Executive/Corporate/Business

During arrival, flight was vectored for NDB runway 06 approach, and advised Raleigh-Durham weather was 500 feet overcast, visibility 3 miles with fog, wind from 140° at 12 knots, altimeter 30.01. After clearance for approach, aircraft crossed final approach fix (faf) at 2,100 feet msl. Radar service was terminated and frequency change was approved. When aircraft did not arrive, search was initiated. The wreckage was found about 2.5 miles southwest of runway 06, where aircraft hit trees and crashed. Elevation of crash site was about 600 feet msl. MDA for approach was 1,160 feet msl (with local altimeter setting; 1,260 feet with Raleigh-Durham setting). Exam revealed aircraft hit trees, while on runway heading in wings level attitude; configured for landing. No preimpact part failure/malfunction was found. Toxicological check of pic's blood showed 0.10 mg/l of diazepam and 0.09 mg/l of nordiazepam. Check of his urine showed metabolite of marijuana (11- nor-delta-9-tetrahydrocannabinol-9-carboxylic acid) at level of 0.117 mg/l. After surgery for malignant lymphoma (feb 89), pic was restored to flight status on 8/9/89 and cleared for pic duty one week later. He continued flying tho he received maintenance chemotherapy and associates noted that he tired easily. Both occupants were killed.

During arrival, the flight was issued the current Paducah altimeter setting. The pilot requested vectors for an approach to runway 18, but the ARTCC controller (ctlr) could not accommodate the request. The pilot was cleared for a VOR/DME-a approach. MDA for the approach was 1,080 feet msl (600 feet agl). At 2108 cdt, the flight changed to the FBO frequency. FBO personnel observed the aircraft fly over the airport and advised that it was too low. One of the pilots replied that they would be 'staying under the clouds.' The pilots had planned to land on runway 36, but reported they lost sight of the runway and would change to runway 18. Subsequently, the aircraft collided with a tree about 1 mile north-northeast of the airport, while on a westerly heading (approximately position of base leg for a VFR pattern). The aircraft came to rest about 700 feet west of the tree and was destroyed by impact and fire. No preimpact part failure/malfunction of the aircraft was found. Approximately 30 miles west at Paducah, the weather was in part: 200 feet scattered, 900 feet overcast visibility 3 miles with rain and fog, wind from 360° at 7 knots. The airport manager estimated there was a 200 feet ceiling at the airport. All six occupants were killed.

The instrument rated pilot took off from his home, uncontrolled airport, for a flight under visual flight rules to a distant airport. A ground witness stated that instrument meteorological conditions existed at the airport of departure at the time of the takeoff. The pilot inadvertently entered instrument meteorological conditions, began an uncontrolled descent, and collided with the terrain. The pilot, sole on board, was killed.

Following an uneventful flight from Goiânia, the crew started the descent to Belém-Val de Cans Airport runway 06 via heading 243° then reported 6 nm from the airport at an altitude of 2,000 feet. Eleven seconds later, the aircraft went out of control and crashed in a wooded area located on the Oncas Island, few km short of runway 06 threshold. The aircraft was totally destroyed upon impact and all four occupants were killed.

During takeoff, the aircraft rolled abruptly to the right after lift-off. Subsequently, the right wingtip struck the surface, then the aircraft cartwheeled and crashed. The fuselage was destroyed by a post-crash fire. An exam of the engines revealed that the right engine supercharger intermediate drive gear shaft had become worn and one of its gear teeth had failed from fatigue. There was evidence that an out-of-mesh condition occurred, which resulted in a partial loss of engine power during takeoff. Also, the aircraft was estimated to be 679 lbs over its max certified gross weight. Density alt was calculated to be about 2,000 feet. All six occupants were killed.

Eleven minutes after departure the pilot reported smoke and a right engine problem, then said 'going down'. Right wing and engine assemblies separated in flight. Fire damage vicinity of right engine left turbocharger; tailpipe assembly had separated. Heavy smoke and heat damage between right wing forward and aft wing spars. Tailpipe had failed in fatigue near flange where attached to turbocharger exhaust port. Evidence of non-uniformly seated gasket between flanges. Also, right engine lower left engine mount deteriorated; significant portion of rubber missing. Piper sb #818 (ad87-07-09) accomplished 5/21/88; requires removal and inspection of exhaust system for cracks and reinstallation with new flange gaskets.

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.

Witnesses saw the airplane depart and last saw and heard it with the landing gear down and both engines running at what they called normal takeoff power. Evidence indicated that the airplane then made a sharp left turn and descended to the ground, left wing first. Evidence indicated that the right engine was developing high power while the left engine was developing somewhat less than takeoff power. Teardown of the left engine revealed metal erosion on the top edges of the pistons with no corresponding marks on the cylinder walls. Some of this erosion was from previous operation and some was from very recent operation. There was no teardown of the right engine. Other than the erosion of the pistons, nothing was found to indicate any preimpact problems with the airframe or powerplants. The pilot, sole on board, was killed.

After takeoff from Santa Cruz-El Trompillo Airport, while climbing, the pilot informed ATC about an engine failure and was cleared to return when control was lost. The aircraft crashed on a golf course located near the airport and was destroyed. The pilot, sole on board, was killed.

The aircraft was routinely flown to Pensacola to pickup a gulf power executive for a flight to Atlanta. The pax had 4 bags, 2 placed in the aft baggage area by the ground crew, the other 2 carried onboard by the pax. After takeoff the CVR recorded the pax stating that there was a fire. The fire in the aft cabin area was confirmed by the 1st officer. An emergency was declared to the personnel ATCT. Subsequently, the aircraft was seen descending out of the overcast streaming dark smoke behind it. The aircraft impacted an apartment complex and a post crash fire destroyed it. No evidence of a lightning strike, aircraft system malfunction, or incendiary device was found during the investigation. Forensic chemical tests showed traces of hydrochloric and sulphuric acid on pax articles but none on the cabin interior. Metallurgical exam of broken fuel line showed overload failure and post heat distress. The interior of the cockpit windows were severely sooted. The flight crew did not don available oxygen masks.