Beechcraft 90 King Air

After taking off, the pilot established radio contact with departure control and reported a directional gyro problem. Seconds later, he reported that he was losing all instruments. Departure control attempted to provide no-gyro vectors. The pilot was instructed to make a frequency change. Soon thereafter, radio and radar contact were lost and the aircraft crashed. Before crashing the aircraft was observed in a rolling attitude. Wreckage was found scattered over a 600 feet by 150 feet area. An exam revealed the right wing had separated in flight. There was evidence that the right wing had failed in an upward (positive) direction. The pilot's attitude gyro was damaged during impact, but no rotational damage was noted. The pilot's attitude indicator and copilot's turn indicator were air driven, the pilot's turn indicator was dc powered and the copilot's attitude indicator was ac powered. The maintenance log did not have a current static/altimeter and transponder check. Both occupants were killed.

Witnesses heard the airplane circle twice before the approach. A fog bank had just rolled into the area and visibility was reduced to approximately one mile with the bases at 200 to 300 feet. The airplane was observed emerging from the fog in a steep left turn and descending rapidly; right of center line, on a one mile final. The left bank angle increased to near 90° when the nose dipped down and the airplane collided with a parked vehicle 150 feet right of centerline and 50 feet short of the runway. Unicom not manned. No radio in ambulance on ground. Basic weather data shown from north bend, 60 miles north. All three pilots were killed.

The pilot stated that 15 minutes prior to arrival he notified the hospital and asked them to check the runway. As he entered downwind security advised him of animals on the runway so he circled until they called back stating it was clear. Just as the airplane was touching down, two horses began to cross the runway. The pilot attempted to go-around; however, the airplane contacted both animals and the pilot elected to abort the go-around. The left main landing gear collapsed and the airplane slid to a stop. A post crash fire ignited and was extinguished shortly thereafter. The landing was being made during dark night conditions.

During a return flight at night to Decatur, AL, the pilot noted his weather radar was inoperative. He visually avoided thunderstorms (tstms), which had been forecasted. While avoiding tstms, he noted a reduction in engine power, a slight yaw, indications of fuel flow irregularity and that the left and right boost pumps were inoperative. These occurred at about the time, he saw a white arc which he said had jumped from the prop, spinner or nacelle area to the aircraft's nose. Due to the weather, he elected to divert to Paducah. After the airport was in sight, he needed to lose altitude before landing and was cleared to make a 360° turn. While turning, he lost sight of the airport, then rolled out on the wrong heading and started flying toward a strobe light at an industrial complex. When he realized his error and saw the airport, he turned toward the runway; but as he was maneuvering, the aircraft lost altitude, hit trees and crashed. An examination of the engines and fuel pumps revealed no indication of a preimpact failure. No physical evidence of a lightning strike was found, but the nose and engines were badly damaged from impact.

Before and during flight, the pilot received info about thunderstorms in the vicinity of the destination airport. During arrival, the pilot was given the Little Rock altimeter setting. He was cleared to descend and cross the NDB (initial approach fix) at or above 3,100 feet msl, then was cleared for the approach. About 7-1/2 minutes later, the pilot declared a missed approach and requested another. He acknowledged clearance for the 2nd approach, then there was no further radio contact with the aircraft. Subsequently, the aircraft hit trees and crashed on high (mtn) terrain about 6-1/2 miles west-southwest of the airport. Impact occurred while the aircraft was on an easterly heading at about 1,195 feet msl. Minimum altitude for the approach was 2,300 feet until established inbound from the NDB, then when using a Little Rock altimeter setting, a minimum altitude of 1,860 feet was required until passing the baiks fan marker, 4.6 miles from the runway. A pilot, who was waiting to depart the airport, estimated there was a variable overcast at 300 feet to 700 feet and the visibility was 1 to 2 miles with rain. The airport elevation was 464 feet. The aircraft was destroyed and all six occupants were killed.

On final approach to Fort Simpson Airport, the twin engine crashed 3 km short of runway, bursting into flames. All three occupants were killed.

Crashed in unknown circumstances, killing all eight occupants.

The twin engine aircraft was completing a cargo flight from Stansted to East Midlands, carrying approximately 800 kilos of various goods. As the aircraft was on approach 1 nm from touchdown, ATC advised that the RVR for landing had reduced to 900 meters and, very soon afterwards, notified a further deterioration to 800 meters. Immediately after this last ATC transmission, the pilot transmitted 'National Six Four Six got to go-around'. Ten seconds later he transmitted 'crashing...National'. The aircraft subsequently struck the ground at a point approximately 350 meters to the right of the runway 09 centerline and 750 meters beyond the threshold. The aircraft was destroyed by a post crash fire and the pilot, sole on board, was killed.

While approaching Marl Airport, the pilot encountered poor weather conditions and decided to divert to Düsseldorf-Lohausen Airport. For unknown reason, the pilot was unable to locate the airport, and while initiating a go-around procedure, he lost control of the aircraft that crashed near the airport. All four occupants were killed.

At 0938, while climbing thru 9,000 feet, the pilot was cleared to climb to FL210. Approximately 10 minutes later, the ATC controller noted the aircraft's mode C return wasn't being displayed on his scope. He tried to advise the pilot, but couldn't establish radio contact. The aircraft broke up in flight and the wreckage was found submerged in a creek and on marshland. A large piece of the right outboard wing panel was found about 2 miles east of the main wreckage. The right engine was found approximately 800 feet to 1,200 feet northeast of the main wreckage in 4 feet of water. There was evidence the right outboard wing had failed from upward and aft overload. No pre-accident mechanical failure or malfunction was found that would have resulted in an in-flight break-up. Radar data showed the aircraft was climbing at 115 knots and 1,100 feet/minute; at approximately 16,000 feet msl, rate of climb slowed to approximately 750 feet/minute, then increased to 1,200 feet/minute. Peak altitude was approximately 18,200 feet. Aircraft then entered a steep descent and crashed. At the approximately time and place of peak altitude, primary targets appeared on radar and remained for several minutes. Organic material was found on left engine inlet screen, but source was not determined. Accident occurred along bird flyway. Both occupants were killed.