Beechcraft 100 King Air

The pilot obtained three weather briefings before departure. At that time, the current weather along the route of flight showed significant convective activity and a moving squall line, and the forecast predicted significant thunderstorm activity along the planned route of flight. The pilot was concerned about the weather and mentioned that he would be looking for "holes" in the weather to maneuver around via the use of his on-board weather radar. He decided to fly a route further south to avoid the severe weather. Radar data indicates that, after departure, the pilot flew a southerly course that was west of the severe weather before he asked air traffic control for a 150-degree heading that would direct him toward a "hole" in the weather. A controller, who said he also saw a "hole" in the weather, told the pilot to fly a 120-degree heading and proceed direct to a fix along his route of flight. The airplane flew into a line of very heavy to intense thunderstorms during cruise flight at 25,000 feet before the airplane began to lose altitude and reverse course. The airplane then entered a rapid descent, broke up in flight, and subsequently impacted terrain. Review of recorded precipitation data showed that there was substantial information available to the controller about moderate to extreme weather along the aircraft’s route of flight. While the controller stated that he saw a hole or clear area ahead of the aircraft, this is contradicted by both the recorded data and the statement of a second controller working the D-position at the time of the accident. The first controller did not advise the pilot of the severe weather that was along this new course heading and the pilot entered severe weather and began to lose altitude. The controller queried the pilot about his altitude loss and the pilot mentioned that they had gotten into some "pretty good turbulence." This was the last communication from the pilot before the airplane disappeared from radar. Review of recorded precipitation data showed that there was substantial information available to the controller about moderate to extreme
weather along the aircraft’s route of flight. The controller did not provide advisories to the pilot regarding the adverse weather's immediate safety hazard to the accident flight as required by Federal Aviation Administration Order 7110.65. Examination of the recovered sections of flight control surfaces revealed that all of the fractures examined exhibited signs consistent with overstress failure. There was no evidence of preexisting cracking on any of the fracture surfaces examined and no preaccident anomalies were noted with the engines.

The pilot added fuel to the multi-engine airplane prior to departure. While en route to the destination airport, the pilot noted that the fuel gauges indicated that the right main-tank appeared to be almost empty and the left tank appeared half full. The pilot initiated the crossfeed procedure in an effort to supply fuel to both engines from the left main tank. Shortly after beginning the crossfeed procedure, both engines experienced a total loss of power. The pilot notified air traffic control (ATC) and selected a field to perform a forced landing. Prior to touchdown, the right engine produced a surge of power and, in response, the airplane rolled to the left. The surge abruptly ended and the pilot continued the forced landing by lowering landing gear and extending the flaps. The airplane impacted the ground, coming to rest in an open field. A postimpact examination did not reveal any anomalies with the airframe or engine that would have precluded normal operation. Although both fuel tanks were ruptured, the accident scene did not contain a large amount of residual fuel. A small fuel slick was found on the surface of a nearby pond; however, the grass area underneath both wings did not contain dead grass; this would have been expected if there was more than a negligible amount of fuel in the tanks at time of impact.

The twin engine aircraft departed Charallave-Óscar Machado Zuloaga Airport on a charter flight to Valera, carrying four passengers and two pilots. While descending to Valera-Carvajal Airport in IMC conditions, at an altitude of 9,650 feet, the aircraft impacted the slope of Mt Piedra Gorda located 35 km from the airport. The wreckage was found the following day at the end of the afternoon. The aircraft disintegrated on impact and all 6 occupants were killed.

The crew was on a re-positioning flight from Thompson to Island Lake, Manitoba. On arrival in the Island Lake area, the crew commenced an instrument approach to Runway 12. On the final approach segment, the aircraft descended below the minimum descent altitude and the crew initiated a missed approach. During the missed approach, the aircraft struck trees. The crew was able to return for a landing on Runway 12 at Island Lake without further incident. The two crew members were not injured; the aircraft sustained damage to its right wing and landing gear doors. The accident occurred during hours of darkness at approximately 2110 Central Standard Time.

The Sky North Air Ltd. Beechcraft A100 (registration C-FSNA, serial number B-227) operating as SN683 departed Runway 32 at Gods Lake Narrows, Manitoba, for Thompson, Manitoba with two pilots, a flight nurse, and two patients on board. Shortly after takeoff, while in a climbing left turn, smoke and then fire emanated from the pedestal area in the cockpit. The crew continued the turn, intending to return to Runway 14 at Gods Lake Narrows. The aircraft contacted trees and came to rest in a wooded area about one-half nautical mile northwest of the airport. The accident occurred at 2140 central standard time. All five persons onboard evacuated the aircraft; two received minor injuries. At approximately 0250, the accident site was located and the occupants were evacuated. The aircraft was destroyed by impact forces and a post-crash fire. The emergency locator transmitter was consumed by the fire and whether or not it transmitted a signal is unknown.

For unknown reasons, the aircraft made a wheels up landing and skidded on runway at Stony Rapids Airport before coming to rest. Both pilots were uninjured while the aircraft was damaged beyond repair.

Shortly after takeoff from Bauru Airport, the twin engine aircraft encountered difficulties to maintain a positive rate of climb. It then descended until it impacted ground about 5 km from the airport. The pilot, sole on board, was killed. He was supposed to deliver the aircraft at Sorocaba Airport.

The twin engine aircraft, owned by the Red Canyon Aesthetics & Medical Spa, a dermatology clinic headquartered in Cedar City, was returning to its base when shortly after take off, the pilot elected to make an emergency landing due to technical problem. The aircraft hit the ground, skidded for 300 meters and came to rest in flames in the desert, near the Arches National Park. All 10 occupants, among them some cancer specialist who had traveled to Moab early that day to provide cancer screening, cancer treatment, and other medical services to citizens in Moab, were killed.

The reported weather at the time of the accident was calm winds, a 1/4-mile visibility in fog and a vertical visibility of 100 feet. Shortly after takeoff for the instrument-flight-rules flight, the airplane made a slight turn to the left and impacted the tops of 25-foot trees about a 1/2 mile from the runway. An enhanced ground proximity warning system was installed on the airplane and data extraction from the system indicated that the airplane achieved an initial positive climb profile with a slight turn to the left and then a descent. A witness reported hearing the crash and observed the right wing impact the ground and burst into flames. The airplane then cartwheeled for several hundred feet before coming to rest inverted. The airframe, engines, and propeller assemblies were inspected with no mechanical anomalies noted that would have precluded normal flight.

The crew was performing an illegal flight from Colombia to Mexico with one ton of cocaine on board. While flying over the State of El Petén in Guatemala, the pilot informed ATC about technical problem and was cleared to divert to Santa Elena-Munda Maya Airport. On approach, the twin engine aircraft crashed in an open field located 30 km from the airport. The aircraft was destroyed and both occupants were killed. Guatemaltecan Authorities confirmed that at the time of the accident, the aircraft was registered YV-1568 which was a false registration; the real one was XB-JVV.