Piper PA-60 Aerostar (Ted Smith 600)

During an aborted takeoff, the airplane overran the 4,451 foot long runway, went down a hill, and struck a fence. According to the pilot, 'during the takeoff roll, the indicated airspeed needle climbed to approximately 60 knots, but then would go no further... My attempts to dislodge it by tapping on the face of the gauge were futile...I pulled back the throttles and applied full brakes...' The pilot reported that based on the existing conditions 'the airplane can accelerate from rest to rotation speed and back to rest in less than 3,500 feet.' The examination of the airplane revealed the pitot tube was internally obstructed with an insect and mud.

The flight had been cleared for the VOR-A approach, with instructions to circle to a right downwind and land on runway 14. The tower controller observed the airplane emerge from the overcast over runway 23 abeam the VOR, then make a tight right turn onto the downwind leg, parallel to runway 14 and close in. When the airplane was abeam the runway 14 threshold, she observed the nose pitch up, and the airplane did what she described as a wing over. It then dove and impacted the runway near the threshold. The controller stated that the pilot made this round trip every day, and she had seen him do this maneuver on several occasions. The pilot, sole on board, was killed.

During a VOR runway 22 approach, the instrument rated pilot sighted the runway and cancelled his IFR flight plan. As he was circling to land, the airplane stalled and collided with terrain. Witnesses stated that the airplane made a steep left banking turn about 250 feet above the ground. According to witnesses, upon roll out of the turn, the airplane's wings rocked back and forth, the nose and right wing dropped below the horizon, and the airplane fell to the ground. Instrument meteorological conditions existed at the time of the accident and witnesses stated that the ceiling was about 400 to 500 feet above the ground. Weather facilities in the area were forecasting about 1,000 foot ceilings throughout the area. All three occupants were killed.

During the takeoff ground run, witnesses observed the airplane at a slow speed, using the full length of the 4,102-ft runway before it became airborne briefly. The left wing dipped, struck some power lines, and the airplane crashed on a highway striking a car. Metallurgical teardown examinations of the two left engine turbochargers disclosed evidence of extreme wear in the bearings from the turbine wheel shafts which resulted in obstructed oil ports. Both occupants were injured.

The pilot was on a personal trip that he had flown many times. On the day of the accident, additional fuel was not available at the departure airport. As he neared his destination, the pilot left one of his engines in a fuel crossfeed configuration causing a partial power loss. The airplane has the capability to climb at more than 500 feet per minute using only one engine. After declaring his emergency to the control tower, radio contact was lost. The aircraft was observed flying 90° to the ILS final approach course at very low altitude banking side to side. The airplane crashed in a 70° nose down position. Heavy snow had started falling just before the accident. A post crash fire destroyed much of the airplane. Both occupants were killed.

While departing on a cross country flight the aircraft was observed to have an abnormally long takeoff roll and to rotate abruptly to a higher than normal nose attitude. Initial climb was followed by settling with a high nose attitude and the aircraft crashed approximately one mile beyond the departure end of the runway. The main cabin door was found in the unlocked position and the lower half was found near the beginning of the wreckage path with impact damage. The top half was found further down the wreckage path and had sustained fire damage. The Aerostar has an observed drag and pitch performance degradation if the cabin door opens during takeoff run. A passenger was seriously injured while two other occupants were killed.

The pilot of the multi-engine aircraft reported that his right engine was losing oil as he was climbing to cruise altitude. He secured the engine, feathered the propeller, and maneuvered to return to the airport. The pilot trimmed the aircraft for single engine operation and extended the main landing gear. During the approach, the operating left engine would not develop full power and the pilot reported to atc that he could not make the airport. The aircraft continued its emergency descent, impacted trees, and descended uncontrolled through a densely wooded area. A fuel tank ruptured during the uncontrolled descent through the trees and a fire/explosion occurred. The aircraft continued to burn after ground impact. Both engines were disassembled and numerous mechanical anomalies were found. They had been recently overhauled. This was the first flight of the aircraft since the engine overhauls. The pilot/owner was en route to sell the aircraft when the accident occurred. The pilot, sole on board, was killed.

A Piper PA-28, N55354, had departed Plymouth, MI and was climbing from 1,300 feet msl on a course of about 282° with a ground speed of 80 knots. At about the same time, a Piper PA-60, N8060J, was cruising at 2,100 feet msl on a flight from Detroit to Jackson, MI, on a course of about 258° with a ground speed of 165 knots. Subsequently, the 2 aircraft converged and collided at 2,100 feet msl. Both aircraft then plunged to the ground and crashed. Radar data and wreckage exam revealed the PA-60 had converged from the right rear of the PA-28; the PA-28 converged on the PA-60 from its lower, left, forward area. The PA-28 was on an instrument training flight with a rated private pilot and an instructor pilot (cfi) aboard. The investigation did not reveal which seat the cfi was occupying. No flight plan had been filed for either flight, nor was there any indication that either flight crew had obtained ATC/radar assistance. The pilot, sole on board, was killed.

On January 16, 1989, Machen nacelle mounted induction air intercoolers were installed on N6894Y. On December 14, 1989, an annual inspection was performed, and a Machen superstar i-680 kit was installed. On December 21, 1989, N6894Y was at 6,000 feet when the pilot reported a problem with the right engine. The pilot reported a fire in the right engine. A couple of minutes later, he radioed he could not shut down the right engine. At 1034:37 the pilot advised his 'right engine just tore off' and that he was 'in a spin heading down.' The exhaust tailpipe of the left turbocharger on the right engine was found to have separated. Metallurgical examination revealed the tailpipe failed due to fatigue cracking. Records showed that part I of piper service bulletin 920 (engine tailpipe inspection) had been completed, while part II (addition of fire detection system) had not been accomplished due to the lack of available kits. The pilot, sole on board, was killed.

The air taxi aircraft departed Shreveport, LA, at approximately 0500 cst on an unscheduled, domestic, cargo flight. At about 0815 est, the pilot reported on company frequency that he was approximately 30 minutes from the destination (Orlando, FL). Subsequently, the aircraft crashed in the northwest part of Lake Apopka, approximately 15 to 20 miles west-northwest of the destination airport. A witness heard it crash, then saw parts from the aircraft, but did not see the actual impact. There was evidence the aircraft impacted in a shallow descent, while in a slight left wing low attitude, traveling at a relatively high speed. No preimpact part failure or malfunction of the aircraft or engine was found, though the aircraft was extensively damaged and some of the wreckage was not recovered from the lake. The Orlando weather was in part: 2,500 feet scattered, visibility 6 miles with fog and haze, wind from 350° at 4 knots. Both occupants were killed.