Grumman G-159 Gulfstream I

While approaching Ibagué-Perales Airport, the crew encountered poor weather conditions and was unable to locate the runway. In such conditions, the captain decided to initiate a go-around procedure and informed ATC that he would divert to the alternate airport if a second attempt-to-land would be abandoned. Few minutes later, while flying at an altitude of 5,000 feet, the aircraft struck the slope of Mt Saludo located 5,6 km west of the airport. The aircraft was destroyed by impact forces and all 15 occupants were killed.

While in cruising level over Germany on a positioning flight from Rotterdam to Thessaloniki, the right engine failed and its propeller feathered automatically. The crew informed ATC and started a descent in an order to divert to the nearest airport. While descending, the power was restored on the right engine but it failed again. Once the altitude of 6,000 feet was reached on descent, the left engine failed as well. The crew reduced his altitude and completed a belly landing in an open field located near Niedernberg. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

After touchdown at Cabimas-Oro Negro Airport, the crew started the braking procedure when the aircraft collided with a cow. The right engine and the right main gear were torn off and the aircraft came to rest. There were no injuries among the occupants while the animal was killed. The accident occurred in June 1988, exact date unknown.

Crashed upon landing on an airstrip located somewhere in Yucatán. There were no casualties. The accident occurred in May 1988, exact date unknown.

Crashed in unknown circumstances in the desert somewhere in Arizona while engaged in an illegal flight. There were no casualties.

The aircraft was being operated as general aviation flight 115 and was departing on a routine night flight. During takeoff/initial climb, the left engine lost power. The flight crew attempted to control the climb-out, but following the application of water-methanol, the pilot lost directional control. Subsequently, the aircraft banked to the left, entered a descent and impacted between the parallel runway. An investigation disclosed that the left propeller's blade angle was 21°. No preimpact system malfunction or failure was found. The cockpit voice recording indicated that the flight crew did not complete all of the items on the before taxi/takeoff checklist. One of the items (presumably not completed) was a check of the h.p. cock levers. The checklist required that the h.p. cock levers be in 'cruise lockout' for takeoff. The left h.p. cock lever was found between the 'fuel off' and 'feather' positions. Movement to this position would have deactivated the auto-feather sys and shut down the left engine. Both pilots were killed.

The copilot stated that when he began the approach to the destination airport, the weather condition was hazy and he delayed his descent slightly until he located the airport. When he saw the runway, he believed that they were a little too close, so he indicated to the captain that he would like to make a 360° turn. At that point, the captain assumed control of the aircraft and continued the approach to runway 04. According to witnesses, the aircraft touched down long. According to the captain, he tried several applications of the normal braking system, but got no response. He then tried the emergency brakes and asked the copilot to get on the brakes, but reported there was no braking. Subsequently the aircraft went off the end of the runway, went over an embankment and hit a fence. It came to rest on a second embankment where it exploded and burned. Tire marks with evidence of braking action were found starting 2,377 feet beyond the runway threshold. A required field length of approximately 2,600 feet was calculated for landing. No pre-impact part failure/malfunction was found. VASI lights were inoperative. Both pilots escaped with minor injuries.

On approach to Houston-William P. Hobby Airport, a low oil pressure in the right engine gearbox forced the crew to shut down the engine and to feather its propeller. For unknown reason, the propeller was not properly feathered and the airplane was approaching too low and too fast. After touchdown, as the airplane already rolled half of the landing distance (7,600 feet), the captain decided to initiate a go-around. After liftoff, fire was observed coming out from the tail exhaust pipe while the left engine lost power. The crew attempted an emergency landing and completed a belly landing in an open field near the airport. All 20 occupants were rescued, among them a passenger was seriously injured. The aircraft was written off.

Shortly after lift off, a low torque sensing switch failed precipitating an auto feather of an engine. The crew mis-handled the required feathering procedure, allowing the propeller to unfeather and windmill. Subsequently, the crew retracted the flaps. This disabled a spring tab on the rudder which was designed to give additional rudder authority for high power/low airspeed situations. The result of the windmilling propeller and the loss in rudder authority was that V(mca) increased from 101 kts to 138 kts. The airplane rolled inverted and crashed. Witness marks on the operating engine's propeller reportedly indicated that the airplane's speed when it crashed was less than 90 kts. All on board, four crew men, four students and one instructor, were killed.

Following an uneventful flight from Cedar Rapids, the crew started the descent to Addison by night. On short final, he encountered heavy rain falls and the pilot initiated a go-around when the airplane descended and crashed onto the runway. All nine occupants escaped with minor injuries while the aircraft was damaged beyond repair.