Cessna 402

The flight took off at 0500 hours in dark visual meteorological conditions. Radar data indicates that the flight was heading in an easterly direction, towards its destination and had climbed to and leveled off at 12,500 feet. Three minutes prior to the last identified radar target, the pilot obtained a partial weather briefing, for the destination airports, from the flight service station. The wreckage was located in an area of high mountainous terrain. Evidence indicated that the flight collided with a ridge line at the 12,400 foot level. The main wreckage was located on the east side of the ridge at 11,400 feet. During the post crash investigation, there was no evidence of a mechanical failure or malfunction. Both occupants were killed.

The airplane was removed from a hangar about one hour before departure. During the interim period, the ambient temperature was about 32° F and it was snowing lightly. No deicing fluid was used on the airplane. The pilot reported observing only water on the plane's wings. The passenger (a rated pilot) reported to an alaska state trooper that the airplane had accumulated a little ice before the flight departed. The airplane became airborne about 1,000 feet from the end of the 5,576 feet long runway. Shortly after rotation, the airplane began to buffet and would not climb. The airplane impacted in a near horizontal attitude on level snow covered tundra. The pilot reported that immediately after exiting the airplane, he observed a coarse layer of ice on the aft two thirds of the wings. During the test run of both engines, no problems were noted that would have caused and/or contributed toward the inability of the airplane to sustain flight.

The aircraft, owned and operated by the Ministère des Transports et du Ravitaillement (Ministry of Transport and Supply) was engaged in a local training flight at Antananarivo-Ivato Airport, carrying three pilots. On approach, the aircraft crashed in unknown circumstances, killing all three occupants.

The aerial photo flight was commencing with the pilot and operator on board. A witness reported that the engines sounded good on the ground and during the t/o ground roll. At about 30 to 40 feet agl, he heard 'surging' sounds from the airplane. He then observed the aircraft in a shallow right hand turn as it approached departure end trees. He then saw the aircraft roll off to the left, into the trees in a steep, nose low, left wing low attitude. The aircraft crashed into trees and terrain and was destroyed by impact forces and fire. Investigation revealed that the aircraft impacted the ground in a left wing low attitude. The main wreckage was found inverted. An inspection of the engines did not reveal evidence of a mechanical failure or malfunction. Exam of both turbochargers revealed evidence of rotation at impact. Exam of both propellers revealed evidence of blade tip twisting toward low pitch and some forward bending. Both occupants were killed.

During the second ILS approach the airplane descended below the glidepath and impacted the terrain 2,500 feet short of the intended landing runway. The pilot indicated that a failure in the approach lighting system contributed to the accident. A post accident functional check of the approach lighting system failed to reveal any anomalies.

The airplane was on a VFR flight from Kotzebue to Noorvik, Kiana, Selawik, and return to Kotzebue. The flight had overflown Kiana due to unplowed runway conditions, and was proceeding to Selawik when it crashed into Shelly mountain. According to the rescue personnel, the mountain tops in the area of the accident were obscured by snow, fog and clouds. The terrain was covered with snow. The pilot had a previous accident involving whiteout conditions where he flew into rising terrain. All three occupants were killed.

Following an engine failure, the aircraft crashed in the Lake Malawi. There were no casualties.

The aircraft was engaged in a voluntary relief flight for the victims of hurricane Andrew. All of the seats had been removed from the cabin section of the aircraft. There were no weight scales used in the loading of the cargo onto the aircraft. The private pilot did not have a multi engine rating on his pilot certificate. The aircraft crashed into a residence one half mile from the departure end of the runway. Witnesses stated that the aircraft used most of the available runway prior to liftoff. After liftoff, the aircraft appeared to climb in an unstable condition prior to the accident. Investigation revealed that the aircraft was 1112.2 pounds over the maximum gross takeoff weight at the time of the departure. All three occupants were killed.

Pilot began takeoff on a 5,200 feet dirt runway (upslope to the south, elevation 4,775 feet) with wind from the south at 18-20 knots, density altitude about 7,250 feet. Witnesses observed the aircraft taking off, with the landing gear retracting as it passed their position. Soon thereafter, the pilot transmitted he had 'a problem.' Aircraft was then seen about 200-300 feet agl in right turn, which progressed into a dive. Aircraft impacted in flat attitude 1/2 mile south of runway 17. Passenger video tapes revealed props went out of sync about 6 seconds after takeoff. About 15 seconds later, right prop slowed until blades could be seen turning. Video showed one engine fuel flow at about 90 gph, other engine at minimum setting (about 3 psi), 5° increase in pitch attitude. Exam revealed right engine driven fuel pump drive coupling was scored and only partially engaged. SB ME88-3 complied with; auxiliary fuel pump switches found in low position. Right propeller blades found at fine pitch, lacking rotational damage. Landing gear found up, but unlocked; flaps extended 15°. Emergency procedure training did not replicate high density altitude and max gross weight performance. All 10 occupants were killed.

During cruise flight, the pilot reported that the right engine cowling partially separated and the left forward cylinder of that engine separated, followed by an engine compartment fire. He attempted to feather the propeller but was unable. He initiated a descent to extinguish the fire and was successful but after leveling off, was unable to maintain directional control. He ditched the airplane and both he and the passenger exited the aircraft. The pilot dragged the seriously injured passenger with him to a nearby island where they were rescued the following day. The aircraft was not recovered; therefore, no determination could be made as to the reason for the separation of the cylinder. Review of the aircraft logbook indicates that on 8/27/91, the n°5 cylinder of the right engine was removed and replaced. Also, the n°1 cylinder was removed and reinstalled following repair. There were no further entries in the aircraft logbook regarding cylinder removal or replacement to the right engine.