Piper PA-61 Aerostar (Ted Smith 601)

The pilot was cleared for an approach to the airport. He received airport advisories from the airport unicom operator and asked that the runway lights be turned up. Soon afterwards, the airplane was seen approaching runway 23, which was served by a localizer approach. A witness at the airport said he saw the plane flying in and out of low hanging clouds. He said the airplane appeared to be at level flight, about 400 to 500 feet agl, then it passed over the airport and went in a steep left turn. After about 90° of turn, the airplane began a shallow descent. It rolled out of the turn before it descended into the ground about 1/4 mile from the approach end of runway 28. The witness said he heard engine sounds throughout the descent. An examination of the airplane did not disclose evidence of mechanical malfunction. A post-mortem examination did not reveal evidence of impairment or incapacitation of the pilot. The pilot, sole on board, was killed.

Delta Air Transport of Belgium arranged a Piper 601P Aerostar, N4PC, to shoot a promotion film. It was to fly in formation with an DAT Embraer 120 Brasilia near Antwerp Airport (ANW). The Brasilia, OO-DTH, departed Liège-Bierset Airport (LGG) at 17:57 and headed for Antwerp. Piper Aerostar N4PC took off from Antwerp at 18:43 and headed for Kallo, were both aircraft would join formation. It was agreed that the Aerostar would be on the left hand side of the EMB-120 because the camera crew was sitting on the right hand side of the Aerostar. After circling the city of Antwerp, the crew of OO-DTH contacted the Antwerp air traffic controller, stating his intentions to carry out a low pass over runway 29, followed by a high speed pass. The Aerostar would be alongside OO-DTH on both occasions. After that they would break and continued to Brussels. Antwerp Tower issued clearance at 19:06. At 19:08 OO-DTH radioed their plans to N4PC: "I am starting approach and descent. I am going over the runway. I will not make a touch and go, I will just pull up, left and then back high speed." The pilot of N4PC replied: "OK... I will go straight ahead". At 19:11 both aircraft made a low pass over runway 29 at a speed of 140 kts. OO-DTh was climbing away in a left turn when a mid-air collision occurred with N4PC. The tail of the Piper was sheared off and the aircraft crashed out of control near a railway line. All four occupants were killed. The Brasilia was able to make a safe emergency landing at Antwerpen.

Shortly after leveling off at 14,000 feet the left engine quit. The pilot diverted to Tampa, and 34 minutes later the right engine quit. During the subsequent forced landing the airplane collided with the roof of a covered sidewalk and then trees. Teardown of the left engine revealed that the seal between the exhaust flange and turbocharger was not installed; bolt clamp was finger tight. Heat had melted wiring harness and magneto grounding leads insulation; both 'p' leads were grounded. Pilot stated that after losing the left engine he initiated a left tank to right engine crossfeed, and after 20 minutes of single engine flight in this configuration the right engine quit. Flight manual states to land as soon as possible in case of one engine failure. In addition, it warns that when flying on one engine and cross feeding fuel, absolute coordinated flight must be maintained to prevent unporting of the tank's fuel pickup tube when the tank is not full.

Before takeoff, the pilot received a weather briefing and was advised of thunderstorms and heavy rain along the route. The briefing included a warning of a severe thunderstorm watch with hail, wind gusts to 65 knots and a sigmet (31c). The pilot filed an IFR flight plan and took off at 1148 cst. While en route at 15,000 msl, he requested and received clearance to divert 10° left to avoid 'some clouds.' Soon thereafter, the ATC controller noticed the aircraft was about 500 feet high and reminded the pilot to maintain 15,000 feet. The pilot acknowledged, then there was no further communication with the aircraft. Subsequently, an in-flight breakup of the aircraft occurred and the plane crashed. The left outboard wing panel separated from positive overload failure and was found about one mile from the main wreckage. No preimpact fatigue was found. A witness, who saw the aircraft descending out of the clouds, saw a funnel cloud in the area before the accident. Both occupants were killed.

The pilot was cleared for takeoff on an IFR flight. After takeoff, the pilot did not contact departure control. A search was initiated and the aircraft was found near the departure end of runway 07. There was evidence the aircraft had impacted in a left wing down, nose low attitude. No preimpact part failure or malfunction of the aircraft was found. Both occupants were killed.

The aircraft departed Miami at night on an on-demand, air taxi flight to Fort Myers, FL. During arrival at the destination, the flight encountered IFR conditions. The pilot obtained clearance for an ILS runway 06 approach and was told to report at the outer marker (om). At 0152:25 est, he reported to Miami center that he was over the om. This was his last transmission to an ATC facility. At about 0203 est, he made a transmission on unicom frequency to inform airport operations personnel that he could not get the approach lights to operate. He was asked if he had used the proper frequency and had keyed the mike the required number of times. The pilot indicated that he had properly keyed the mike; however, unicom personnel did not hear any keying of the mike except for 2 clicks. The aircraft contacted the ground in a nearly level attitude and with the gear extended, approximately 1.5 mile short of runway 06. It then skidded about 90 feet and hit a tree before coming to rest. No preimpact part failure/malfunction was found with the aircraft, engine or approach/runway lights. The 0149 est weather at Fort Myers was in part: sky obscured, visibility 1/4 mile with fog. While the pilot was seriously injured, the passenger was killed.

The instrument rated pilot took off from his home, uncontrolled airport, for a flight under visual flight rules to a distant airport. A ground witness stated that instrument meteorological conditions existed at the airport of departure at the time of the takeoff. The pilot inadvertently entered instrument meteorological conditions, began an uncontrolled descent, and collided with the terrain. The pilot, sole on board, was killed.

Eleven minutes after departure the pilot reported smoke and a right engine problem, then said 'going down'. Right wing and engine assemblies separated in flight. Fire damage vicinity of right engine left turbocharger; tailpipe assembly had separated. Heavy smoke and heat damage between right wing forward and aft wing spars. Tailpipe had failed in fatigue near flange where attached to turbocharger exhaust port. Evidence of non-uniformly seated gasket between flanges. Also, right engine lower left engine mount deteriorated; significant portion of rubber missing. Piper sb #818 (ad87-07-09) accomplished 5/21/88; requires removal and inspection of exhaust system for cracks and reinstallation with new flange gaskets.

Witnesses saw the airplane depart and last saw and heard it with the landing gear down and both engines running at what they called normal takeoff power. Evidence indicated that the airplane then made a sharp left turn and descended to the ground, left wing first. Evidence indicated that the right engine was developing high power while the left engine was developing somewhat less than takeoff power. Teardown of the left engine revealed metal erosion on the top edges of the pistons with no corresponding marks on the cylinder walls. Some of this erosion was from previous operation and some was from very recent operation. There was no teardown of the right engine. Other than the erosion of the pistons, nothing was found to indicate any preimpact problems with the airframe or powerplants. The pilot, sole on board, was killed.

The pilot was to conduct a charter with passengers from Sydney to Wollongong, Nowra, Canberra and return to Sydney, departing Sydney at about 10.00am. Earlier that morning he positioned the aircraft at Sydney and had it refuelled. When the passengers arrived he explained that the weather in the various destinations was very poor and that there was a possibility they may not be able to land. However, he was prepared to give it a try. As the passengers were pressed for time, they could not afford to take a chance with the weather and so they decided to drive. They told the pilot that if he could land at Wollongong later that day they would continue the flight with him. However, they impressed on him that there was no pressure for him to depart immediately as they would not be in Wollongong for several hours. After driving for a short time, the passengers decided that the weather did not appear as if it would improve, and believed that it would be better to complete the journey by car. They contacted the charter company by phone to cancel the charter, but the pilot had already departed. The flight to Wollongong appears to have proceeded normally where the pilot reported commencing an NDB approach, and would call again at a specified time. This was the last message received from the pilot. Witnesses on the ground at Wollongong, and on a yacht 20 nautical miles to the east of Wollongong reported hearing an aircraft flying at approximately 1000 to 2000 feet in the low cloud and rain. There were no other known aircraft in the area. Later that day a helicopter discovered wreckage debris in the sea, which was confirmed as being from the aircraft. The search was discontinued due to very poor weather and visibility, and cancelled two weeks later when further efforts failed to locate any trace of the aircraft.