Beechcraft 90 King Air

After he received the last weather bulletin for Klagenfurt Airport, the pilot was cleared to start the approach to runway 29. Few seconds later, the pilot informed ATC that he lost the signal from the KLU NDB. The signal was again received by the airplane few seconds later and the pilot continued the approach with a rate of descent of 1,000 feet per minute. At an altitude of 5,100 feet, the pilot made a turn to the left in clouds when the aircraft struck the west slope of Mt Kleinobir located about 16 km southeast of Klagenfurt Airport. The aircraft disintegrated on impact and both occupants were killed. At the time of the accident, the visibility was nil due to clouds and the pilot was descengin under IFR mode.

The aircraft crashed about nine miles short of the runway during an ILS approach to Warwick, RI in IMC weather. The aircraft had been cleared to descend from 13,000 to 3,000 feet. The aircraft crashed outside the outer marker. The copilot had reported the aircraft as inside the outer marker. The crew did not report any aircraft problems. The approach procedure requires that the flight cross the outer marker at 1,800 feet msl five miles from touchdown. Minimum weather is 200 feet ceiling and 1/2 mile visibility. Surface observation at time of the accident was 300 feet overcast with 1 1/2 mile visibility. Post accident exam of the wreckage failed to disclose any malfunctions or failures in the equipment. Both occupants were killed.

Crashed on takeoff following an engine failure. There were no casualties.

An ATP pilot (pilot-in-command) said he was checking out another (commercial) pilot in the aircraft. As the commercial pilot was making a takeoff from a touch-and-go landing, the aircraft lost altitude and collided with water. The commercial pilot stated that he was looking for the flap control when the accident occurred. Reportedly, the pilot-in-command was looking for some charts inside his flight bag and did not realize the aircraft was losing altitude until just prior to impact. The pilot-in-command reported that the visibility was three miles with haze. Both pilots evacuated safely while the aircraft was lost.

A simulated engine failure was initiated by the check airman at 200 feet agl. The pilot followed the emergency procedures and advanced the power levers to bring power back to the engine. The pilot then noticed the engine failed and had insufficient altitude to get an air restart. The subsequent descent resulted in contact with trees off the end of the airport runway. The descent was not arrested and the aircraft struck the terrain and flipped inverted. Examination of the aircraft's left engine revealed foreign contamination of the fuel control governor by air restrictor. Static testing revealed significant malfunctioning at the idle and max governoring speed limits. All three occupants were injured.

The aircraft took off on the grass runway 06 with the P U/S in the left seat as handling pilot. The visibility was good, with high cloud cover, and wind recorded as from 060° to 080° at 20 to 30 knots, gusting to 35 knots. During the initial climb, PI simulated an engine failure, and after the touch drills and climb out were established, restored power to the 'failed' engine. The climb was continued to 2,500 feet and an engine failure was again simulated before an NDB approach was made to runway 33. P U/S then executed a single engined missed approach on completion of the let down, and entered the runway 06 circuit pattern. When at the downwind position he called 'downwind full stop'. The aircraft continued to the final approach with the simulated failed engine at a zero thrust setting of 120 feet lb torque and 1800 rpm. The P U/S stated that he had some difficulty in stabilising the approach and controlling the airspeed in the gusty conditions. At approximately 300 feet agl he was not satisfied with the approach and initiated a single engined go-around, raising gear and flaps. At some later stage PI took control and pushed the two throttle and rpm levers fully forward. P U/S remembers the aircraft entering a spiral descent to the left, and both pilots remember their evacuation of the aircraft. However, they have to recollection of airspeed, height, which engine was 'failed' on either occasion, or indeed the event which prompted PI to take control. The aircraft was seen to overfly the airfield in a north easterly direction with gear and flaps raised, and at a height variously estimated as between 100 and 300 feet agl. Just outside the airfield boundary the aircraft was seen to roll to the right then roll, or yaw and roll to the left and enter a spiral descent into an open field. The left wing tip struck the ground at an angle of 30° to the surface of the field, the aircraft then yawed left through 90° and slid and rolled a further 45 yards. It came to rest almost inverted and on its right side, with the detached left wing lying alongside the stub of the right wing. Both pilots were seriously injured.

The aircraft crashed during a LOC DME approach. According to ATC the aircraft crashed after making a procedure turn at the faf. The winds in the area were being called 250° at 10 knots gusting to 28 knots. A caution on the approach plate has a remark, 'precipitous terrain - expect turbulence'. Both occupants were killed.

The twin engine aircraft departed Sanikiluaq Airport on an ambulance flight to Churchill, MB. In unknown circumstances, it crashed on Belcher Island, about 45 km southeast of Sanikiluaq Airport. Both pilots and the medevac passenger were killed.

On final approach to Copenhagen-Kastrup following a positioning flight from Luton, both engines failed. The aircraft stalled and crashed into the sea about 4 km offshore. The pilot, sole on board, was rescued while the aircraft sank and was lost.

At 1604 est, the aircraft departed Fort Wayne on a ferry flight. IFR conditions prevailed and the pilot had filed an IFR flight plan. While climbing after takeoff, the pilot passed his assigned altitude of 2,500 feet msl and flew to 4,200 feet. Also, he failed to turn to his initial assigned heading of 130°. He had problems contacting departure control as he was not on the assigned frequency. He reported problems with his heading indicator and his 'gyro'. Shortly after his last transmission, the aircraft left 4,200 feet msl and crashed in a steep dive. Before takeoff, the atp pilot reported he had flown all King Air aircraft and was currently flying the Beech 200. A review of his last log book revealed over 2,000 hours in the Beech 200, but showed no time in the Beech C90. A witness that reviewed the aircraft with the pilot before the flight believed he (the pilot) was very familiar with the aircraft systems. During an inspection of the wreckage, no evidence was found to verify a pre-impact malfunction or failure of the aircraft or engines. All instruments were destroyed. The pilot, sole on board, was killed.