Executive/Corporate/Business

En route from Steinbach to Webequie, the pilot informed ATC about his position some 64 km north of Pickle Lake. Few minutes later, the twin engine aircraft crashed in unknown circumstances in the region of Nibinamik, southwest of Webequie. The wreckage was found on September 23 in an isolated area. Both occupants were killed.

The pilot reported the right engine failed, followed by the left engine approximately one minute later while he was in cruise at 25,000 feet. He said he initiated a steep descent to get below 18,000 feet, and attempts at restarting the left engine were unsuccessful. The pilot landed 500 feet down a 1,900 feet long runway and ran off the departure end, 300 feet, into a wooded area. Post accident investigation found 130 gallons of fuel onboard in the main tanks. The fuel was tested and found to be free of water. The fuel lines were free of obstructions and the fuel pumps worked. A failed torque sensor was found on the left engine which would disconnect the left engine driven fuel pump. The right engine was test run satisfactorily.

The business flight departed Lavrentya, Russia with what the pilot-in-command estimated to be 50 gallons of usable fuel on board the airplane and landed in Provideniya, Russia around 40 minutes later with about 30 gallons of fuel remaining. The plane took on an additional 30 gallons of fuel. The pilot said that he normally departed Provideniya with 120 gallons of fuel but that there was no additional fuel available. The flight departed Provideniya with what the pilot estimated to be 1 hour and 45 minutes of fuel endurance and landed in Gamble, Alaska on St Lawrence Island approximately 25 minutes later. The pilot did not dip stick the fuel tanks to verify the amount of fuel on board. The pilot did not check on the availability of fuel in Gamble. The right and left engines lost power approximately 40 minutes and 50 minutes, respectively after departing gamble. The airplane did not carry personal flotation devices for the passengers.

The Rockwell 690A, N707BP, was flying a straight-in entry to a downwind leg for runway 19 at the non-controlled airport. The only radio call heard from the Rockwell was a request for an airport advisory when it was about 20 miles southeast. The Piper PA-28R, N33056, had departed from runway 19. No radio calls were heard from the Piper. Witnesses observed the Rockwell heading north and the Piper heading east moments before the collision. The witnesses stated the Piper pitched up and banked steeply moments before the collision. The collision occurred approximately 2 miles east-southeast of the airport. On-scene investigation showed that the Piper's left main landing gear tire had made an imprint on the bottom of the Rockwell's outboard left wing. Paint color from the Rockwell had transferred to the Piper's left wing skin. All six people in both aircraft were killed.

On Friday afternoon, July 16, 1993, at 1405 mountain daylight time, a Beech B-60, N75CX, registered to the pilot, overran the end of the runway and impacted terrain while landing at the Camas County Airport, Fairfield, Idaho. An IFR flight plan was filed for the business flight, conducted under 14 CFR 91, which departed Hermiston, Oregon at 1244, July 16, 1993. Visual meteorological conditions prevailed in the area. The private certificated pilot and passenger Peter W. VanKomen were seriously injured. Passenger Chris A. Carrow suffered minor injuries in the accident. The aircraft was destroyed in the mishap. There was no fire. Witnesses reported the pilot landed on runway 7, near the center of the 2950 feet long gravel airstrip and was unable to stop on the runway. The aircraft skidded off the east end of the runway where it impacted a ditch and dirt embankment. The Camas County Sheriff reported he examined the aircraft tire marks on the runway, which according to his measurement, started 1400 feet from the west end of the runway (See Sheriff Report). The sheriff indicated in his report that a witness, Bill Simon, stated in an interview that the pilot landed in downwind conditions, estimated to be 15 to 20 knots. Witness David Coffin, a private pilot, reported the two wind socks on the strip were fully extended, indicating the wind was blowing from west to east at a velocity in excess of 25 MPH, and gusting 30 to 35 MPH. The surface aviation weather observation, taken at Hailey, Idaho, 24 miles northeast of the accident site at 1350 MDT, July 16, 1993, was recorded as 3000 feet scattered clouds, visibility 30 miles, temperature 65 degrees F., dew point 29 degrees F., wind 210 degrees at 10 knots and altimeter 30.05 inches Hg. The density altitude at the Camas County Airport was calculated to be 6488 feet. The airport facility directory indicates the Camas County Airport has a single 2950 by 40 feet dirt runway, oriented 070 and 250 degrees. The elevation at the airport is 5058 feet above mean sea level.

On his second visit to Marshfield Airstrip, the pilot noted that the surface wind was blowing from 300°, across the 880 yard long grass strip which is oriented 08/26. He recalled that the strip had a significant slope which he thought was iphill on runway 08 and he decided to land in that direction to take advantage of the deceleration gained by landing uphill. The pilot made two approached to the strip followed by go-arounds during which he assessed the strength of the crosswind which was stronger than forecast. On the third approach the aircraft cleared trees close to the runway threshold and touched down between one third and one half of the way along the strip. The pilot stated that touchdown in this area was a deliberate decision on his part which was justified by the aircraft's ability to stop quickly on an uphill grass surface. Unfortunately, he had in fact landed in the downhill, downwind direction and was unable to stop the aircraft on the wet grass before the end of the strip. The aircraft passed through a low, dry stone wall at the end of the grass at a speed of 15 knots and came to rest some 10 metres beyond it after all three landing gears had collapsed rearwards. No one was hurt and there was no fire; all the occupants were able to leave the aircraft through the normal exit door. §

The airline transport pilot reported that shortly after takeoff from runway 36, he heard a loud noise from the left engine area, and observed smoke trailing the left engine nacelle. He confirmed that the left engine was losing power, and he feathered the left propeller. He was unable to maintain altitude, and the aircraft was force landed on wooded terrain. The aircraft caught fire on the ground after colliding with trees and was destroyed. An inspection of the left engine turbocharger revealed that the rotor shaft was seized, with evidence of metal transfer to the bearing journals.

N500AK encountered icing in flight before start of ILS approach. Radar data showed that before reaching outer marker, it slowed in a manner that was consistent with a power reduction (or partial loss of power), then it entered a steep descent and crashed. Examination revealed engines were not operating at impact and that propellers had been feathered. No preimpact part failure or malfunction of engines, propellers or anti-ice system was found. There was evidence that engine inlet anti-ice annunciator lights and stability augmentation system (SAS) fault warning light were illuminated during impact. The engine manufacturer reported that flameouts had occurred in other aircraft, during or following operation in icing conditions, sometimes after descent into warmer air. Flight manual noted that if icing was encountered with anti-ice system off, select continuous ignition and then select engine and propeller heat (1 engine at a time, ensuring first engine was operating satisfactorily before selecting second engine) and engage sas heat. All four occupants were killed.

The pilot stated that when the flight was on final approach, 'the aircraft suddenly stopped flying and contacted the snow...came to a stop about 500 feet down the runway on the centerline. All 3 gears were folded back.' The airplane had been washed the night before and then rolled outside into -5° temperature. Ice was found in the airplane static system.

The pilot tried to activate the radio-controlled runway boundary lights about 10 miles away, and also while he was in the traffic pattern, but he was unsuccessful. He continued his descent to approximately 500 feet above the ground using the vasi (visual approach slope indicator) lights. The pilot stated that he had the airport in sight and' felt well enough in sight to complete landing.' The airplane touched down in approximately 18 inches of snow 60 feet off the right side of the runway. The pilot reported that there was no mechanical malfunction. He said as he got closer to the ground he realized it was snow-mobile tracks and not the runway. He tried to go-around but the airplane impacted the ground collapsing the nose gear.