Executive/Corporate/Business

Shortly after takeoff from Cologne-Bonn Airport, while in initial climb, the pilot declared an emergency and was cleared to return. While completing a turn, he lost control of the airplane that entered a dive and crashed onto a house located in Lind, less than 2 km south of the airport. The pilot, sole on board, was killed. There were no casualties on the ground.

During a dark night cross country in instrument meteorological conditions, the airplane was cleared for a VOR approach to runway 30. Due to unfavorable winds, the pilot elected to circle to land on runway 12. While on a right downwind, visual contact with the runway was lost and not reestablished. The pilot continued the descent on the base leg and impacted the terrain in a slight right turn.

On final approach to Leutkirch-Unterzeil Airport, the twin engine aircraft entered an uncontrolled descent and crashed on a railway road located less than 500 metres short of runway 06 threshold. The aircraft was destroyed and all four occupants were killed.

Completing a flight from Istanbul to Southampton, the aircraft flew a procedural ILS and landed on runway 20. The crew report that they encountered wind shear on the final approach and they increased power to compensate for a loss of 10 knot of airspeed. The aircraft landed some 500 feet into the runway and, after touchdown, maximum braking appeared to be ineffective. The crew suspected aquaplaning and activated reversed thrust but they report that correct deployment was not indicated on the flight deck and so they assumed that it was not operating. Despite weaving along the remaining 1,500 feet of runway they were unable to prevent the aircraft from over running the end. The aircraft came to rest some 75 metres into the grass area beyond. Debris, consisting of earth and stones was ingested by the engines and the right wing tank was punctured. An inspection of the runway 10 minutes previously showed that, although the runway was wet, there was no standing water. A runway friction test was carried out at 1646 hrs and this gave the friction on the first, second and third runway segments as 0.67 Mu, 0.66 Mu and 0.57 Mu respectively.

Twelve minutes after departure, the left engine began to run rough and vibrate. The pilot said he could not correct the problem and shut the left engine down. No emergency was declared and the pilot told ATC that he would continue to his destination, 210 nm and 1.5 hours away. The pilot overflew 5 airports with runways over 5,000 feet long and a mountain range. The pilot executed a VOR approach and entered an extended downwind pattern. On short final the pilot executed a go around because he did not get any gear down indications. He then maneuvered for a downwind landing on runway 12. The aircraft hit the ground 100 yards short of the runway, then collided with a ditch and the airport fence. An FAA inspector said there were three clear tire tracks from the point of touchdown to the ditch, where the gear was sheared off. He found no problems with the gear system. Exam of the left engine revealed a left magneto internal failure due to lack of lubrication and wear, which caused cylinder cross firing.

In preparation for a cross country flight with takeoff occurring during a snow storm, the aircraft was loaded in the hangar and towed out by fbo personnel. Following the tow, the torque link was not properly connected and separated during the takeoff run. Due to a loss of nose wheel steering, the takeoff was aborted. The aircraft departed the side of the runway during the abort and the nose wheel was sheared off causing damage to both engines, wings, the fuselage, and landing gear. All four occupants escaped uninjured.

The PA-32, N82419, had been receiving atc radar services en route to the Greenwood Municipal Airport. Radar services were terminated 3 miles from the airport. The MU-2, N74FB, had just taken off from the airport, and had reported to ATC in anticipation of receiving his IFR clearance. The flight had not yet been identified on radar. The two airplanes collided approximately 2 miles from the airport at 2,100 feet msl. The collision took place just outside and to the east of the Indianapolis airport radar service area (arsa). The MU-2 track was 066°, and the PA-32 track was 174°. The pax/pilot on the PA-32 took control of the airplane and was able to make a controlled landing. Guidance for traffic pattern operations and recommended arrival and departure procedures is found in the airman's information manual. All five occupants on board the MU-2 were killed.

The pilot was on second corporate flight of the day and complained to the avionics technician about the autopilot and asked him to adjust it. The technician said it would require a flight check. The pilot said he didn't have time for that, and got the technician to tell him how to perform the adjustment. Radar shows the airplane stable at 14,100 feet after departure. It then begins to deviate from cruise altitude between plus 100 feet to minus 200 feet. Center gives the pilot a 15° course change for traffic and the pilot acknowledges the instruction while the airplane is deviating off course. Radar contact was lost and no further radio transmissions were received from the pilot. Witnesses on the ground reported hearing a loud explosion followed by a muffled explosion, and seeing the airplane exit clouds vertically. The outboard six feet of both wings were found 1.25 miles from crash site. The pilot, sole on board, was killed.

The pilot reported that immediately after takeoff, he had a collision with a flight of birds. He stated that the right engine immediately had a partial loss of power. He stated that he did not attempt to raise the landing gear nor the flaps following the loss of engine power, and the aircraft would not maintain altitude. Examination of the aircraft engines revealed that there was rotational scratching of the turbine housings on the right engine, and no rotational scratching on the turbine housing of the left engine.

Pilot was on final approach when he stated he got a fuel crossfeed 'warning' light. He then proceeded to try to troubleshoot the fuel system by cycling the right boost pump switch, and 'reset and arm' the auto crossfeed. He stated the crossfeed light came on again followed by the right fuel pressure light, and he experienced a power loss on the right side. When he feathered the right engine, the left engine also experienced a loss of power. The pilot cleaned up the airplane and ditched in the lake short of the airport. The investigation revealed the left wing fuel tanks were empty, and the left nacelle tank was collapsed. The right wing fuel tanks were empty, and the right nacelle tank contained 19 gallons of fuel. The fuel supply, transfer, and crossfeed systems were functionally checked, and were operable. All cockpit fuel system lights indicated normal system operation.