Piper PA-31-350 Navajo Chieftain

The aircraft crashed after executing a missed approach at Whitefield during IMC weather. The aircraft was seen at 300-400 feet agl during some part of the maneuvering near the airport. The aircraft seemed to be heading for the airport when last seen by ground observers. The only indication of trouble was the low altitude of flight. The aircraft crashed at the 2,800 feet level of twin mountain on a heading of 120° at 2035 hours. It was last seen about 2015 hours. No fuel was found in the engine fuel dividers or fuel lines. The inboard tanks were more than half full of fuel. Normal operation calls for takeoff, climb and descent on the inboard tanks. The outboard tanks are used for non-maneuvering flight during cruise. A passenger was seriously injured while four other occupants were killed.

The aircraft crashed into the ocean shortly after takeoff on an unauthorized flight. The pilot was a student pilot who worked as a refueler of aircraft. The student pilot took the unattended parked aircraft without permission and went for a solo flight at sometime around 0200 hours. The flight ended almost as soon as it began as the aircraft crashed into the ocean 300 yards offshore from Key West, FL. The aircraft sank in 10 feet of water. The pilot was slightly injured.

En route from Edmonton to Peace River, while cruising by night, the crew encountered marginal weather conditions. Due to interferences, the crew was unable to receive the signal from the Whitecourt VOR and thought he already overflew the mountain range located southeast of High Prairie. Too low, the aircraft struck tree tops, stalled and crashed in a wooded area covered by snow and located on Mt Swan, southwest of Lesser Slave Lake. The wreckage was found the following day in an isolated area. A pilot and three passengers were injured while six other occupants were killed, among them the Canadian politician Walter Grant Notley aged 45.

Flight departed in instrument meteorological conditions. After departure pilot failed to maintain assigned headings several times and had to be corrected by ATC. After 15 minutes of flight the pilot reported he was having problems with the right engine and would like to return to the airport. ATC advised the pilot that Craig Airport was available and was currently reporting VFR conditions. Pilot stated he wanted to go to Jax int'l because the 4,000 feet runway at Craig was not long enough. Jax int'l was reporting IFR conditions. The pilot continued to have trouble holding headings while being vectored for an ILS approach. While in the downwind position for the approach the pilot asked ATC, 'how far is 982 from landing?'. As the aircraft was turned onto the localizer the pilot called and stated he had lost control and was in a spin. Post crash inspection of the right engine revealed the #5 cylinder had detonated until a hole was burned in the piston. Additionally the #5 and #6 rods had burn damage and the #6 rod bolts had failed in overload. The pilot was killed and both passengers were injured.

The pilot, sole on board, was completing an illegal flight and attempted to land in a remote area near St Petersburg when the aircraft crash landed in unclear circumstances. The aircraft was destroyed and the pilot was not found.

The flight departed Fort Lauderdale, FL, on 8-2-84 at approximately 0815 edt for Cincinnati, OH. The aircraft wreckage was found on 11-17-84 on an up slope of big Fodderstack Mountain. The aircraft had contacted a 25 feet tall tree located 200 feet west of the main wreckage. The only known radio contact was recalled by the Monroe County airport manager who stated the pilot radioed to exchange the day's greeting. Exact weather at the accident site could not be determined. However, the airport manager recalled the high terrain being obscured with poor visibility. Both occupants were killed.

The aircraft was found where it had crashed and burned on a rough lava bed. The crash site was about one mile northeast of a road where drug smuggling aircraft had been known to land in the past. There was evidence that cocaine had been removed from the accident site. The wreckage had been camouflaged by placing lava rocks on the shiny pieces of metal. There was evidence that the plane had crashed in a left wing low attitude while in a landing configuration. No preimpact/mechanical part failure or malfunction was found. The elevation of the crash site was about 2,930 feet. The aircraft wreckage was discovered on 6/2/84. The actual time of the accident was not determined. Both occupants were killed.

The aircraft crashed in a wooded area after the loss of engine power. The weather was VMC. The pilot made a missed approach after trying to land on runway at Oneonta, at 1838 hrs. Later the pilot radioed that he was unable to 'pick up' the Kring beacon. Boston center vectored the flight to the area of the Kring beacon. The pilot then proceeded to question his position. When boston terminated radar service the pilots answer was unintelligible. No further communications were received from the flight. The wreckage was found about 1/2 mile from the airport. The left full tank selector was found on the left outboard tank. This aircraft is restricted to level flight for use of fuel from the outboard tanks. All five occupants were killed.

Shortly after takeoff from Las Ánimas, while climbing, the twin engine aircraft crashed in unknown circumstances. Both passengers were injured and the pilot was killed. The aircraft was engaged in a flight on behalf of a livestock pest control program jointly organized by a US and Mexican commission.

A Piper PA-31, N35206, (South Central Air flight 59) was cleared to taxi to runway 06L. The weather at that time was foggy with about 1/8 mile visibility, but the RVR was improving and the airport was expected soon to be acceptable for takeoffs. The PA-31 crew taxied and waited in the holding area for the visibility to improve. A Douglas DC-10, HL7339, Korean Air Lines flight 084, was cleared to runway 32; however, while taxiing in the fog, the DC-10 crew inadvertently taxied to runway 06L/24R. Tower personnel were unable to see the aircraft in the fog and were unaware of the DC-10's position. The DC-10 was cleared to take-off on runway 32 and the PA-31 was cleared to hold on runway 06L. The DC-10 crew taxied on runway 24R and began taking off toward the PA-31 with 2,400 feet of runway remaining. Its estimated takeoff distance was 8,150 feet. Subsequently, the DC-10 collided with the PA-31, continued off the runway and hit stanchion lights, small trees and rough terrain. An investigation revealed the DC-10 pilot did not confirm his position by using his compass and that there was a lack of legible taxiway and runway signs.