Piper PA-31-350 Navajo Chieftain

The pilot, sole on board, was completing a positioning flight from Nairobi to Shinyanga. On approach to Shinyanga-Ibadakuli Airport, he encountered poor visibility when the twin engine aircraft landed on the left side of the runway. It collided with edge marker, lost its nose gear and came to rest with its both propellers damaged. The pilot escaped uninjured and the aircraft was damaged beyond repair.

The commuter flight was enroute to its home airport and over mountainous terrain when it encountered low ceilings and rain showers. The airplane was not certificated for ifr commuter flights. Instead of going to an alternate airport the pilot attempted to maintain visual conditions and requested and received a visual clearance into the tca and advised the controller that his altitude was 5,100 feet msl. His radio transmission became garbled during the clearance read back and shortly thereafter the controller observed the airplane's radar target turn left from its westerly track and disappear from his scope. There were no further communications between the pilot and the controller. When the aircraft failed to arrive at its destination an alnot was issued. Early the next morning the aircraft's wreckage was found impacted in a mountain approximately 10 miles south of course at an elevation of 4100 feet msl. The investigation revealed that the pilot had previously and successfully flown the accident airplane in ifr conditions.

En route from Medellín to Bogotá-Guaymaral Airport, the twin engine aircraft crashed in unknown circumstances in a mountains area located near Belalcázar. Both occupants were killed.

The twin engine aircraft departed Simpang Tiga on an executive flight, carrying four passengers and one pilot. En route, the aircraft suffered a structural failure, entered a dive and crashed in a wooded area located near Bengkalis. All five occupants were killed.

During an updated 0528 est weather briefing, the pilot was advised of flight precautions for IFR weather conditions in the Georgia and Alabama areas. At 0841 est he departed Macon, GA on an IFR flight plan to Anniston, AL. At 0821 cst, approximately 22 miles southeast from the Anniston Airport, the pilot contacted Atlanta center and cancelled his IFR flight plan. He was advised that the minimum safe altitude in his area was 2,900 feet msl. Two minutes later he contacted Anniston radio and requested local weather conditions. He was given the latest reported (0756 cst) weather as ceiling 1,500 broken, 3,100 overcast, 5 miles with fog. The Anniston airport field elevation is 526 feet. The aircraft subsequently impacted a mountain top 10 miles southwest of the airport at an elevation of approximately 2,300 feet. The 0850 cst Anniston weather was 800 feet overcast, 4 miles in fog. All four occupants were killed.

The air taxi cargo pilot crashed on a mountainside, about 7 miles from the airport, while on a VOR/DME instrument approach. Variable low ceilings and visibility had prevailed on the day of the accident. The pilot had had the flu for the preceding 2 weeks and was still taking medication. Sole on board, he was killed.

The aircraft was on a scheduled visual flight rules (VFR) flight from Terrace to Iskut to Dease Lake to Bronson Creek and back to Terrace, British Columbia. The aircraft departed Terrace about 1005 Pacific standard time (PST) and arrived Iskut about 1145, departed Iskut about 1155 and arrived Dease Lake about 1230, and departed Dease Lake about 1250 and arrived Bronson Creek about 1340. All of these flights were completed without incident, and the aircraft departed Bronson Creek for Terrace at about 1350 with the pilot and three passengers on board. Ten minutes later, the pilot spoke on the radio to a pilot who was flying from Smithers to Bronson Creek when the two aircraft passed each other approximately 20 miles east of Bronson Creek. This was in the Iskut River valley just east of the confluence of the Forest Kerr River and the Iskut River. This was the last reported contact with the aircraft, and the pilot did not report a problem at that time. An air and ground search was started after the aircraft was reported missing, but the aircraft was not found and the search was abandoned. No emergency locator transmitter (ELT) signal was detected. The wreckage was found by chance on 05 August 1994, nearly four years after the accident.

The aircraft was on a night flight from Phoenix to Flagstaff, AZ, to deliver cargo in accordance with an air taxi delivery schedule. Before reaching Flagstaff, the pilot canceled his IFR clearance and proceeded VFR. He encountered lowering cigs and rw. During the approach, he extended the landing gear and partially extended the wing flaps. Subsequently, the aircraft hit trees and crashed in an unpopulated area about 2.5 miles south-southeast of the airport at an elevation of about 6,800 feet; airport elevation was 7,011 feet. Initial impact occurred while the aircraft was in a right 20° bank (toward runway 03). Weather data at the company dispatch was not current and did not depict the adverse local conditions near the destination airport. The pilot, sole on board, was killed.

The instrument-rated pilot departed Springfield, MO, at night on a VFR flight to Mt Vernon, MO. After taking off from runway 20, a right turn was made for a climb to 3,000 feet. Shortly thereafter, tower personnel lost radar contact with the aircraft and notified the FAA regional operation center. The aircraft crashed about 7 miles southwest of the airport. A witness reported seeing an aircraft descend out of low clouds in the area, but did not see the actual crash. An investigation revealed the aircraft crashed on an easterly heading, while at a high rate of speed. Impact occurred in a left wing down, nose low attitude. No preimpact part failure or malfunction of the aircraft was found. Also, no record of a preflight weather briefing was found. The pilot, sole on board, was killed.

N3554p was on a maintenance test flight after the right wing was repaired. The pilot lost control of the airplane shortly after liftoff and was unable to regain control prior to the ground impact. The a&p mechanic who performed the repairs, re assembled the right wing aileron control cables per the Piper service manual. Post accident examination of the aileron control system revealed the right wing control cables were reversed on the aileron bellcrank, resulting in both ailerons moving the same direction (either up or down) when the control wheel was turned left or right. Both occupants were seriously injured.