Rockwell Grand Commander 680

Private American

The aircraft was probably engaged in an illegal flight when it crashed under unknown circumstances in a desert area located in Los Hatos, about 5 km northeast of Capatárida, Venezuela. The aircraft was destroyed and both occupants were killed. No flight plan was filed to enter the Venezuelan airspace.

James R. Metzger

The commercial pilot was conducting a personal flight. He reported that he did not recall what happened the day of the accident. One witness, who was former pilot, reported that he saw the airplane fly over his house and that the engines sounded as if they were "out of sync." A second witness, who lived about 5 miles away from the airport, reported that she saw the airplane flying unusually low. She added that the engines sounded terrible and that they were "popping and banging." A third witness, who was holding short of the runway waiting to take off, reported that he saw the airplane approaching the runway about 75 ft above ground level (agl). He then saw the airplane descend to about 50 ft agl and then climb back to about 75 ft agl, at which point the airplane made a hard, right turn and then impacted terrain. Although a postaccident examination of both engines revealed no evidence of a mechanical failure or malfunction that would have precluded normal operation, the witnesses' described what appeared to be an engine problem. It is likely that one or both of the engines was experiencing some kind of problem and that the pilot subsequently lost airplane control. The pilot reported in a written statement several months after the accident that, when he moved the left rudder pedal back and forth multiple times after the accident, neither the torque tubes nor the rudder would move, that he found several of the rivets sheared from the left pedal, and that he believed the rudder had failed. However, postaccident examination of the fractured rivets showed that they exhibited deformation patterns consistent with overstress shearing that occurred during the accident sequence. No preimpact anomalies with the rudder were found.

Frits G. H. Abbing

The pilot reported that the airplane "hesitated" during the takeoff roll due to the added weight of the passengers on board and the grass surface of the departure airstrip (Jim Finlay Farm Airstrip). He said he then added "extra" engine power at rotation, and that the left engine accelerated more quickly than the right, which resulted in an adverse yaw to the right and collision with trees along the right side of the runway. The subsequent collision with trees and terrain resulted in substantial damage to the airframe. According to the pilot, there were no mechanical deficiencies with the airplane that would have prevented normal operation.

Christopher J. Petrikas

The pilot departed the airport mid-morning to fly to his home airport, 63 miles to the northwest. Weather conditions at the departureb airport were visual flight rules (VFR), the weather at the destination airport was not reported, and the weather conditions en-route were marginal VFR. The global positioning system (GPS) track for the flight indicated that the airplane departed from the airport and headed west along a highway corridor flying approximately 1,000 feet above ground level (agl) through a mountain pass. For the majority of the flight, the airplane maintained altitudes between 900 feet and 1,200 feet agl. Twenty-nine minutes after takeoff, the airplane’s GPS track turned southwest away from an area of concentrated precipitation and directly towards an isolated mountain peak that rose approximately 1,000 feet above the surrounding terrain. The pilot contacted the local air traffic control facility, reported his position and requested traffic advisories through the local airspace to his destination airport. About 6 minutes later, the pilot stated that he was having difficulty maintaining VFR and asked for an instrument flight rules (IFR)clearance. At the same time, the GPS track showed that the airplane came within 50 feet of the mountainous terrain. No further transmissions from the pilot were received. The final GPS position was recorded 1 minute later, at 500 feet agl and approximately half a mile from the crash site. The terrain rapidly ascended in this area and intersected the airplane's flight path over the remaining 1/2 mile. An airport located about 4 miles from the accident site and in an area of flat terrain 1,000 feet below the isolated mountain top, recorded weather at the time of the accident as few clouds at 900 feet agl, overcast clouds at 1,500 feet agl, and a variable ceiling between 1,200 and 1,800 feet agl, in drizzle. Weather radar images at the time of the accident depicted precipitation at the elevation and location of the accident site, indicating probable mountain obscuration.

Private Venezuelan

The aircraft crashed in unknown circumstances near Cuchilla La Marimonda. The wreckage was found nine days later, on February 12, in a mountainous area. The aircraft was destroyed by impact forces and a post crash fire. The pilot, sole on board, was killed. A load of 600 kilos of cocaine was found among the debris.

United States Forest Service - USFS

The airplane descended into the ground during takeoff-initial climb on a local fire reconnaissance flight. Witnesses reported that airplane became airborne, but was not climbing, and it continued down the runway in a nose-up attitude in ground effect until impacting terrain about 600 feet southeast from the departure end of the runway. The ambient temperature was about 107 degrees Fahrenheit, and the density altitude was calculated at 5,878 feet mean sea level. On scene examination found the flaps in the 30-degree position, which also corresponded to the flap actuator position. The cockpit indicator for the flaps also showed a 30-degree extension. A subsequent bench test of the combined flap/gear selector valve was conducted. During the initial inspection, both the gear selector and the flap selector valves were bent, but otherwise operational. The "stop-pin" on the flap selector lever was missing. There was no leakage of fluid during this test. Examination of both engines revealed no abnormalities, which would prevent normal operations. The aircraft flight manual specifies that the flaps should be set at 1/4 down (10 degrees) for normal takeoff.

War Eagle Aviation

The twin-engine airplane was on the base leg to final turn, about 1-1 1/2 miles from the approach end of the runway when the left engine lost power. Instantly after, the right engine lost power and the pilot feathered both engines. The airplane then impacted a 70-foot high tree and collided with the ground about 1,000 feet short of the runway. The 700-hour pilot reported that he activated the electric fuel boost pumps and switched the fuel selectors from the auxiliary fuel tank positions to the main fuel tank positions, about 17 miles from the airport. He recalled that the fuel gauges indicated approximately 70 gallons of fuel in the main tank and about 10-15 gallons of fuel in the auxiliary tanks. The original installed fuel system was configured with a center tank and two outboard tanks. The center tank was composed of five, interconnected rubber cells, having a total capacity of 150 to 159 US gallons. Each outboard fuel tank was composed of two fuel cells with a combined capacity of 33.5 gallons. The total of the two outboard fuel tanks (four cells) was 67 gallons, providing a total usable capacity of 233 gallons. Each engine had its own fuel shutoff switch. Rotating a switch to the RIGHT OUTBOARD or LEFT OUTBOARD position allows fuel from the outboard tanks to flow to the respective engine and shuts off fuel from the center tank. Rotating a fuel shutoff switch to the CENTER position allows fuel to flow from the center tank to the respective engine, and shuts off flow from the respective outboard tank. Rotating the switch to the OFF position shuts off all fuel flow to the respective engine. There was no cross-feed configuration of the switches. Documentation was found in the historical records that indicated extended range fuel system modifications, however, the information was incomplete. After review of all available records and examination of the wreckage, it was determined that the fuel system configuration/capacity of the airplane at the time of the accident was: 156 gallons for the center tank system; 67 gallons for the outboard wing tanks; and a set of auxiliary tanks capable of holding 21 gallons (records of installation unknown). The total usable fuel capacity was estimated at 244 gallons. Cockpit fuel selector positions were: LEFT Fuel Shut Off Valve Selector-LEFT HAND OUTBOARD; LEFT Fuel Boost Pump-OFF; LEFT Engine Primer-OFF; LEFT Ignition Switch-RIGHT; RIGHT Fuel Shut Off Valve Selector-RIGHT HAND OUTBOARD; RIGHT Fuel Boost Pump-ON; RIGHT Engine Primer-OFF; RIGHT Ignition Switch-BOTH. Airframe fuel shutoff valves were found in the following positions (Each valve position corresponded to the cockpit selectors): Right Wing Auxiliary-OPEN; Right Wing Main-CLOSED; Left Wing Auxiliary-OPEN; Left Wing Main-CLOSED. A total of 37.5 gallons of usable fuel was drained from the uncompromised tanks (unknown amount had leaked at the accident site). Excerpts from the " Normal Procedures" section of the flight manual regarding fuel selector positions for take off and landing: "CAUTION; Burn center tank fuel first, when 100 gallons is shown on center tank gauge, switch to outboard tanks. Do not allow engine to be starved of fuel when outboard tanks run dry. Select center tanks at first indication of fuel pressure loss. Fuel boost pumps must be on when switching tanks." The "BEFORE LANDING CHECK" procedures in the aircraft flight manual state that the Fuel Selector Valves must be in the "CENTER TANK" position before the approach. The manufacturer stated that the simultaneous loss of power of both engines was likely a result of the outboard fuel tanks unporting. No mechanical anomalies were found during examination of the engines or airframe, and usable fuel was available in the center tank at the time of the accident.

Desert Aircraft Sales

While departing on a local area aircraft checkout flight the aircraft stayed low and the pilot advised the tower that he had a fuel problem. The aircraft had been fueled with aviation grade 100LL twice the day before in preparation for a trip. The pilot attempted to return to the airport, but collided with power lines 1.5 miles north. Examination of the engines revealed severe detonation had occurred. A fuel sample was obtained from the aircraft and tested negative for jet fuel contamination. The aircraft had been modified by installation of higher horsepower engines and turbochargers with manual wastegates. During postaccident examination of the aircraft systems the manual wastegates were found partially closed; a position that can provide additional manifold pressure. The engines are restricted to a maximum of 29.5 inHg.

Corporate Air - USA

The pilot of the Part 135 cargo flight was executing the 'full' ILS runway 27 approach at Helena Regional Airport in a non-radar environment. Although the approach calls for the pilot to maintain 7,000 feet until intercepting the glideslope, the aircraft impacted the terrain at 5,300 about 1.5 miles prior to reaching the point where the pilot should have crossed the Hauser NDB at an altitude of 6,741 feet. According to the approach plate, the aircraft should not have descended to an altitude below 5,400 feet until reaching the outer marker, which is located about five and one-half miles west of the impact site.

Private Isreali

The pilot, sole on board, departed Southend on a ferry flight to Canada with an intermediate stop in Greenland. En route, he reported to ATC severe icing conditions. Shortly later, the aircraft entered an uncontrolled descent and crashed in the Atlantic Ocean about 167 km southeast of the Greenland coast. The pilot was killed.

Robert D. Simpson

After takeoff, the pilot transmitted to ATC controllers that he had lost power in an engine. He made a steep turn to the left back toward the airport, then a right turn toward the runway. The aircraft's nose dropped in the right turn, and the aircraft crashed nose first on a taxiway. Post crash examination of the aircraft structure and flight control systems revealed no preimpact failure or malfunction. The left propeller was found in the feathered position, and the right propeller was found in a high blade angle. The right propeller had damage consistent with the engine operating. Teardown examination of the engines and propellers showed no findings that would have resulted in engine or propeller malfunction or failure. At the time the aircraft was purchased by the pilot in March 1996, he had not flown for about 10 years. Since purchasing the aircraft, he had logged 2.5 hours of transition/checkout in the airplane and had flown it for a total of about 22 hours, mostly on 'sightseeing flights.'

Pedro Gastón Roberto Rozo Gómez

The twin engine aircraft departed Bogotá-El Dorado Airport at 0638LT. While climbing, the crew reported technical problems with the right engine and was cleared to return for an emergency landing. While completing a left turn, the crew lost control of the airplane that crashed near Empresa Triturados del Tolima, about 5 km north of the airport, some 7 minutes after takeoff. The aircraft was destroyed and all five occupants were killed.

Frank Casella

Approximately two minutes after takeoff, witnesses saw the airplane pull up sharply into a steep climb from underneath an 800-foot ceiling. The airplane went into an uncontrolled, nearly vertical dive and impacted into a river. The pilot did not hold multi-engine or instrument ratings. Individuals who knew the pilot, including an instructor who had flown with him, stated that they had doubted the pilot's competence but that the pilot had been confident of his own flying ability.

Private Australian

The aircraft was engaged in aero-magnetic survey operations in an area which extended from approximately 40–130 km south of Cloncurry. The task involved flying a series of north-south tie lines spaced 2 km apart at a height above ground of 80 m and a speed of 140 kts. At this speed, each tie line occupied about 20 minutes of flight time. The flight was planned to depart Cloncurry at 0700–0730 EST and was to return by 1230 to prepare data collected during the flight for transfer to the company’s head office. An employee of the operating company saw the crew (pilot and equipment operator) preparing to depart the motel for the airport at about 0500. No person has been found who saw the crew at the aerodrome or who saw or heard the aircraft depart. At about 1000, three witnesses at a mining site in the southern section of the survey area saw a twin-engine aircraft at low level heading in a northerly direction. One of these witnesses, about 1.5 hours later, saw what he believed was the same aircraft flying in an easterly direction about 1 km from his position. Between 1000 and 1030, two witnesses at a mine site some 9 km north of the survey area (and about 5 km west of the accident site) heard an aircraft flying in a north-south direction, apparently at low level. On becoming aware that the aircraft had not returned to Cloncurry by 1230, a company employee at Cloncurry initiated various checks at Cloncurry and other aerodromes in the area, with Brisbane Flight Service, and with the company’s head office later in the afternoon. At about 2030, the employee advised the company chief pilot that the aircraft was overdue. The chief pilot contacted the Civil Aviation Authority Search and Rescue organisation at about 2045 and search-and-rescue action was initiated. The burnt-out wreckage of the aircraft was found early the following morning approximately 9 km north of the survey area.

Varmlandsflyg

In the afternoon, the aircraft departed Eskilstuna Airport, carrying one geotechnician and one pilot for a low level survey mission on behalf of the Swedish Geological Service. Approaching the area of Väsby under visual flight rules conditions, while flying at an altitude of 30-50 metres, the aircraft collided with power cables. The right wing was partially sheared off then the airplane entered an uncontrolled descent and crashed 180 metres further. Both occupants were killed. There was no fire.

James C. Spikes

Crashed in unknown circumstances in the region of Chihuahua, killing all three occupants.

Corporate Air - USA

After departure, the airplane intercepted airway V-2, and appeared to climb normally until reaching 8,300 feet (9,000 assigned) while tracking approximately 110° magnetic. Radar analysis showed the airplane at 128 kias when it abruptly turned left 30° and then appeared to recover. Voice communication during this event was normal with no change in the pilot's level of anxiety. Immediately thereafter, the heading changed over 90° to the left (northbound), and a maximum 6,750 fpm rate of descent developed before the heading stabilized and the descent slowed. The airplane's ground impact site was approximately 1 nm southwest of the last radar target. Wreckage distribution was roughly parallel to V-2. The airplane impacted the mountainside in a steep nose low, left wing down attitude. The engines, propellers/governors were disassembled and inspected with no evidence of mechanical malfunction. Exam of the left propeller indicated low power on impact. There was no evidence of significant icing/turbulence. The pilot, sole on board, was killed.

Gordon Brumm

About 5-10 min after takeoff the pilot leaned the mixture on a rough running engine. About 30 minutes later the left engine began to overspeed. The pilot was unable to feather the prop. The pilot returned toward the departure point with max power on the right engine. Unable to reach the airport, an emergency landing was made on a highway, directional control was lost, and the airplane collided with trees. Last annual was in 1978. Left propeller start lock pin blade L3 corroded, in extended position. Left propeller pitch control cable separated, frayed, corroded. General deterioration of piston rings and #6 conrod. Right prop governor control cables corroded, frayed. Right engine #5 intake pipe connection and hose missing. All compression rings pistons #1 and #5 severely worn, top two compression rings piston #2 seized. No record that the airplane had been inspected by an a&p mechanic or FAA approved airframe repair station. Pilot stated flight manual not available or used during ground or flight operations.

Varmlandsflyg

The crew was completing a survey flight at low level when the right wing failed. The aircraft went out of control and crashed near Hassela. Both crew members were killed.

Peter M. Maveal

As the aircraft was departing from runway 17, smoke was observed coming from the right engine. The pilot confirmed a loss of power and made a right turn back toward the runway, then reported he had 'lost both engines.' The aircraft was extensively damaged during a landing on rough, rocky terrain about 1/4 mile southwest of the runway threshold. Investigation revealed the aircraft had just changed ownership. During pre-purchase inspection in Florida, metal particles were found in the oil screens of both engines. Oil was changed and flushed, but metal particles were found after another engine run. In May 1989, the right engine was replaced with an engine from another aircraft. The aircraft was flown to Oakland, CA, where it was painted and new interior was installed. A local mechanic noted metal particles in both eng oil screens and recommended oil analysis, but ferrying pilot refused. After flight to Hawaii, no oil stain noted on fuselage before flight on 9/9/89. Exam of wreckage revealed both engines failed from detonation. Heavy oil streaks found behind right engine, some streaks of oil found behind left engine. Right engine crankshaft/rod bearing surface was 0.010' under standard, but rod bearings were standard size. While the passenger was seriously injured, the pilot was killed.

Private Icelandic

The crew was completing a flight from Sweden to Iceland when he encountered engine problems and decided to divert to Kristiansand Airport. On final approach, the aircraft crashed in the sea few km short of runway 04. Both pilots were rescued while the aircraft was damaged beyond repair.

Andrew Harris

The King Island aerodrome weather was forecast to include temporary periods of moderate to heavy rain showers, six eighths of cloud cover base 800 feet and visibility reduced to 3000 metres. The forecast surface wind was 340 degrees at 20-30 knots. The pilot's qualifications required a minimum visibility of 5000 metres for operation at night in Visual Meteorological Conditions, (NGT VMC). It was planned that another pilot, qualified for Instrument Flight Rules (IFR) operations, would act as pilot in command, but he became unavailable. The flight plan submitted by the pilot indicated he would be operating under the IFR category and when queried on taxiing he confirmed that this was so. Shortly after DEPARTURE, the pilot requested a weather report from an IFR pilot who had just landed at King Island. This gave a cloud base of 2000 feet, heavy rain showers and visibility of 2000 metres. Flares had been laid to allow the other pilot to use Runway 35 because of the strong northerly wind. The pilot of VH-CAY activated the electric lighting for Runway 28. He reported that the weather was satisfactory enroute and he could see lights ahead on the island. On crossing the coast flight conditions became rough in moderate to severe turbulence. The pilot advised he arrived over the aerodrome at 1500 feet above mean sea level and observed the lighted wind sock was horizontal, with the direction fluctuating rapidly between north and west. He turned to the south and broadcast his intention to land on Runway 28. Neither the pilot nor the passenger had any further recall of the events leading to the accident. VH-CAY was heard passing over the aerodrome and the engine sound was very loud, suggesting to the listener that the aircraft was low. It had been raining continuously for more than an hour, sometimes very heavily, and it was still raining at the time. The aircraft was subsequently seen flying at a very low height some six kilometres south of the aerodrome, tracking approximately north. It was raining very heavily in that area and the wind was very strong. Soon afterwards there was a sound of impact and a flash of light. The aircraft had struck the tops of trees 30 feet high, then descended to the ground. After the aircraft came to rest it was destroyed by a fire. Both occupants were seriously injured.

Corporate Air - USA

While en route on a night IFR cargo flight, the pilot requested and was cleared for a descent from an IFR cruise altitude of 16,000 feet to proceed VFR-on-top. The last transmission from the aircraft was at 2106 when the pilot acknowledged that he was familiar with the terrain along the route. At 2121:51 mdt, radar contact was lost after the aircraft made an approximately 360° left turn and descended thru 13,800 feet. Shortly after that, the controller tried to call the pilot to inform him that radar contact was lost, but was unable to make radio contact. Later, wreckage of the aircraft was found where it had crashed about 2 miles southwest of were radar contact was lost. The wreckage was scattered over an area of more than one mile. An investigation revealed the left wing and right horizontal stabilizer had separated upward from overload. No pre-accident fatigue or part failure/malfunction was found. Weather reports and pireps indicated moderate turbulences and towering cumulus clouds in the area. Approximately 60 miles west at Pocatello, ID, snow showers were reported; 2 to 3 inches of snow fell on the wreckage overnight. Both pilots were killed.

Donald McCoy

The non-instrument rated, non multi-engine rated pilot, whose medical had expired, lost control of the aircraft during an IFR flight in instrument meteorological conditions. The aircraft crashed and burned. The pilot was attempting to return and land after he reported a landing gear problem. It could not be determined what landing gear malfunction existed.

Air Parcel Express

N4581E was operating under 14 cfr 135 carrying cargo. The pilot stated that he departed VFR and had '7 to 10' miles visibility at the accident site. Witnesses at and near the accident site stated that heavy snow was falling at the time of the accident and the visibility was one mile or less. The aircraft struck a 2 story duplex in a light wing low attitude, 18 feet agl. Post crash exam of the aircraft and engines revealed no evidence of mechanical malfunction or failure. The pilot had been grounded for a couple of weeks prior to the accident due to medical problems. There was no record that indicated the pilot had been route checked for operations at Aspen.

Air Parcel Express

The pilot was on a VFR flight from Montpelier, VT to Burlington, VT; a distance of about 80 miles. A mountain range is between the two location. Shortly after takeoff the pilot radioed Burlington approach control and requested an IFR clearance to land at Burlington. He reported that he was 10 miles northwest of Montpelier. The pilot was assigned a transponder code. The air traffic controller then noticed that the aircraft was near a mountain at a unverified altitude of 3,500 feet. The controller alerted the pilot that he was 2 miles south of a 4,393 feet high mountain. There was no response from the pilot. The aircraft collided with the east side of Mt Ethan Allen at a height of 3,580 feet. The aircraft was on a northwest heading at impact. VFR conditions of 3,800 feet broken and 4,000 feet scattered existed at the time. The pilot, sole on board, was killed.

South American Placers of Peru

En route from Puerto Maldonado to Lima, the twin engine aircraft struck a mountain and crashed about 30 km from Llamacocha. All seven occupants were killed.

Douglas P. Serpa

On 12/3/85 at approximately 0830, the aircraft was found lying inverted in a canal adjacent to the airport where it had been on 24 hour standby for medical flights. Twelve days later, the pilot's body was also found in the canal. An investigation revealed the aircraft had been taken sometime during a period when the tower was closed between 2200 pst on 12/2/85 and 0600 pst the next morning, without the knowledge or consent of the operator. Main gear tire marks were found in mud where the aircraft had continued off the departure end of the runway. Beyond the end of the runway, the aircraft hit a fence and a 5 feet dirt bank, then hit the ground after being airborne about 200 feet and came to rest in the canal. Sheriff's personnel contacted friends of the pilot, who had spent the evening with him. Base on information that they provided concerning the consumption of alcoholic beverages, the sheriff's personnel stated that the pilot would have been legally intoxicated. The overrun was presumed to have occurred during either a landing or a takeoff on 12/3/85.

Cronica

The pilot was forced to attempt an emergency landing for unknown reason. There were no casualties. The aircraft was damaged beyond repair.

Air Parcel Express

The pilot was operating his aircraft under the rules of 14 cfr 135, i.e., a scheduled domestic cargo flight. He made a normal departure and climb en route to Salt Lake City, UT. Normal communications and radar flight following was established with Denver ARTCC. Approximately 8 miles west of fort collins, the aircraft suddenly disappeared off of radar and voice contact with the pilot was lost.

McSweeney's Mill %26 Mine Service

As near as can be determined, this was the pilot's second flight since obtaining his multi engine rating and third flight since obtaining his commercial pilot certificate from a designated p.e. The aircraft was observed to depart Lawrence County Airpark and upon reaching a point over the runway end, an engine started making a popping sound. The pilot radioed on unicom that he was having trouble with the aircraft. The aircraft climbed to an estimated 500 feet and a left turn away from the Ohio River and toward the hills was started. Witnesses observed aircraft porpoise in flight and said that at least once it sounded as if both engines quit momentarily then restarted. Then aircraft rolled into left bank and struck trees on ridgetop. The pilot, sole on board, was killed.

National Bank of Commerce

A Coast Guard Falcon aircraft was on scene when the aircraft ditched in the Atlantic ocean due to fuel exhaustion. A life raft and marker were dropped by the Coast Guard aircraft. A search was conducted all day on 3/1/85 and was called off at sunset on on 3/2/85. The occupants were presumed to have been fatally injured or drowned. The aircraft was presumed to have been destroyed.

Mercy Flights

The pilot reported a loss of power on both engines during descent to land. Approximately 3 minutes prior, tower gave pilot option of 'straight-in' to runway 14 or regular pattern to runway 32. The pilot hesitated and said 'just a minute' and tower offered wind info as '210 at 13.' Pilot replied, 'kay.' Approximately 1 minute later pilot said '33W will make a left base for 14.' Tower cleared him and declared visual contact. Pilot acknowledged '3 whiskey.' One minute and 54 seconds later, pilot declared power loss and emergency. Tower rogered. Seven seconds later, pilot said 'gonna hit it' followed 2 seconds later with an unintelligible comment. Witnesses saw the aircraft gliding wings level toward runway when a loud 'rev' was heard, the aircraft pitched up and rolled left to an inverted position before ground contact and explosion. Post accident investigation did not disclose any engine or fuel system malfunction. This aircraft had experienced a power loss after descending from 15,500 to 12,000 feet msl on 2/2/85 with the same pilot as reported by the copilot on that flight. After approximately 1 1/2 minutes power was restored. All four occupants were killed.

August G. Swoboda

Crashed in unknown circumstances in the sea off Kingston, killing both occupants.

Aerotour - Peru

Crashed in unknown circumstances. Occupant fate unknown.

Palm Beach Aviation

The aircraft descended into the water six and 1/2 miles southwest of Bridgeport, CT. The aircraft was on an ILS approach to runway 06. The aircraft was in communication with NY tracon arrival radar and on his initial call had indicated a desire for a clearance direct to Bridgeport. A brief radio exchange resulted in the desired clearance. There was no indication of any problems or low fuel state in the communication. Approximately 15 minutes after initial call, the controller was giving the final approach instructions to N100CT, after having used some turns and changes in airspeed to space the flight behind landing traffic, when radar and radio contact was lost. Post accident fuel calculations based on fuel aboard vs flight time en route and normal fuel consumption showed approximately 6 gallons of fuel remaining. The normal unusable fuel for this aircraft is 13 gallons which increases during maneuvering. Identifiable parts of the aircraft and some paper documents were recovered by the coast guard. The pilot's body was not recovered.

Tomar Airways

At about 60 feet agl black smoke was observed coming from the left engine. The aircraft continued a climb in a nose high attitude and the nose pitched down and the aircraft rolled inverted. Engine teardown revealed extensive damage to the supercharger assembly. The impeller shaft was bent and its associated bearing damaged. The aircraft had not flown for about 14 years. Engine service instructions describe pre-oiling of the supercharger drive shaft bearing after any prolonged period of inactivity. The owner, a paraplegic, was seated in the left seat. The pilot seated in the right seat had a history of heart and pulmonary disease. The gear and flaps were in the down position. Prior to departure, a witness asked the owner 'are you doing the elevators and ailerons and is he your rudders.' the owner responded with 'we have an arrangement'. Both occupants were killed.

Kansas Aircraft Corporation

The aircraft crashed after starting a go-around or aborted landing at Norman, OK. The aircraft was on a cross-country flight from Dallas to Wichita. There was no radio communication with the aircraft after it was cleared to land. The approach looked ok but on short final the aircraft suddenly turned right, leveled then entered a steep climbing right turn and continue to roll until inverted then pitched nose down until crashing. The pilot in the right seat had reportedly worked late the night before installing what appeared to be an auxiliary fuel system in the cabin. The aircraft had just been sold and the identity and location of the owner was not established. No one claimed the wreckage. Evidence revealed that both propellers were rotating at high rpm at impact. The fire after impact burned most intensely and persistently in the center of the cabin where the remains of what appeared to be an auxiliary fuel system were found. No pre-impact malfunctions or failures were found. Both occupants were killed.

Geodata International

The aircraft crashed while doing magnetometer surveys at low altitude. The right engine had lost power then regained it for a short period and lost it again. A videotape in the aircraft recorded the pilot saying, 'I changed that # just in time.' the aircraft yawed and the propeller slowed at the same time. The fuel selector valves were found on the center tanks. The boost pump switches were found in the off position. When changing from outboard to center tanks the boost pumps must be on or fuel starvation will occur. As the aircraft slowed the tape revealed that the copilot called out 'down to 90'. 90 mph is VMC. The aircraft stalled, shortly after the asymmetrical thrust rolled the aircraft to the right and into the ground. Both occupants were killed.

Roger Franklin Brumley

Witnesses saw the aircraft briefly before it crashed. One witness saw the aircraft flying toward a dark cloud at an unknown altitude, but too high to fly under it. Shortly thereafter, he heard the engine noise increase and decrease, then increase until it was loud. He then heard what sounded like an explosion. He did not see the crash, but saw smoke from the crash site. A woman close to the crash site said the weather was very windy, heavy rain was falling and visibility was restricted. An examination of the wreckage revealed the outboard wing panels had failed from positive overloads and the left horizontal stabilizer had failed downward. These parts were found 3/4 to 1 mile from the main wreckage. Prior to the flight, a passenger, who paid for fuel and minor maintenance, said the purpose of the flight was for surveying. However, no surveying equipment was on board. Sheriff personnel said the aircraft was under surveillance for an illegal operation.

Questor Surveys

Crashed in unknown circumstances, killing all three occupants.

Robert G. Mainhardt

At approximately 0928 est, the pilot obtained a FSS weather briefing by telephone. He was briefed on conditions of low ceilings, fog, light rain, drizzle, snow and blowing snow along his route. However, he did not ask about icing conditions and the briefing did not include a fight precaution for icing nor a sigmet (issued at 0820 est) which forecasted moderate to severe mixed icing. While en route, the pilot made several altitude changes by request. When he was queried about a heading deviation, he replied 'we're having a little problem.' this was the last radio contact. ATC received no radio calls concerning icing problems or an emergency. Witnesses near the crash site saw the aircraft come out of the clouds in a near vertical descent, rotating in a nose down attitude, then impact and burn. Airframe ice up to 1/2 inch thick was found on/near parts that were not fire damaged.

Deelgroei

Crashed in unknown circumstances while approaching Pretoria-Wonderboom Airport. The occupant fate is unknown. It is believed that the aircraft went out of control following a fire in the cabin while on approach.

We McLaughlin

Prior to the post-maintenance inspection flight the pilot/owner, who is a certificated a&p mechanic, had been calibrating the fuel flow on the right engine fuel injector pump. An external line had been connected to the fuel flow transmitter fitting of the fuel injector. Prior to the test flight the external line was removed and the fuel flow replaced. About 10 min after takeoff the pilot observed flames from 25 to 15 psi. The right engine was shut down and the prop feathered. After landing the pilot was unable to taxi the aircraft and the aircraft was abandoned.

Munz Northern Airlines

While cruising at an altitude of 2,000 feet in marginal weather conditions on a mail flight from Gambell to Nome, the twin engine airplane struck the slope of a mountain and crashed. The pilot, sole on board, was killed.

P. R. Gerrits

On final approach to Christiansted-Alexander Hamilton Airport, the twin engine airplane rolled to the left and descended until it crashed, bursting into flames. The aircraft was totally destroyed and all four occupants were killed.

Cay International

While descending to Columbia Airport, while initiating a last turn to intercept the glide, the pilot modified the position of the fuel selector from the auxiliary tanks to the main tank when both engines lost power. He attempted a forced landing when the airplane struck a dirt bank and crashed. Both occupants were seriously injured.

Private American

After takeoff from Newburgh-Stewart Airport, while in initial climb, the twin engine airplane banked right then stalled and crashed, bursting into flames. Both occupants were killed.

Clark Aviation

After takeoff from Chicago-Midway Airport, on a cargo flight to Bloomington via Peoria, the pilot encountered a loss of power on the left engine. The pilot attempted to return for an emergency landing when the airplane entered a tight turn, lost height, struck trees and crashed in a wooded area, bursting into flames. The pilot, sole on board, was killed.

Flying Eagles

The twin engine aircraft has been stolen in an airport and used for marijuana transportation. En route, one of the engine stopped due to fuel exhaustion. The pilot lost control of the airplane that crashed in a prairie near Iola, Texas. The aircraft was destroyed and both occupants were killed.