Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

The private, instrument-rated pilot, was on an IFR cross-country flight, and had been cleared for a GPS approach. He reported that he was 5 minutes from landing, and said he was circling to the left, to land the opposite direction from the published approach. The traffic pattern for the approach runway was right traffic. Instrument meteorological conditions prevailed, and the weather conditions included a visibility of 3 statute miles in light rain and mist; few clouds at 400 feet, 1,000 feet overcast; temperature, 55 degrees F; dew point, 55 degrees F. The minimum descent altitude, either for a lateral navigation approach, or a circling approach, was 580 feet, and required a visibility of 1 mile. The missed approach procedure was a right climbing turn. A circling approach north of the runway was not approved. Witnesses reported that the weather included low clouds and reduced visibility due to fog and drizzle. The airplane was heard, but not seen, circling several times over the city, which was north of the runway. Witnesses saw the airplane descending in a wings level, 30-45 degree nose down attitude from the base of clouds, pitch up slightly, and then collide with several trees and an unoccupied house. A postcrash fire consumed the residence, and destroyed the airplane. A review of FAA radar data indicated that as the accident airplane flew toward the airport, its altitude slowly decreased and its flight track appeared to remain to the left side (north) of the runway. The airplane's lowest altitude was 800 feet as it neared the runway, and then climbed to 1,700 feet, where radar contact was lost, north of the runway. During the postaccident examination of the airplane, no mechanical malfunction was found. Given the lack of any mechanical deficiencies with the airplane, it is likely the pilot was either confused about the proper approach procedures, or elected to disregard them, and abandoned the instrument approach prematurely in his attempt to find the runway. It is unknown why he decided to do a circle to land approach, when the tailwind component was slight, and the shorter, simpler, straight in approach was a viable option. Likewise, it is unknown why he flew towards rising terrain on the north side of the runway, contrary to the published procedures. From the witness statements, it appears the pilot was "hunting" for the airport, and intentionally dove the airplane towards what he perceived was an area close to it. In the process, he probably saw
trees and terrain, attempted to climb, but was too low to avoid the trees.

The single engine aircraft departed Wangerooge Island Airport on a private flight to Bremen, carrying four passengers and one pilot. Following a takeoff roll of about 300 metres from runway 28, the aircraft lifted off and entered a high angle of attack. It rolled to the left and crashed in a drainage ditch located about 340 metres from the departure point. All five occupants were injured and the aircraft was destroyed. Both people seating in the cockpit were seriously injured as the cockpit was destroyed by impact forces.

On June 28, 2007, about 0815 central daylight time, a Piper PA-46-500TP, N477MD, was destroyed on impact with terrain following an in-flight breakup near Wellsville, Missouri. The personal flight was operating under Title 14, Code of Federal Regulations Part 91. Visual meteorological surface conditions prevailed in the area at the time of the accident. An instrument flight rules (IFR) flight plan was on file and was activated. The pilot and two passengers sustained fatal injuries. The flight originated from the Spirit of St Louis Airport, near Chesterfield, Missouri, about 0750, and was destined for the Buffalo Municipal Airport, near Buffalo, Minnesota. About 0711, a person representing N477MD contacted Kankakee Automated Flight Service Station (AFSS) to file an IFR flight plan and obtain an abbreviated weather update. During the abbreviated weather update, the AFSS briefer advised the pilot that there was heavy rain and thunderstorm activity in Missouri along the aircraft's planned route of flight. The pilot stated that he had onboard radar for weather avoidance. About 0750, N477MD departed SUS, contacted Federal Aviation Administration (FAA) air traffic controller (ATC) on the St. Louis (Gateway) Departure frequency about 0752, and was initially cleared to climb to 4,000 feet. The Gateway controller advised of light to moderate precipitation three miles ahead of the aircraft. The pilot requested a northerly course deviation for weather avoidance, which was approved. About 0753, N477MD was cleared to climb to 10,000 feet. The controller then advised of additional areas of moderate and heavy precipitation ahead of the airplane, gave the pilot information on the location and extent of the weather areas, and suggested a track that would avoid it. The pilot responded that he saw the same areas on his onboard radar and concurred with the controller's assessment. Radar data showed that the airplane flew northwest bound, and then turned toward the west. About 0757, N477MD was instructed to resume the Ozark 3 departure procedure, and the pilot acknowledged. About 0758, the pilot was cleared again to proceed direct to Macon, Missouri (MCM) VHF omnidirectional range distance measuring equipment (VOR/DME), and two minutes later, was instructed to contact Kansas City Center (ZKC). The pilot contacted the ZKC R53 controller at 0800:47, and, after a discussion about the final requested altitude, was cleared to climb and maintain flight level 230. At 0801:42, a position relief briefing occurred and the R53 controller was replaced. The new R53 controller made no transmissions to N477MD, and was replaced by a third controller at 0806:27. The next transmission to N477MD occurred at 0812:26, when the R53 controller asked the pilot if he had been given a clearance to deviate. The flight's radar track showed that the airplane turned to the left. The pilot responded, "mike delta we've got problems uh..." The controller responded by asking the pilot if he was declaring an emergency, and made several other attempts to contact N477MD. The pilot did not respond to any of these calls, and radar contact was lost. None of the three ZKC controllers had given the pilot any weather information during the time he was controlled by ZKC. The plane crashed in an open field near Wellsville and was destroyed upon impact. All three occupants have been killed.

The single engine aircraft departed Madrid-Cuatro Vientos Airport at 1617LT with 3 passengers and one pilot on board. Following a flight at FL230, the pilot contacted Palma ARTCC and was cleared to descend to FL130. Few minutes later, the engine torque dropped while the temperature of the turbine increased. The pilot tried several times to troubleshoot the fuel supply system and checked the fuel selector as well, but the situation did not change. While descending to 9,000 feet, the IAS was 80 knots only. At 1722LT, the pilot contacted ATC and declared an emergency before continuing the descent. As he realized he could not reach Palma Airport, the pilot attempted to ditch the aircraft in the Mediterranean Sea. The aircraft landed in the sea about 27,7 km north of the Ibiza Island and came to rest. All four occupants were quickly rescued and were uninjured while the aircraft sank and was lost.

The pilot obtained two data user access terminal service (DUATS) preflight weather briefings for the intended flight from the U.S. to Nassau, Bahamas; the briefings included information that thunderstorms were forecasted. The pilot did not request a weather briefing with DUATS or Lockheed Martin flight service station before departure on the return accident flight. Although there was no way to tell whether he received a preflight weather briefing with Nassau Flight Service Station before departure on the accident flight, thunderstorms with associated severe turbulence were forecasted for the accident area well in advance of the aircraft's departure, and would have been available had the pilot requested/obtained a preflight weather briefing. After takeoff, and while in contact with Nassau terminal radar approach control, which had inoperative primary radar, the flight climbed to approximately 8,000 feet mean sea level and proceeded on a northwesterly heading with little deviation. The airplane, which was equipped with color weather radar and a stormscope, penetrated level 6 radar returns with numerous lightning strikes in the area, and began a steep descent. Prior to that there was no request by the pilot to air traffic control for weather avoidance assistance or weather deviation. Radar and radio communications were lost, and the wreckage and occupants were not recovered.

While on an instrument approach for landing, the local tower air traffic controller observed on the BRITE radar repeater scope that the airplane passed the outer marker (OM), 600 feet below the permissible crossing altitude. The controller issued a low altitude alert to the pilot and cleared him to land. The controller also reminded the pilot that the minimum descent altitude for the Localizer Directional Aid (LDA) approach was 440 feet, and provided instructions for the missed approach. At that point the pilot reported that he had the airport in sight and acknowledged the landing instructions. The controller again cleared the pilot to land on the prescribed runway for the instrument approach, and the pilot acknowledged the landing clearance. Shortly thereafter the controller instructed the pilot to execute the missed approach as the radar track showed that the airplane was off course. The pilot was instructed to initiate a climbing left turn to the VOR. The pilot said he had the airport in sight and that he saw one of the cross runways and wanted to land. The controller told the pilot that circling to that runway was not an authorized procedure for the LDA approach and again instructed the pilot to perform the missed approach. A witness stated that he was working on a storage container, about 50 feet in height, when the airplane passed overhead. He estimated the airplane to be about 50 feet higher than the storage container. The airplane made a turn westbound and the witness looked away for a second. When he looked back the airplane was in a nose and left wing down attitude and then it impacted the ground. Another witness located on the airport's north-northeast corner also observed the airplane flying toward the airport. He reported simultaneously hearing the engine power up and observed the left wing stall prior to it impacting the ground. Both witnesses reported that they did not hear anything wrong with the engine. Examination of the airframe, power plant, and propeller revealed no mechanical anomalies that would have precluded normal operation. Internal damage signatures in the engine and propeller were consistent with the production of significant power at the time of impact. A review of the weather in the area revealed that while light rain and mist were occurring near the accident site, no meteorological phenomena existed that would have adversely affected the flight. The pilot and two passengers were killed while a third passenger, a boy aged 12, was seriously injured. He died from his injuries few hours later.

The single engine aircraft departed Tartu-Ülenurme Airport on a private flight to Dresden, carrying two passengers and one pilot. Shortly after takeoff, while climbing to a height of about 300-500 metres, the aircraft entered an uncontrolled descent and crashed in a field located about 500 metres past the runway end. All three occupants were seriously injured and rescued an hour later. The aircraft was destroyed.

The single engine aircraft departed Monterrey-Del Norte Airport at 0827LT on a private flight to Acapulco, carrying six passengers and one pilot. About three hours and a half into the flight, while in cruising altitude, the pilot contacted ATC, declared an emergency and was cleared to divert to Toluca Airport. On final approach, the engine failed. The aircraft stalled, collided with a fence and eventually crashed in a deconstruction site located 1,600 metres short of runway 15. Two passengers were seriously injured while five other occupants escaped with minor injuries. The aircraft was destroyed. Few hours later, one of the survivor, the Mexican actor Pablo Santos aged 19, died from his injuries, and a second survivor passed away a day later. It was later reported by the authorities that Pablo Santos was seating on the floor and was not strapped.

The single engine aircraft was ready at 1850LT for a private flight to Vilshofen, Bavaria, carrying four passengers and one pilot. During the takeoff roll on runway 34 at Marina di Campo Airport, the tower controller informed the pilot that smoke was coming out from the airplane, but the pilot did not reply to this message and continued the takeoff procedure. After liftoff in VFR conditions, the aircraft initiated a turn to the right then a second turn to the left when it descended and crashed in a vineyard located about one km north of the runway end. Two passengers were seriously injured while three other occupants were killed. Few hours later, one of the survivors died from his injuries while the last survivor passed away the following day. The aircraft was destroyed.

The single engine aircraft departed Toussus-le-Noble Airport in the early morning on a private flight to Fairoaks with two people on board. About 40 minutes into the flight, at an altitude of 18,000 feet, the manifold pressure dropped from 30 to 28 inches of mercury. The pilot increased the engine power when the manifold pressure boosted to 33 inches of mercury then dropped again. Suddenly, a burning smell pervades the cabin. The pilot declared an emergency and elected to divert to Abbeville Airport which was at a distance of 15 NM from his position. While descending, he lowered the landing gear and reduced the engine power. Shortly before reaching FL100, the oil pressure warning light came on, the engine started to vibrate then stopped. At this time, the aircraft was 10 NM from Abbeville Airport, descending in IMC conditions. On short final, at a height of 300 feet, the pilot established a visual contact with the runway but his trajectory was too short. The aircraft crash landed in a field and came to rest 200 metres short of runway 20. Both occupants escaped uninjured while the aircraft was damaged beyond repair.