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

The single engine aircraft departed Stockholm-Bromma Airport runway 12 at 0703LT on a charter flight to Biggin Hill, carrying two passengers and one pilot. During climbout, at an altitude of 1,500 feet, the pilot was cleared to turn right and to continue to climb to FL040. At an altitude of 2,200 feet, the aircraft entered an uncontrolled descent then partially disintegrated in the air and eventually crashed in a residential area located in Åkeslund, south of the airport, three minutes after takeoff. Several cars and apartments were destroyed but no one on the ground was injured. The aircraft was destroyed and all three occupants were killed. At the time of the accident, weather conditions were marginal with clouds and turbulences.

A Piper PA-46-310P loss engine power and collided with a telephone pole during the forced landing. The pilot contacted the tracon and informed the facility he had a partial power loss. The airplane was about two miles east of the airport at about 3,500 feet msl heading in a southwesterly direction. The tracon instructed the pilot to turn 150° for radar vectors to runway 33. The pilot did not turn to the 150° heading, but continued on a southwesterly course. The airplane flew past the approach ends of two runways. The airplane continued westbound and crashed 2.5 miles west of the airport. The pilot indicated the airplane had 300 pounds (about 50 gallons) of fuel on board at takeoff. The pilot operating handbook for the Piper PA-34-310P is about 16 gallons per hour. The duration of the flight was about one hour. There was no evidence of fuel in the airplane's fuel system or any evidence of fuel spillage from either of the wings after the accident.

The pilot was on an IFR flight in IMC and received clearance to climb and maintain FL220. During climb, he informed ARTCC, '. . . We're having a problem.' When asked to say again, he began the same reply, then no further radio communication was received from the aircraft. Subsequently an inflight breakup occurred and wreckage was scattered over a wide area. The right outboard wing panel, horizontal stabilizer, elevators, right aileron and parts of the rudder were found at a distance from the main wreckage. These displayed evidence of overstress failure. No preexisting cracks or fatigue was found. Radar and weather data showed deviation from normal flight began at or near moderate convective weather echo (vip 2) as the aircraft was climbing thru 17,300 feet in freezing conditions. At that time, the rate of climb was about 200 feet/min and the ground speed was 150 to 160 knots. At 1032:18, a descent begun. During the next 2 to 3 minutes, the aircraft's altitude, heading and speed deviated. At 1035:17, other primary radar targets appeared, then radar contact was lost. Gross weight of the aircraft was estimated to be 4,311 lbs; max allowable weight was 4,100 lbs. CofG was estimated to be 1.59 inches behind the aft limit. All four occupants were killed.

During IFR departure, pilot received progressive altitude clearances to climb to 15,000 feet. At 1607 edt, he was vectored for 'a good rate of climb' thru 14,000 feet with clearance to proceed on course after leveling 14,000 feet for 15,000 feet. Radar data indicated a steady climb til aircraft was above 13,000 feet. As it climbed from 13,300 feet to 13,900 fet (max recorded altitude), its speed slowed from about 115 knots to below 80 knots. At 1613 edt, pilot was cleared to proceed direct and change frequency. Radar data showed that after reaching 13,900 feet, aircraft deviated from course and entered steep descent. Radar contact was lost and inflight breakup occurred. Pieces of wings and stabilizers were found up to 1.5 mile from fuselage. Trajectory study disclosed breakup occurred between 6,000 feet and 9,000 feet msl. Exam of fractures on major components revealed characteristics typical of overstress; no preexisting cracks were found. No autopilot failure or bird strike was found. Clouds were layered to 20,000 feet; freezing level was about 12,500 feet. There was evidence aircraft was in or near convective precipitation above freezing level for about 1.5 minute before rapid descent. Found Pitot heat switch 'off' and induction air door in its primary position. The pilot, sole on board, was killed.

After takeoff, the pilot received progressive altitude clearances to FL200. While cruising at FL200, he reported 'moderate chop.' At about 1025 cdt, he requested and received clearance to FL220. About 3 minutes later, he inquired about cloud tops and said he was 'in a layer right now at about flight level 200 to 210.' Soon thereafter, the aircraft began altitude deviations and went above the assigned altitude of FL220 (22,000 feet). It then descended to about 20,500 feet, where it pitched up to an altitude of about 23,000 feet. The aircraft then went into a steep descent. Subsequently, an in-flight breakup of the aircraft occurred at about the time it emerged from the clouds near the 2,000 feet level. Pieces of wreckage were found over a wide area. The left wing was found about 0.2 mile from the fuselage; pieces of the rudder and stabilizers were found about 100 yards from the fuselage. An exam of the fractures on major structural components revealed features typical of overstress separation. No preexisting cracks were found. An area forecast had flight predictions for IFR, thunderstorms, icing in the vicinity of convective activity. The pitot heat switch was found in the 'off' position. Both occupants were killed.

Before takeoff, pilot was advised of IFR conditions along 1st part of route, with flight predictions for occasional moderate turbulences below 15,000 feet and mixed icing from freezing level (6,000 feet) to 18,000 feet. He filed IFR flight plan with cruise altitude of 11,000 feet. During departure, pilot was cleared to climb to 9,000 feet and told to expect clearance to 11,000 feet 5 minutes later. Radar data showed aircraft climbed at about 1,500 feet/minute and 100 knots, slowing slightly above 8,000 feet. At abt 9,000 feet, aircraft started to level and accelerate. It then climbed momentarily, deviated laterally from course and entered steep descent. Inflight breakup occurred and wreckage was scattered over 4,100 feet area. Trajectory study showed breakup occurred between 4,500 feet and 6,500 feet as aircraft was in steep descent in excess of 266 knots. Metallurgical examination of wings and stabilizers revealed features typical of overstress separation; no pre-existing cracks or defects were found. The aircraft was recently purchased. Pilot's son indicated principal problem was 'twenty year leap in technology' from previously owned PA-24, that pilot had difficulty with avionics and flight director/autopilot, and that he lacked detail training in autopilot emergencies. Both occupants were killed.

The aircraft was on an ILS approach at dusk in IMC and icing conditions with the alternate air on. According to the pilot, he had just descended below an overcast, on final approach, when the engine lost power and would not respond to throttle application. A forced landing was made in a wooded area short of the runway and the aircraft was extensively damaged. During an exam of the engine, the turbocharger and wastegate transition pipes were found separated at the flange. Carbonaceous residue was found in the area of separation, but no heat damage was noted. The gasket, bolts, washers and self-locking nuts (for holding the pipes together) were not found. Later, the engine ran successfully during an operational check. During the investigation, 3 similar cases of pipe separation were identified, which involved another aircraft; these resulted in only partial losses of power. The right front seat passenger reported seeing a trace of ice on the wings as the aircraft was descending thru clouds. The pitot heat, stall warning heat, and ice light switch were fnd in the 'off' position. At 1650 cst, the temperature and dew point at the surface were 36° and 35° respectively. All three occupants were seriously injured.

Shortly after takeoff from Roskilde Airport, the engine failed. The pilot lost control of the aircraft that crashed in Hedeland, about 4 km northeast of the airfield. The pilot and one passenger were killed while two other passengers were seriously injured.

After being cleared to descend to 12,000 feet and to deviate around a 'big cell', the aircraft entered an area of level two and three thunderstorms. Subsequently, an in-flight breakup occurred and wreckage was scattered over a four mile area. During the breakup, the right wing and empennage separated from the aircraft. The left wing and spar also failed at the same location as the right wing, but the left wing remained with the fuselage. No pre-accident failure, malfunction or metal fatigue of the aircraft was found drg the investigation. All three occupants were killed.

On final approach to Vienna-Schwechat Airport, the pilot was forced to initiate a go-around procedure for unknown reasons when the engine failed. He attempted an emergency landing when the aircraft struck the ground and crashed in an open field located near the village of Probstdorf, about 6 km short of runway 16 threshold. All five occupants were injured, the pilot seriously.