Piper PA-61 Aerostar (Ted Smith 601)

The pilot stated that the airplane was in cruise flight at 8,000 feet MSL, when the right engine lost power. He advised ATC of the loss of power and received radar vectors toward an airport. The pilot said he maintained the best single-engine rate-of-climb speed, but the airplane's altitude 'drifted down.' When the airplane entered clouds, it began to accumulate structural icing and would not maintain sufficient altitude. The airplane impacted mountainous terrain about 16 miles northwest of the airport. The pilot stated that he had departed on the cargo flight with 5 hours of fuel on board for what he estimated to be a 2 1/2 hour flight. Also, he reported that conditions were dark and foggy, when the accident occurred. Postaccident examination of the engines and their systems revealed no evidence of preimpact mechanical malfunction. Examination of the airplane wreckage revealed no evidence of preimpact failure of the airframe or its systems. During a postaccident engine test run, the right engine started normally and operated satisfactorily.

As the flight approached the airport, radar data showed that it went into a shallow descending left turn away from the airport. Radar data was lost at about 650 feet agl with the ground speed about 100 knots. Witnesses observed the aircraft flying on a southerly heading and enter a spin or spiral from which it crashed nose first into the ground. Post-crash examination of the aircraft structure, flight controls, and engines showed no precrash failure or malfunction. Post-mortem examination of the pilot showed he had suffered a heart attack. The pilot had a history of heart disease, a previous heart attack, and heart bypass surgery. He held a special issuance faa medical certificate, due to his history of heart disease.

The instrument-rated private pilot intended to land at an uncontrolled airport at night. The airport had no instrument approaches. The airplane was flying on an instrument flight rules (IFR) flight plan above an overcast layer of clouds. The pilot informed air traffic control (ATC) that he was going to try to find a 'hole' in the overcast and attempt a visual approach into the uncontrolled airport. The pilot then stated that he could not find a hole; he requested and received an IFR clearance to a larger controlled airport. On his way to the controlled airport, he stated that he found a 'hole' and attempted a visual approach to the uncontrolled airport. He received a cruise clearance from atc for 12,000 feet msl, and then descended at 2,280 feet per minute before impacting mountainous terrain at an elevation of 6,200 feet msl. Instrument meteorological conditions prevailed near the accident site. No distress calls from the airplane were recorded. An examination of the wreckage did not reveal any evidence of preimpact mechanical malfunctions. Both occupants were killed.

Shortly after takeoff, one of the engine failed. The pilot elected to make an emergency landing when the aircraft crashed near the runway end. Both occupants were killed, among them Eduardo Mata, Mexican conductor and composer. He was accompanied by Marina Anaya and was en route to Dallas, TX.

While in cruise flight in a level six thunderstorm over the Atlantic Ocean, the pilot reported the airplane's 'gyro' had failed. The airplane then began a left turn and disappeared off radar. The airplane and its occupants were located on the ocean floor about 48 days after the accident. The airplane had broken apart in-flight. The outboard section of each wing and the tail section were not recovered. The airplane's pneumatic system was destroyed. According to fss records, the pilot had been briefed on the weather along his route of flight.

At 0815 edt, N36444 landed with light snow falling and the temperature above freezing. Snow continued falling and the temperature dropped below freezing. At about 1100, the pilot filed an IFR flight plan and had a lineman brush snow from the wings. The lineman noted that patches of ice remained on the left wing, but the pilot declined to deice the plane. (At an airport 3 miles away, another flight was delayed due to ice that had formed below a snow cover on a plane that sat outside from 0945 to 1100.) The surviving passenger said that after takeoff, N36444 lost lift and yawed left. It appeared to recover, then vibrated, yawed, banked left, descended, and impacted the ground. After the accident, the engines were test run with no notable deficiencies. There was evidence the pilot was taking prescription medication. Tests of his blood showed 0.157 ug/ml of diazepam and 0.134 ug/ml of nordiazepam. Tests of his urine showed 0.152 ug/ml of nordiazepam and 0.167 ug/ml of oxazepam. On 3/2/90, the pilot had surgery for a tumor of (or near) the left optic nerve. In his last FAA medical application, he denied that he had medical treatment in the previous 5 years and did not report use of any medications. The aviation medical examiner had prescribed reserpine (for hypertension) and was aware of the surgery, but this was not reported in the pilot's faa medical record.

Five minutes after takeoff from Campeche Airport, both engines started to surge and lost power. The pilot reduced his altitude and attempted an emergency landing when the aircraft crash landed about 16 km from Campeche. All four occupants were slightly injured and the aircraft was damaged beyond repair.

The pilot was on second corporate flight of the day and complained to the avionics technician about the autopilot and asked him to adjust it. The technician said it would require a flight check. The pilot said he didn't have time for that, and got the technician to tell him how to perform the adjustment. Radar shows the airplane stable at 14,100 feet after departure. It then begins to deviate from cruise altitude between plus 100 feet to minus 200 feet. Center gives the pilot a 15° course change for traffic and the pilot acknowledges the instruction while the airplane is deviating off course. Radar contact was lost and no further radio transmissions were received from the pilot. Witnesses on the ground reported hearing a loud explosion followed by a muffled explosion, and seeing the airplane exit clouds vertically. The outboard six feet of both wings were found 1.25 miles from crash site. The pilot, sole on board, was killed.

Piper Aerostar 601, N3645D, was arriving as Bell 412 (helicopter), N78S, was departing. N3645D reported the aircraft's nose gear indicator light did not illuminate to verify the nose gear was down and locked. Crew of N78S heard the communication and saw N3645D as they crossed beneath N3645D's approach path. They reported N3546D's nose gear appeared to be extended. N3645D flew past the tower and tower personnel also reported the nose gear appeared to be extended. As N3645D was cleared to turn downwind, N78S offered to join for a closer look. Captain of N3645D accepted the offer. During joinup, N78S converged from left rear, then reported they would pass around the right side and look at everything as they went by. They reported that everything looked ok. Moments later, the two aircrafts collided and crashed to the ground. No mechanical reason was found that would have resulted in the accident. None of the pilots had training for flight in close proximity to another aircraft. There were indications the captain of N3645D lacked training in aircraft systems and that his employer (the operator) lacked surveillance by the FAA. The emergency procedure section of the Aerostar flight manual lacked info on emergency gear extension. All three occupants were killed as well as both pilots on board the helicopter. Four other people on the ground were injured, one seriously.

At about 1744 cst, before reaching his destination, the pilot reported that during the flight, he had encountered head winds and had only 50 minutes of fuel remaining. He was provided preferential handling, but another flight was also low on fuel. The pilot was cleared for an NDB runway 15 approach. At 1756:49, he acknowledged clearance for the approach. At approximately 1800, unicom advised the current weather was: 700 feet broken, sky obscured with heavy rain, wind variable from 090° to 240° at 24 gusting 29 knots. The pilot did not acknowledge the weather, except to saying a calm voice, 'I hope you have your lights on.' The FBO heard several clicks on the unicom (as if to activate the runway lights), then there was no further radio contact with the aircraft. The aircraft hit trees and crashed about 6 miles west-northwest of the airport. Witnesses reported it was at low altitude and had reversed course before crashing on a southerly heading. The main wreckage came to rest about 380 feet from the initial impact point with trees. No preimpact part failure/malfunction was found. About 42 miles south-southeast at Lufkin, the 1751 cst weather was in part: 200 feet overcast, visibility 3/4 mile with thunderstorms, heavy rw and fog, wind from 020° at 12 knots. Approach minimums: 600 feet cig and 1 mile visibility. All five occupants were killed.