Executive/Corporate/Business

While en route, the aircrew encountered stronger headwinds than expected. They realized there would not be enough fuel reserves for an IFR flight to Aspen, so they elected to divert to Eagle, CO. However, their landing at Eagle was delayed due to a snowplow (with no radio) on the runway. After circling and reentering final approach, the aircrew noted that the snowplow was still on the runway, headed in their direction. They continued their approach and the snowplow cleared the runway. According to the snowplow operator, the aircraft was 100 to 200 feet agl when it crossed the threshold. A FSS specialist noted that the aircraft was still airborne when it passed the 2nd turnoff, approximately 2,300 feet from the threshold. After touching down on the snow covered runway, the pilot deployed the spoilers and immediately applied braking action, but was unable to stop on the remaining runway. The aircraft continued off the end of the runway, went down a 15 feet bank and ran into a small ravine. The runway gradient was 1.4% downhill, elev 6,538 feet. Drag chute was not deployed, 600 lbs fuel remaining. All six occupants were evacuated, among them five were injured, one seriously.

During arrival, there were indefinite delays at White Plains, NY, so the pilot diverted to Newburgh, NY. He was vectored for an ILS runway 09 approach. While en route, the pilot requested and was given the ILS frequency, minimums for the approach, the airport elevation (491 feet msl), the Newburgh weather and the frequency for the outer compass locator (even tho, current approach charts were on board). He was cleared for the approach, but the aircraft hit trees and crashed, 2.58 miles west of runway 09. Elevation of the crash site was about 580 feet. The minimum descent altitude (MDA) for the approach was 682 feet. An exam of the wreckage revealed no preimpact part malfunction or failure. The pilot was required to wear lenses to correct his vision. The area forecast called for icing, turbulence, low level wind shear, low ceilings, rain, drizzle, fog and a chance of light freezing rain/drizzle. Reportedly the pilot received a full weather briefing, but was not briefed on sigmets Juliett 7 and Lima 4 which called for moderate to severe turbulence and low level wind shear and occasional moderate to severe mixed/clear icing in clouds and precipitations below 8,000 feet.

The pilot had just taken off at night on a flight to Mexico when he declared an intent to return and land with some unspecified emergency. While he was using his radio, the sound of both engines, running at high power, was audible. When asked if he required assistance, he gave an affirmative reply, but when asked if he required a crash crew, he gave a negative reply. Shortly after that, the aircraft collided with power lines about 1 mile from the runway, then impacted the ground and was demolished by fire. Impact with the power lines occurred at about 55 feet agl. A wire impact mark on the nose door indicated the aircraft was in a vertical bank when the collision occurred. An exam of the wreckage revealed no evidence of a preimpact/mechanical malfunction or failure; however, there was extensive damage from fire. There was evidence that the aircraft was loaded beyond its max certificated gross weight. The pilot had a temporary US license based on his canadian license. The pilot, sole on board, was killed.

The aircraft collided with a hilltop during a missed approach in IMC weather. The aircraft was on an IFR flight plan. The pilot stated visual contact was established at about 2,000 feet msl but ground features were masked in snow. When the pilot did not see the airport at the proper time he commenced a missed approach and the aircraft struck the ground. Investigation revealed that the obs (vor course indicator) was set on 222° instead of 202° for the published inbound heading. The resultant course passed directly over the accident site. The aircraft was not observed on radar because of its low alt. The pilot, sole on board, was seriously injured.

Before departing Youngstown, OH, the pilot filed two IFR flight plans, one for a flight to Plattsburgh, NY, the other for a return flight from Plattsburgh back to Youngstown. After a 2 hour and 10 minutes flight to Plattsburgh, 70 gallons of fuel was added, but the person who serviced the aircraft indicated the tanks were not full after servicing. The plane then made a 10 minutes flight to Burlington, VT, but no fuel was added at Burlington. The pilot then took off on a return flight to Youngstown. During the descent phase to Youngstown, the pilot requested vectors to the closest airport. He was provide vectors to the Chess Lamberton Airport and advised it was 6 miles away. A short time later, the pilot said the aircraft had lost power. Subsequently, it crashed in rolling, wooded terrain. During an exam, no fuel was found in the aircraft. No other evidence of a malfunction or failure was found. With the passenger and cargo load, a maximum of about 104 gallons of fuel could have been used without exceeding the certificated gross weight of the aircraft. At 45 to 55% power, the aircraft burned 17 to 22 gallons per hour. Wind gusts 30 knots. All six occupants were killed.

While descending into the Patterson area on an IFR flight plan, the pilot was cleared to hold and was advised that he would be the #2 aircraft for an approach to the Patterson Airport. A few minutes later the pilot asked how long the delay would be. He subsequently stated he had the airport, cancelled IFR and was going in VFR. A pilot who had just departed the airport heard a Mitsubishi call 'turning base.' He could not see an aircraft on base for runway 05. He called but did not receive a reply. The aircraft contacted trees along a heading of about 225°. The flaps were extended about 5° and the landing gear were extended. All three occupants were killed.

Shortly after takeoff, the left engine began to progressively lose power and was shut down. The aircrew notified Beech Tower of the problem and reported they would like to return and land. The aircraft was observed on final approach to runway 18 with the gear extended and the left prop stopped. Before landing, the aircraft began veering to the left. It crossed over the end of the airport at about 40 feet agl and 300 feet left (east) of the runway. The left wing and nose dropped and the aircraft impacted the ramp, left wing first. The aircraft then skidded across the ramp on a heading of 160° and collided with and damaged three other aircraft; a Beechcraft F33A registered N1833S; another Beechcraft 60 Duke registered N6747D and a Beechcraft 58 registered N5800B. An investigation revealed that the #2 exhaust valve lifter had become flat and the #2 exhaust valve had failed from fatigue. Both pilots escaped uninjured.

Crashed in unknown circumstances while taking off from a soggy airfield at Mayo. Occupant fate unknown.

The aircraft had departed Laredo, TX, on a flight to Fort Smith, AR, with an intermediate stop at Brinkley, AR. The fuel tanks were 'topped' at Laredo, but no fuel was added at Brinkley. During arrival at Fort Smith, the pilot declared an emergency for 'extremely low fuel.' He was cleared for a straight-in approach. Very shortly after that, both engines began running rough with both fuel boost pump lights illuminated. The pilot informed the tower that he would not be able to reach the airport. He selected a dark unpopulated area to land and extended the gear. When he turned on the landing lights, he realize he had selected a wooded area. The aircraft was destroyed after impacting trees. The pilot had begun the first of six flights at 0608 cdt and had gotten very little sleep the preceding night. Both occupants were seriously injured.

Investigation revealed that the pilot aborted two takeoff attempts due to a 'roughness' in one engine. Not able to duplicate the roughness during subsequent ground checks, the pilot departed. At an altitude of 300 feet agl the left engine began to surge and the right engine, according to the pilot, 'seemed to be delivering no power either and I could feel the plane decelerating.' The pilot stated he turned the aircraft to miss a housing development. A witness stated that the left wing dropped and the aircraft dove into the ground at about 45° angle. Investigation failed to reveal any reason for loss of engine power. Both passengers were seriously injured and the pilot was killed.