in order to purchase fuel before continuing on to the destination airport. As the accident flight progressed towards the intended fuel stop airport, the pilot requested to continue on to another airport located about 100 miles away, and closer to the final destination airport. As the flight neared the second fuel stop airport, the pilot again made a request to the Air Traffic Control (ATC) specialist on duty, and said, in part: "I'm going to change my destination ah...one more time, this will be the final time..." The flight was then cleared to the pilot's intended destination airport. When the flight was about 22 miles southeast of the destination airport, the pilot informed the ATC specialist that he was concerned about his remaining fuel. He stated, in part: " ... I'm really low on fuel, and still 30 miles out." When asked by the ATC specialist how much fuel he had remaining, the pilot responded by saying: " Well... lets see, its very low... Below 5 gallons in both tanks." The ATC specialist then informed the pilot of an alternate airport that was located closer to the flight's present position, but the pilot was not familiar with the airport, and he elected to proceed on. Shortly thereafter, the pilot reported to the ATC specialist he was "...out of gas, both engines." The pilot selected a forced landing site located about 12 miles short of his intended destination airport, in open ocean waters. According to the two surviving passengers, after the collision with the water, all of the airplane's occupants lost consciousness momentarily. When the two survivors regained consciousness, there was about 2 feet of water in the airplane, and the airplane was sinking. The survivors said four of the six occupants successfully evacuated the airplane into the water. They added that the pilot was one of the four occupants who exited the sinking airplane. The two remaining occupants remained inside the airplane as it sank. The four survivors then began to swim to the closest shoreline, located about 1 mile from the accident site. During the swim to shore, the two surviving occupants became separated from the other two other occupants. To date, neither the two occupants who remained in the airplane, nor the pilot and the one occupant who were able to exit the airplane before it sank, have been located.

Air Century

On June 2, 2000, about 1240 Atlantic standard time, a Cessna 401, Dominican Republic registration HI-696CT, registered to and operated by Air Century, crashed shortly after takeoff from La Romana International Airport, La Romana, Dominican Republic, while on an instructional flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed. The commercial-rated pilot received fatal injuries. The commercial-rated second pilot received serious injuries. The flight was originating at the time of the accident. Civil aviation authorities stated that the flight was an instructional flight. Shortly after takeoff on runway 12, the pilot simulated the failure of the left engine. Control of the aircraft was lost and the aircraft crashed 350 meters from the runway. Examination of the aircraft and engines showed no mechanical anomalies.

Servicio Aéreo Ejecutivo

En route from Santiago-Los Cerrillos Airport to Robinson Crusoe Island, the twin engine airplane crashed in unknown circumstances in the Pacific Ocean. Both pilots were killed. Crew: Luis Bochetti Melo, Luis Bochetti del Canto.

Helibérica

Just after takeoff from Madrid-Cuatro Vientos Airport, while in initial climb, the pilot informed ATC about engine problems and was cleared to return for an emergency landing. He made a turn and elected to establish on the ILS runway 28 when the aircraft entered an uncontrolled descent and crashed in a near vertical attitude in an orchard located 1,400 metres short of runway, some three minutes after takeoff. The aircraft was totally destroyed and both occupants were killed. The departed Madrid on an aerial photography mission to Alicante.

AP International Corporation

The pilot aborted the takeoff run after the airspeed indication rose to about 80 miles per hour, but would not go any higher. He could not stop the airplane, before it went off the end of the runway, over a berm, and into a drainage ravine. When the airplane was pulled out of the ravine, both pitot covers were still in place, around the pitot tubes. The runway was 4,553 feet long, calculated takeoff distance was about 2,525 feet, and calculated accelerate-stop distance was approximately 2,950 feet. Tire skid marks started around 3,600 feet from the approach end of the runway, and led to the wreckage. About a year earlier, another airplane was destroyed when it ran into the same ravine, which was located about 200 feet from the end of the runway.

Aerochaitén

Shortly after takeoff from Chaitén Airport, while climbing, the twin engine aircraft went out of control and crashed in the sea near the La Puntilla harbor. The aircraft was destroyed and all five occupants were killed. It was reported that the aircraft was on fire prior to impact with water, maybe after an engine caught fire.

Air One - USA

After landing at the airport, the airplane was taxied to a fixed base operator to pick up a passenger. Rime ice, as thick as two inches was seen on the airplane, and the pilots of the airplane attempted to manually remove the ice. The airplane was topped off with fuel before departure. During departure from runway 31R, the airplane collided with a fence. Numerous areas of ice were found on the airplane following the accident. Both propellers had similar damage. The pilots had reported to the FAA that the left engine had sustained a loss of power. The passenger reported that he did not notice any loss of power from either engine. No preimpact part failure or malfunction of the left engine was found.

Pacific States Charter Service

The pilot received abbreviated weather briefing for emergency medical service (EMS)/air ambulance flight. Before flight, he expressed anxiety about possible low visibility for landing and timely transport of dying patient. During ILS runway 03 approach (rwy 03 approach), the aircraft remained well above the glide slope until close to the middle marker; aircraft's speed decreased from 153 to 100 kts, while vertical speed increased from 711 feet/min to about 1,250 feet/min descent. About 1 mile from runway and 500 feet agl (in fog), the aircraft abruptly turned left of localizer course and gradually descended with no distress call from pilot. The aircraft hit a pole, then flew into a building and burned. Low ceiling, fog and dark night conditions prevailed. Pilot (recent ex military helicopter pilot) had logged/reported 3,500 hours of flight time and about 150 hours in multiengine airplanes, but there was evidence he lacked experience with actual instrument approaches in fixed wing aircraft; he had difficulty with instrument flying during recent training and FAA check flights. No preimpact mechanical problem was found with aircraft/engines. No ILS anomalies were found. Flight nurse was using cellular phone, but no evidence was found of interference with aircraft's navigational system. Visibility and ceiling at destination were less than forecast at time of pilot's preflight weather briefing. Paramedic was only survivor.

U.S. Department of Health and Human Services

The public use flight was being operated by the Indian Health Service of the U.S. Department of Health & Human Services. It departed VFR from Devils Lake, North Dakota, with an intended destination of Rolla, North Dakota. The pilot attempted two visual approaches at Rolla, but encountered whiteout conditions due to a snow storm. He obtained an IFR clearance and diverted to Minot. He flew two ILS approaches to runway 31 at Minot and reported a missed approach after each. Radio contact was lost after the second approach. About an hour later, a snow plow operator found wreckage on the airport. Investigation revealed the plane had impacted to the right of runway 31 with the gear retracted and the flaps extended 15°. The 0959 weather was in part: 600 feet obscured, visibility 1/2 mile variable in snow, wind 110° at 11 knots. No preimpact mechanical anomaly was found with the airplane or engines. All four occupants were killed.

Howard F. Arends

The pic departed on a ferry flight in VFR conditions without a ferry permit. Witnesses stated they observed the airplane returning to the airport at about 150 to 500 feet. The airplane was observed to begin a left turn with the landing gear extended. A fire was observed in the vicinity of the left engine exhaust. The airplane continued in a steep descending left turn before it disappeared below the tree line and collided with the terrain. The airplane was destroyed and the pilot was fatally injured.

Tranaca

On approach to Cumaná-Antonio Jose de Sucre Airport, the twin engine aircraft crashed 8 km short of runway. One passenger was seriously injured while five other occupants were killed, among them German tourists.

Harvey L. Montague

The pilot had cancelled his ifr flight plan, and was proceeding to the airport visually. During his approach, the left engine quit, followed by the right engine. He then realized that he had failed to switch from the auxiliary fuel tanks to the main fuel tanks prior to the approach, and exhausted the auxiliary fuel supply. With insufficient altitude to attempt a restart, he force landed the airplane in a bean field short of the airport. After the airplane came to a stop, the occupants egressed, and the fuselage was consumed in a post-crash fire.

Hyman S. Fisher

The accident occurred during the pilot's second attempt to fly to his destination. According to airport personnel, he did not refuel the airplane after he returned from the first attempt. He had onloaded 43.6 gallons of fuel before departing on the first flight. After departing Rutherfordton on the second flight, the airplane was observed about 400 feet above the ground and 4 miles north of Monroe. One witness reported that the right engine was sputtering as it flew overhead; seconds later, the airplane crashed into a wooded area. A wreckage examination disclosed that the fuel system was empty. No fuel was found in the left engine fuel flow divider. Airport personnel also reported the pilot was not knowledgeable of the aircraft fuel system. According to the owner's manual, the fuel consumption rate for cruise at 75% power was about 16 gallons per hour per engine. The pilot had operated the engines approximately 2 hours 10 minutes before they lost power. The pilot, sole on board, was killed.

Air Mobile Ministries

Crashed in unknown circumstances on approach to Marsh Harbour Airport. All five occupants were injured and the aircraft was destroyed.

Air South Airlines

Crashed in unknown circumstances after takeoff from Cockburn Town Airport. The pilot, sole on board, was killed.

Lawrence Vansertima

After takeoff, while in initial climb, the twin engine aircraft crashed in unknown circumstances. Both occupants were killed.

South Aero Service

Approximately 5 1/2 minutes after departure and while the aircraft was climbing enroute, an unknown ignition source triggered an explosion of fuel/air vapor which existed within the interior of the left wing. Wing skin from the upper/lower wing surface was lost, however, the wing structure remained integral and the pilots continued to fly the aircraft executing a 180° course reversal back to McCarran-Intl Airport. Subsequent to the explosion a fire developed within the left engine area. As the aircraft continued back towards mccarran the airspeed gradually diminished and the landing gear were lowered. Shortly thereafter the left wing entered a stall condition brought about by a decrease of airspeed as well as the degradation of its lift developing capabilities due to the explosion induced damage. The aircraft then entered an uncontrollable left roll several hundred feet above ground from which a successful recovery could not be executed. Both occupants were killed.

René Martínez

The left engine failed in flight, forcing the pilot to reduce his altitude and to attempt an emergency landing when the aircraft crashed in a field near Soto la Marina, bursting into flames. The aircraft was destroyed and all eight occupants were killed, among them seven veterinarians.

Flying a Flight Service

The two commercial rated pilots were returning from a part 135 flight at night. The fuel tanks were inadvertently not switched from mains to auxiliary. Fuel starvation occurred when aircraft was at low altitude. Insufficient altitude remained to restart the engines. Aircraft impacted ground. A post accident fire erupted destroying the aircraft. Both pilots were seriously injured.

Charles R. Maddox

Aircraft took off in clear weather but below-freezing temperatures with heavy frost on aircraft surfaces. No preflight, run-up or warm-up performed. On initial climb, left engine power loss occurred for undetermined reason, but probably associated with temp/cold engine operation. Pilot turned into dead engine in apparent course reversal, failed to feather propeller and lowered landing gear during turn. Aircraft stalled, rolled inverted and crashed into residential area. Engine teardown revealed no mechanical defects. Post-mortem and toxicological tests revealed no physiological impairment. All three occupants were killed.

Culen %26 Hamilton

The pilot was about 30 miles from Rutland when he radioed the airport for weather info. He was informed that clouds were 1,500 feet broken and 2,700 feet overcast with snow, light fog and 5 miles visibility. The pilot responded that he would call again when he got closer to the airport. There was no further transmission received from the pilot. The aircraft collided with Dorset mount, located about 18 miles south of the airport. The aircraft was in a level attitude and at a elevation of 3,300 feet. Dorset mount is 3,515 feet high. Examination of the aircraft did not disclose evidence of malfunction. No flight plan was filed. The pilot, sole on board, was killed.

Arrowhead Airways

About 2 hours after departure, at 13,000 feet, the right engine fuel flow went to zero. The engine continued to operate indicating 24 inches of manifold pressure. All other instruments were normal but what looked like a brown stain developed on top of the right wing along the spar cap near the tip tank. Artcc was advised that a precautionary landing would be made at Raton and a rapid descent was begun. On final the right engine nacelle and wing locker turned brown. As the aircraft landed flames appeared on the right side of the fuselage and smoke entered the cabin. Both engines were secured and brakes applied. The brakes were inoperative therefore, the pilot steered the aircraft off the runway into a snowbank collapsing the nose gear. Within 15 mins most of the wreckage was consumed by the fire. Ignition source and fire origination point were not determined. All three occupants escaped uninjured.

Alaska Air Service

At 0630 akdt the pilot obtained a weather briefing for the flight which forecast VFR with occasional marginal conditions along the route of flight. At 0704, the pilot obtained an updated briefing at which time the destination of Cantwell was reported IFR. At 0731 akdt, the aircraft departed Anchorage International on a company VFR flight. No further communication took place with the aircraft. The aircraft did not reach Cantwell. An extensive search revealed no trace of the aircraft or its occupants.

Bessone Café

On approach to Córdoba-Ambrosio Taravella, the pilot encountered poor weather conditions with low clouds and rain showers. The twin engine airplane crashed in unknown circumstances near Juárez Celman, about 5 km short of runway 23 threshold. The aircraft was destroyed and all five occupants were killed.

J. Floch

While on approach to Dzaoudzi-Pamandzi Airport, the twin engine airplane crashed in unknown circumstances into the sea few hundred meters off shore. All occupants survived while the aircraft sank and was lost.

Air Security Transport

At 1027 the pilot received a weather briefing for Holbrook, AZ. The pilot was told of forecasts for "at least moderate icing in clouds or in precipitation above the freezing level" and the briefer stated "I guarantee you moderate to severe turbulence..." for a route into Holbrook. The pilot later got weather info for Amarillo, TX and filed an IFR flt plan to Amarillo. The aircraft departed at 1150. At 1204 the pilot reported he had an engine problem. Radar plots indicate the aircraft was maintaining a climb of about 500 fpm up to 11,200 ft. Thirty seconds later the aircraft had descended to 8,500 ft. Radio and contact was lost about 1207. Based on a weather study the probable meteorological conditions that existed about the time & in the area of the accident were moderate to severe turbulence below 12,000 ft msl & while in the clouds above freezing level the aircraft likely encountered moderate to severe rime icing. The aircraft was not certificated for flt into known icing conditions. The flight was transporting prisoners for various government agencies.

Spirit of the South

After reaching a cruise altitude of 9500 feet the pilot noticed smoke coming out of the left engine cowling. He then proceeded to reduce the left throttle but was unable to move the lever. According to the pilot the fire was extinguished when the left fuel selector was turned off but relit about 3 minutes later. During the emergency descent that followed all electrical power was lost and the copilot was instructed to crank down the landing gear. During landing roll the left gear collapsed as the wing continued to burn. Engine examination revealed that the fuel pressure return line located on the firewall was finger tight. The other fitting was secure and the maintenance manual call for 30-40 inch-pounds of torque on that fitting. The pilot did not follow approved emergency procedures for an inflight wing or engine fire.

Mid Eastern Airways

Immediately after takeoff from Albuquerque Airport, the twin engine airplane stalled and crashed near the runway end, bursting into flames. Both occupants were killed.

G %26 W Aviation

After takeoff from Muskegon-County Airport, while in initial climb, the twin engine airplane lost height and crashed thru the extended centerline of the nearest runway. The aircraft was destroyed by impact forces and a post crash fire and all five occupants were killed.

Donald C. Meyer

After takeoff from State College-University Park, while in a local training flight, one of the engine failed. The pilot lost control of the airplane that stalled and crashed, bursting into flames. The pilot, sole on board, was killed.

Coastal Community

On final approach to Fort Pierce-St Lucie-County Airport, the pilot initiated an evasive maneuver to avoid collision with another aircraft turning in front of him. Due to insufficient speed, the twin engine airplane stalled and crashed. All three occupants were seriously injured.

Beier Radio

The pilot started the approach to Houma-Terrebonne Airport in marginal weather conditions (visibility 3 miles or less in fog and haze). On final, the Cessna 401 collided with a Cessna 180 registered N66186. Operated by Wurzlow Flying Service, it was approaching the same airport with one passenger and one pilot on board. Following the collision, the Cessna 401 went out of control and crashed, bursting into flames. Its pilot was killed. The pilot of the Cessna 180 was able to complete an emergency landing and both occupants were slightly injured.

Meriden Airways

On approach to Tewksbury-Tew Mac Airport, the pilot encountered poor weather conditions with limited visibility. While inbound from local VOR, the pilot was supposed to follow 224° heading to Tew Mac Airfield but mistakenly followed the 244° heading. In limited visibility due to low ceiling, rain and fog, the twin engine airplane struck a radio tower and crashed, bursting into flames. Both occupants were killed.