Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

While cruising at FL240, the pilot observed the engine oil pressure gradually decrease from the normal to the caution range and a drop in manifold pressure. He requested and received vectors for a precautionary landing at an airport short of his destination. During the descent, the oil pressure continued to drop to zero and engine power was lost. He was able to locate the airport underneath the overcast, but loss of engine power prevented him from reaching the runway. The airplane impacted trees 1,200 feet from the airport. The 6 engine cylinder assemblies were changed 7 hours prior to the accident. Examination of the engine and turbochargers did not reveal the source of the oil loss.

The pilot stated that he was attempting a takeoff on a 2,700 foot sod runway and hit a soft spot which decreased his groundspeed by 15 to 20 miles per hour. He continued the takeoff attempt and struck trees at the end of the runway. The airplane fell to the ground and burst into flames.

The pilot had been charged with 'lewd and lascivious conduct with a minor.' He was jailed on Friday and released on bond on Saturday. During a meeting with a friend in the pilot's car on Sunday evening, he was drinking beer. The friend said the pilot made comments referring to intentionally crashing the aircraft and that 'he didn't want to die, but didn't know of any other way.' He had a gun in the car and told the friend 'don't call the police or I'll kill myself sooner.' The pilot departed Twin Falls at about 2230 on Sunday night in his PA-46. He flew to Boise, ID (via Ely, NV) before turning back toward Twin Falls. After passing over Boise, intermittent radio contact was made between the airplane and approach control. Radar vectors and descent were issued. Radar contact was lost during descent and pilot announced descending thru 11,000 feet; 38 seconds later, he reported at 6,000 feet. Ground impact was at 4,650 feet. Toxicology tests of the pilot's lung and muscle tissue showed an alcohol level of 175 & 117 mg/dl (0.175% & 0.117%). No preimpact failure of the aircraft was found.

After passing over the Alps and a layer of stratus over the Plateau, the pilot reached the Willisau VOR where he was cleared to initiate an IFR approach to Grenchen Airport runway 25. He completed a standard turn then followed the 290° radial instead of the published 280° radial. When the DME system indicated 7 NM, the pilot realized he was too far from the normal approach track, disengaged the automatic pilot system and elected to gain altitude. In a flaps down/gear down configuration, the aircraft failed to gain sufficient height and struck, in poor visibility due to thick fog, the wooded slope of Mt Balmfluechöpfli (1,289 metres high) located about 12 km northeast of Grenchen Airport. The aircraft disintegrated on impact and the pilot was killed. The female passenger, slightly injured as she was seating in the seat opposite to the direction of flight, was able to walk away to ask for help.

During an approach to land, the pilot made S-turns to allow for proper spacing from a preceding airplane. On short final, he decided to go around because the runway was still not clear. However, he reported there was a lack of response concerning the power, so he decided to land as originally planned. The pilot tried to align the airplane with the runway centerline, but its right wing and landing gear struck the ground, and the right landing gear collapsed. The airplane skidded off the right side of the runway. During the accident sequence, the outward portion of the right wing was torn away from the airplane and a fuel line was ruptured. A ground fire erupted and burned through the right side of the airplane's structure and right wing. No preimpact part failure or malfunction was reported.

The single engine aircraft departed Stockholm-Bromma Airport runway 12 at 0703LT on a charter flight to Biggin Hill, carrying two passengers and one pilot. During climbout, at an altitude of 1,500 feet, the pilot was cleared to turn right and to continue to climb to FL040. At an altitude of 2,200 feet, the aircraft entered an uncontrolled descent then partially disintegrated in the air and eventually crashed in a residential area located in Åkeslund, south of the airport, three minutes after takeoff. Several cars and apartments were destroyed but no one on the ground was injured. The aircraft was destroyed and all three occupants were killed. At the time of the accident, weather conditions were marginal with clouds and turbulences.

A Piper PA-46-310P loss engine power and collided with a telephone pole during the forced landing. The pilot contacted the tracon and informed the facility he had a partial power loss. The airplane was about two miles east of the airport at about 3,500 feet msl heading in a southwesterly direction. The tracon instructed the pilot to turn 150° for radar vectors to runway 33. The pilot did not turn to the 150° heading, but continued on a southwesterly course. The airplane flew past the approach ends of two runways. The airplane continued westbound and crashed 2.5 miles west of the airport. The pilot indicated the airplane had 300 pounds (about 50 gallons) of fuel on board at takeoff. The pilot operating handbook for the Piper PA-34-310P is about 16 gallons per hour. The duration of the flight was about one hour. There was no evidence of fuel in the airplane's fuel system or any evidence of fuel spillage from either of the wings after the accident.

The pilot was on an IFR flight in IMC and received clearance to climb and maintain FL220. During climb, he informed ARTCC, '. . . We're having a problem.' When asked to say again, he began the same reply, then no further radio communication was received from the aircraft. Subsequently an inflight breakup occurred and wreckage was scattered over a wide area. The right outboard wing panel, horizontal stabilizer, elevators, right aileron and parts of the rudder were found at a distance from the main wreckage. These displayed evidence of overstress failure. No preexisting cracks or fatigue was found. Radar and weather data showed deviation from normal flight began at or near moderate convective weather echo (vip 2) as the aircraft was climbing thru 17,300 feet in freezing conditions. At that time, the rate of climb was about 200 feet/min and the ground speed was 150 to 160 knots. At 1032:18, a descent begun. During the next 2 to 3 minutes, the aircraft's altitude, heading and speed deviated. At 1035:17, other primary radar targets appeared, then radar contact was lost. Gross weight of the aircraft was estimated to be 4,311 lbs; max allowable weight was 4,100 lbs. CofG was estimated to be 1.59 inches behind the aft limit. All four occupants were killed.

During IFR departure, pilot received progressive altitude clearances to climb to 15,000 feet. At 1607 edt, he was vectored for 'a good rate of climb' thru 14,000 feet with clearance to proceed on course after leveling 14,000 feet for 15,000 feet. Radar data indicated a steady climb til aircraft was above 13,000 feet. As it climbed from 13,300 feet to 13,900 fet (max recorded altitude), its speed slowed from about 115 knots to below 80 knots. At 1613 edt, pilot was cleared to proceed direct and change frequency. Radar data showed that after reaching 13,900 feet, aircraft deviated from course and entered steep descent. Radar contact was lost and inflight breakup occurred. Pieces of wings and stabilizers were found up to 1.5 mile from fuselage. Trajectory study disclosed breakup occurred between 6,000 feet and 9,000 feet msl. Exam of fractures on major components revealed characteristics typical of overstress; no preexisting cracks were found. No autopilot failure or bird strike was found. Clouds were layered to 20,000 feet; freezing level was about 12,500 feet. There was evidence aircraft was in or near convective precipitation above freezing level for about 1.5 minute before rapid descent. Found Pitot heat switch 'off' and induction air door in its primary position. The pilot, sole on board, was killed.

After takeoff, the pilot received progressive altitude clearances to FL200. While cruising at FL200, he reported 'moderate chop.' At about 1025 cdt, he requested and received clearance to FL220. About 3 minutes later, he inquired about cloud tops and said he was 'in a layer right now at about flight level 200 to 210.' Soon thereafter, the aircraft began altitude deviations and went above the assigned altitude of FL220 (22,000 feet). It then descended to about 20,500 feet, where it pitched up to an altitude of about 23,000 feet. The aircraft then went into a steep descent. Subsequently, an in-flight breakup of the aircraft occurred at about the time it emerged from the clouds near the 2,000 feet level. Pieces of wreckage were found over a wide area. The left wing was found about 0.2 mile from the fuselage; pieces of the rudder and stabilizers were found about 100 yards from the fuselage. An exam of the fractures on major structural components revealed features typical of overstress separation. No preexisting cracks were found. An area forecast had flight predictions for IFR, thunderstorms, icing in the vicinity of convective activity. The pitot heat switch was found in the 'off' position. Both occupants were killed.