Private

The accident flight was the pilot's first 700 nm cross-country flight in the newly purchased airplane. Prior to departing he had the airplane refueled with the airplane on a slope. The individual who refueled the airplane estimated that the left wing tip was 12 to 14 inches lower than the right wing tip. He stated that the pilot was very concerned about getting as much fuel in the airplane as possible because of his up-coming flight. After climbing to his assigned cruising altitude of 21,000 feet and about two hours into the flight the pilot reported to ATC that he needed to divert. During the descent the pilot reported that he was experiencing a fuel problem and that one engine was sputtering. Two minutes later the pilot declared an emergency and reported that both engines were sputtering. The pilot reported at that time that he had 15 total gallons of fuel remaining A witness to the accident reported that he saw the airplane flying southbound and that the wings were rocking side-to-side. The airplane then rolled to the right before crashing into the citrus grove. Examination of the airframe revealed no pre-impact failure to any flight control surface or control system component. The power plant investigation did not disclose any pre-impact mechanical failure of any rotating or reciprocating component of the engine. Interviews with pilots who had flown with the accident pilot indicated that this was his first flight above 13,000 feet in the accident airplane, and was probably his longest distance attempted flight since he had purchased the airplane. According to information contained within the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (VB-1190), "The full amount of usable fuel is based on the airplane sitting on a level ramp, laterally level, and longitudinally (approximately 1 1/2 degree nose up) with each tank fueled to 0.6 inches below filler neck. The wing tanks are extremely sensitive to attitude and if not level, they cannot be fueled to the full usable capacity." This information is also included in the FAA Type Certificate Data Sheet No. A17WE under the section Data Pertinent to All Models, Note 1.

The private pilot was continuing a cross-country flight after having stopped for fuel. About 20 minutes into the flight, the pilot said both engines started running rough, and he turned the airplane toward the nearest airport and descended. The pilot reported that he did not think the airplane would make it to the airport, and that due to the rugged terrain, he felt it was better to ditch the airplane in a large lake he was flying over. The pilot reported there were no mechanical anomalies prior to the loss of engine power. He said he felt that fuel contamination was the cause of the engine problem, and that not fueling during heavy rain might have prevented the problem. Fuel samples were taken from the fuel supply where he added fuel, and the equipment used to fuel the airplane. No other instances of fuel contamination were reported, and according to the FAA inspector the fuel samples were tested, and found to be clean. The airplane was not recovered from the lake, and has not been examined by the NTSB.

The first officer was flying the Area Navigation, Global Positioning System, approach to runway 22. During the approach, the airplane was initially fast as the first officer had increased engine power to compensate for wind conditions. Descending below the minimum descent altitude (MDA), the first officer momentarily deployed the speed brakes, but stowed them about 200 feet above ground level (agl), and reduced the engine power to flight idle. The airplane became low and slow, and developed an excessive sink rate. The airplane subsequently landed hard on runway 22, which drove the right main landing gear into the right wing, resulting in substantial damage to the right wing spar. The first officer reported intermittent airspeed fluctuations between his airspeed indicator and the captain's airspeed indicator; however, a subsequent check of the pitot-static system did not reveal any anomalies that would have precluded normal operation of the airspeed indicators. About the time of the accident, the recorded wind was from 190 degrees at 11 knots, gusting to 24 knots; and the captain believed that the airplane had encountered windshear near the MDA, with the flaps fully extended. Review of air traffic control data revealed that no windshear advisories were contained in the automated terminal information system broadcasts. Although the local controller provided windshear advisories to prior landing aircraft, he did not provide one to the accident aircraft. Review of the airplane flight manual (AFM) revealed that deploying the speed brakes below 500 feet agl, with the flaps in any position other than the retracted position, was prohibited.

The privately operated Piper Malibu PA-46-310P was en route from Salem, Oregon, to Springbank, Alberta, on an instrument flight rules flight plan. During the descent through 17 000 feet at approximately 55 nautical miles (nm) southwest of Calgary, the pilot declared an emergency with the Edmonton Area Control Centre, indicating that the engine had failed. The pilot attempted an emergency landing at the Fairmont Hot Springs airport in British Columbia, but crashed at night at about 1912 mountain daylight time 11 nm east of Invermere, British Columbia, in wooded terrain. The pilot and two passengers were fatally injured.

The airplane was loaded to within a few hundred pounds of its maximum gross takeoff weight, and departed from an airport located in a valley, surrounded by rising terrain. Although visual conditions prevailed at the accident airport, fog was present in the adjacent valleys. During the initial climb after takeoff, the right engine lost partial power due to a failure of the number one cylinder exhaust valve. The pilot secured the right engine; however, he was unable to maintain a climb with only the left engine producing power. The airplane was manufactured in 1964. Review of weight and performance data published at the time of manufacture, revealed that the airplane should have been able to climb about 400 feet-per-minute with a single engine producing power. No current weight and balance data was recovered, and due to impact and fire damage, the preimpact power output of the left engine could not be determined. Both engines were last overhauled slightly more than 12 years prior to the accident, and flown about 310 hours during that time. For the make and model engine, the manufacturer recommended overhaul at 1,200 hours of operation, or during the twelfth year.

Following an uneventful flight from Kralendijk, Bonaire Island, the crew started a night approach to Santo Domingo-Mayor Buenaventura Vivas Airport, Venezuela. On final, the aircraft struck trees and crashed in a wooded area located 9 km short of runway. The aircraft was destroyed and both pilots were killed.

On approach to Madison-Dane County-Truax Field, the pilot encountered technical problems with the right main gear that remained stuck in its wheel well. He decided to retract the gear and to complete a wheels-up landing. The twin engine aircraft belly landed and slid for few dozen metres before coming to rest. Both occupants escaped uninjured and the aircraft was damaged beyond repair.

The private, instrument-rated pilot, was on an IFR cross-country flight, and had been cleared for a GPS approach. He reported that he was 5 minutes from landing, and said he was circling to the left, to land the opposite direction from the published approach. The traffic pattern for the approach runway was right traffic. Instrument meteorological conditions prevailed, and the weather conditions included a visibility of 3 statute miles in light rain and mist; few clouds at 400 feet, 1,000 feet overcast; temperature, 55 degrees F; dew point, 55 degrees F. The minimum descent altitude, either for a lateral navigation approach, or a circling approach, was 580 feet, and required a visibility of 1 mile. The missed approach procedure was a right climbing turn. A circling approach north of the runway was not approved. Witnesses reported that the weather included low clouds and reduced visibility due to fog and drizzle. The airplane was heard, but not seen, circling several times over the city, which was north of the runway. Witnesses saw the airplane descending in a wings level, 30-45 degree nose down attitude from the base of clouds, pitch up slightly, and then collide with several trees and an unoccupied house. A postcrash fire consumed the residence, and destroyed the airplane. A review of FAA radar data indicated that as the accident airplane flew toward the airport, its altitude slowly decreased and its flight track appeared to remain to the left side (north) of the runway. The airplane's lowest altitude was 800 feet as it neared the runway, and then climbed to 1,700 feet, where radar contact was lost, north of the runway. During the postaccident examination of the airplane, no mechanical malfunction was found. Given the lack of any mechanical deficiencies with the airplane, it is likely the pilot was either confused about the proper approach procedures, or elected to disregard them, and abandoned the instrument approach prematurely in his attempt to find the runway. It is unknown why he decided to do a circle to land approach, when the tailwind component was slight, and the shorter, simpler, straight in approach was a viable option. Likewise, it is unknown why he flew towards rising terrain on the north side of the runway, contrary to the published procedures. From the witness statements, it appears the pilot was "hunting" for the airport, and intentionally dove the airplane towards what he perceived was an area close to it. In the process, he probably saw
trees and terrain, attempted to climb, but was too low to avoid the trees.

The airport is on a plateau, and the surrounding terrain is lower than the runway. After departing runway 24, the airplane collided with the top conductor of a telephone line an estimated 2,500 feet from the departure end of the runway. The airport elevation was 331 feet msl and the estimated elevation of the line was 245 feet. The debris path was along a magnetic bearing of 270 degrees. Both left and right engines displayed contact signatures to their internal components that were characteristic of the engines producing power at the time of impact. Fire consumed the cabin and cockpit precluding a meaningful examination of instruments and systems. An aviation routine weather report (METAR) issued about 13 minutes before the accident stated that the winds were calm, visibility was 1/4 mile in fog; and skies were 100 feet obscured. An examination of the pilot's logbook indicated that the pilot had a total instrument flight time of 268 hours as of June 21, 2007. In the 90 prior days he had flown 11 hours in actual instrument conditions and logged 20 instrument approaches.

The single engine aircraft departed Wangerooge Island Airport on a private flight to Bremen, carrying four passengers and one pilot. Following a takeoff roll of about 300 metres from runway 28, the aircraft lifted off and entered a high angle of attack. It rolled to the left and crashed in a drainage ditch located about 340 metres from the departure point. All five occupants were injured and the aircraft was destroyed. Both people seating in the cockpit were seriously injured as the cockpit was destroyed by impact forces.