Executive/Corporate/Business

N6857E was transporting executives from Holland, MI, to Muskegon. The pilot was executing an ASR approach to runway 06. The MDA is 537 feet agl. Copilot called out 1,200 feet then below 1,000 feet, pilot continued approach. Aircraft struck trees two miles from runway at 15 feet agl. The approach was conducted in heavy fog conditions. The pilot had descended below approach minimums on several occasions in the past. A pilot and two passengers were killed while three other occupants were seriously injured.

The pilot was being vectored around thunderstorms in the area just prior to the accident. During the last radio contact the pilot was issued a vector to the destination airport. During this turn, for unknown reasons, the pilot lost control of the aircraft and descended from the assigned altitude of 6,000 feet msl to the ground in approximately 40 seconds. The aircraft reportedly was in clear weather conditions at this time and had not encountered adverse weather during the entire flight. The pilot did not mention any problems during the radio transmission with ATC. Impact in a shallow lake occurred while in a near vertical nose down attitude at a high rate of speed. The right propeller was found to have been feathered at the time of impact while the left propeller was set in the cruise range. No evidence of any preimpact failure or malfunction of the right engine or propeller was discovered during post accident tests. Path and toxicological exams revealed no physiological factors. Pilots flight time records not available at time of investigation. Both occupants were killed.

The aircraft departed Kidlington at 1133 hrs, the takeoff and initial climb to 1,500 feet being uneventful. Radio contact was made with Brize Norton Controller who requested the aircraft to climb to 2,000 feet on the Brize Norton QFE of 1005 millibars. This was complied with, and at 1140 hrs the aircraft experienced surging of one, then both engines culminating in a complete loss of power at a position 5 nautical miles north north west of Brize Norton. The commander advised the controlled that an engine problem had developed and that he was turning southwards towards the airfield. He subsequently declared a Mayday after opening the crossfeed and switching on the two electric fuel pumps to no avail. The commander stated that up until that time he had been on straight feed, ie right inboard tank feeding the right engine and left inboard tank feeding the left engine, with the crossfeed OFF. The commander also stated that during the unsuccessful attempts to restart the engines, the tank selectors remained as selected as he was aware of the physical presence of fuel in both inboard tanks prior to the departure from Cardiff, and uncertain of the contents of the outboards. The company pilot seated behind the front seats recalled the right fuel gauge was still reading over FULL, and that the left gauge was indicating empty. The commander decided that a forced landing short of the airfield was inevitable, and lowered the gear. The passengers were also warned to tighten their seat belts. At approximately 250 feet above ground level, the mixture levers were pulled back to idle cut off, and the magneto switches thought to have been selected to OFF. The aircraft landed in a field of standing barley and the nose gear detaches causing the nose and the right wing to strike the ground, the aircraft rotate approximately 180° to the right, and the main gear to collapse. On impact, the right engine caught fire immediately followed by the cabin, with fire spreading rearwards along the aisle. The two front seat occupants left by the left main door, the rear passenger by the right overwing exit. Minor injuries were suffered, the commander being detained in hospital for 24 hours with burns. The aircraft was destroyed by a severe fire.

At 1042 mdt, the flight reported moderate turbulences at FL240, but elected to remain at that altitude. At 1055, they were cleared to descend at pilot's discretion to maintain 12,000 feet. Approximately 8 minutes later, shortly after beginning a descent, the flight was instructed to change frequency; but 21 seconds later, they replied 'standby please,' then radio and radar contact were lost. Wreckage was found approximately 26 miles east of the destination airport in mountains. An examination revealed the empennage had separated in flight; pieces of it were found up to one mile away with indication of overload failure. There was evidence that: engines were not operating at ground impact, ignition switches were engaged; left engine start switch was in the 'air' start position and right switch was beyond the 'ground' start position; right propeller was feathered; pax oxygen masks were deployed, indicating cabin had depressurized above 15,000 feet. Weather info indicated cloud bases at 10,000 feet with IMC and turbulences to 25,000 feet, mixed icing from 20,000 feet to 25,000 feet, light rain/snow showers, widely scattered thunderstorms; approximately 15 miles south, 4 inches to 5 inches of hail fellat approximately that time. TPE331 engines had history of flameouts due to ice ingestion caused by impossible use of anti-ice/ignition. All six occupants were killed.

The airplane departed on runway 31 with a low ceiling and visibility variable from 1/4 mile to 1/16 mile and winds from 290° at 38 knots, gusting to 47 knots. A witness stated that the airplane was airborne no more than two minutes after the engines were started. The airplane was heard and observed 1/4 of a mile northeast of the airport at low altitude. It climbed into the clouds and impacted the terrain in an almost flat attitude, 1/8 of a mile beyond and was demolished by impact and post-impact fire. All five occupants were killed.

Airplane crashed during a uncontrolled descent, following a turbulence upset at FL370. The upset occurred as a result of clear air turbulences associated with a vip level 6 thunderstorm located within 7 miles of the last position of the airplane. After the upset, the airplane penetrated and descended thru the cell which contained lightning, extreme turbulences and severe icing. During the upset/descent both engines flamed out and the crew's attempts to recover the airplane were unsuccessful due to conditions in the cell. Crew received an improper briefing from FSS and reported their radar was malfunctioning to the deputy controller. Sigmet and AWW info was not given during the briefing. As the airplane came out of the bottom of the cell at 4,000 feet, the crew overstressed the airplane causing the left main landing door to separate and hit the left horizontal stab which subsequently separated in overload. Impact was 82° nose down. Nature of the airplane radar malfunction could not be determined. All seven occupants were killed.

The twin engine airplane departed Medellín-José María Córdova at 2248LT on a charter flight to Cali. During initial climb, the aircraft went out of control and crashed in unknown circumstances near the city of El Retiro, about 13 km southwest of Medellín Airport. The aircraft was destroyed and all eight occupants were killed.

Evidence shows copilot called, 'mayday, uncontrolled spin' after aIRCRAFT radar track showed decelERATION from 180 to 120 kNOts over 2 minUTES period while maintaining constant 4,000 feet cruise altitude. Constant altitude consistent with autopilot/autotrim use, particularly in view of reported turbulence/icing. Elevator trim found at approx 13° nose up. No evidence found of preimpact failure or malfunction in aircraft powerplants, structure or systems. Evidence suggests scenario of crew inattention after power reduction with autopilot altitude setting. On power application, aircraft pitched up from slow speed into uncontrolled flight. Duty day at time of mishap approaching 11 hours. All five occupants were killed.

As the aircraft was climbing thru 19,000 feet at night, the #2 generator (gen) light came on. The flight crew noted there was no output from the #2 gen and it would not reset. They then checked the #1 gen voltage and noted it was 14 to 15 volts. The crew reduced the electrical load; however, about 5 minutes later, the batteries became discharged and there was a total loss of electrical power. Using a flashlight, the crew diverted to the Chester County Airport which had a 4,600 feet runway. The gear was extended with the emergency system. The elevator trim was inoperative, so both pilots applied back pressure on the yoke to overcome the nose down tendency. After landing about 1/4 of the way down the runway, the crew tried to use the thrust reversers, but the reversers were inoperative. Subsequently, the aircraft continued off the side and beyond the end of the runway, hit a wooden beam and a snowbank, then came to rest in a ditch. An investigation revealed a shaft failure of the #2 gen (starter/gen) and worn brushes in the #1 gen. With total electrical failure, the following were also inoperative: wing flaps, anti-skid, capt's airspeed indicator and altimeter, nose wheel steering, cockpit lighting.

At rotation the right engine failed. The aircraft entered a skidding turn to the right and continued to climb to about 100 feet agl. During the turn 110° from takeoff. Heading aircraft rolled inverted and descended into a car port. Extensive post impact fire destroyed aircraft, car port and three vehicles. Gear was not retracted and propellers was not feathered. During post accident exam of the right engine extensive internal damage was found. Both occupants were killed.