Beechcraft 90 King Air

The airplane was flown from Morgantown to Charleston to drop off passengers. Once there, the pilot called the mechanic who was scheduled to replace the right transfer pump, and told him the right boost pump was also inoperative. The mechanic told the pilot, he would replace both pumps the next morning in Charleston. Adding that de-fueling the airplane would take longer than changing the pumps. The mechanic recalled that the pilot was concerned about the amount of time necessary for the repair. The airplane was then repositioned back to Morgantown for another flight the next day to Charleston. The morning of the accident, the airplane departed Morgantown, and was being vectored for the ILS approach to Charleston when the copilot declared an emergency. He then announced that they had 'a dual engine failure, two souls onboard and zero fuel.' Examination of the wreckage and both engines revealed no pre-impact failures or malfunctions. With the right transfer pump inoperative. 28 gallons of fuel in the right wing would be unusable. In addition, the flight manual states that 'both boost pumps must be operable prior to take-off.'

SAIL King Air F90 aircraft VT-ELZ was involved in an accident near Bhilai Airfield on 02-02-98 during private flight from I.G.I. Airport, New Delhi to Bhilai Airfield. The pilot while on direct track to Bhilai at 76 DME from Raipur and FL070 insisted for further descent reporting bad weather. ATC Raipur cleared him for descend to 2,700 feet on QNH of Raipur i.e. below MORA and MSA. On descending the navigation and communication guidance became intermittent and unreliable. Due to severe weather activities the aircraft diverted 40 NMs right of the track. The pilot while steering in the Easterly direction i.e. towards the destination in the darkness on the evening hours flew into rising terrain and collided with a hill resulting into fatal injuries to all the occupants
and post accident fire. Aircraft was completely destroyed. Crash occurred 10 minutes to ETA.

According to the pilot, upon landing in heavy rain, the airplane began hydroplaning. He said the airplane departed the left side of the runway, striking trees, which damaged both wings and collapsed the landing gear. A witness stated the airplane touched down in moderate rain.

The pilots reported they experienced an engine fire during a missed approach in night, IMC conditions, and feathered the propeller and shut down the engine. On an approach to another airport, the airplane touched down short of the runway, traveled onto the runway, and then departed the left side of the runway. The pilot reported he could not maintain altitude due to ice accumulations, and the lack of power with one engine shut down. Examination of the wreckage revealed rotational damage to both engines and propellers consistent with operating engines. Neither propeller was in the feathered position. The pilot had been briefed about known moderate icing conditions, and isolated severe icing. The AFM recommended a minimum speed in icing conditions of 140 knots, and at less than 140 knots, ice could accumulate on the wings in unprotected areas. The pilot reported he flew the approach at 114 knots.

After takeoff, the twin engine aircraft collided with trees and crashed, bursting into flames. The pilot, sole on board, was killed. Takeoff from Ahlhorn?

While cruising over the Rhône Valley on a flight from Dinard to Marseille, the pilot encountered engine problems and elected to make an emergency landing. The aircraft crash landed in an open field located in L’Isle-sur-la-Sorgue. The pilot, sole on board, was seriously injured and the aircraft was destroyed.

The flight was part of a pre-buy inspection of the airplane. Witnesses reported the airplane did not climb more than 200 feet above ground level (agl) after takeoff. The airplane entered a shallow left turn and completed about 210 degrees of heading change before it impacted a flat field near the approach end of runway 26. Witnesses reported that the landing gear were retracted and that the engines sounded like they running at high power, but the airplane did not accelerate or climb normally. The airspeed was slow and 'mushy.' The engines' gas generator sections exhibited strong rotational scoring. The engines' power sections exhibited light rotational signatures. The left and right propellers exhibited minimal leading edge damage. Both propellers exhibited high blade angles. The secondary low pitch stops (SLPS) had been installed on the aircraft four days prior to the accident. A ground check, but no flight check, had been conducted. The SLPS sensors were found in the full aft position on the mounting bracket, not in the normal mid-range position. The SLPS control box installed on the aircraft was an updated box and was incompatible with the existing wiring.