Piper PA-61 Aerostar (Ted Smith 601)

While en route, the pilot encountered headwinds and trace rime icing. He made a climb from 17,000 feet to FL190, then to FL210. After cruising at FL210 for about 27 minutes, the aircraft entered a descent (without ATC clearance). Radio and radar contact were lost in the vicinity of were the aircraft crashed. Just before impact, the aircraft was observed to descend out of low clouds in a spin. The pilot had been issued a Canadian instrument rating on 1/11/88, but it was valid for only 12 months. A person, who had given the pilot proficiency flight training in preparation for an instrument qualification check, reported that he had reservations about the pilot's ability to fly in instrument conditions without an autopilot. Avionics personnel at the departure airport reported the pilot had encountered an autopilot malfunction on the previous flight and that they had found an electrical short in the autopilot disconnect switch on the copilot control yoke. However, they were unable to repair it due to lack of a replacement part. Reportedly, the pilot borrowed a soldering iron to repair it himself. All three occupants were killed.

The aircraft collided with power lines and trees while on final approach. The reported weather immediately following the accident was an indefinite ceiling zero, sky obscured, and visibility 1/16 of a mile in fog. No preimpact failures or malfunctions of the aircraft were found. The pilot had diverted from his intended destination due to fog. The pilot, sole on board, was killed.

The pilot departed Salt Lake City on a pleasure flight to Bear Lake to overfly a home that he owned. Witnesses near the accident site stated they saw the aircraft circle over the house and then depart the area over a ridge of mountains. The aircraft turned out over the lake and was in straight and level flight shortly before it descended at a steep angle into the water. The autopsy performed on the pilot revealed coronary arteriosclerosis. The assistant medical examiner stated in the autopsy report the pilot 'may have been rendered incapacitated by an acute cardiac arrhythmia.'

The airplane was destroyed when it collided with terrain shortly after departure. Two witnesses to the accident who saw the accident airplane lift off from the runway described the flight path as erratic in nature with random movement in all three axis, pitch, roll and yaw. The witnesses did not see the actual impact. Evidence shows that the upper half of the main entry clamshell door was not closed at impact. Radio transmissions from the accident airplane while in flight show a elevated voice level indicative of stress as the pic attempted to maintain control the airplane during pitch and roll excursions. The radio transmissions were unintelligible. The tower had cleared the aircraft to land on any runway. The pilot, sole on board, was killed.

Witnesses stated that the aircraft used almost the entire length of the runway during the ground run. After rotation and gear retraction, it continued to climb in a nose high attitude to approximately 100-150 feet, then it started an approximately 20° bank to the right until it hit power lines and crashed into the top of a printing shop about 3/4 mile from the airport. Witnesses employed at the airport stated that the aircraft had been having undetermined problems with the right engine for a few weeks prior to the accident, but was still being flown and the right engine running extremely rough. All three occupants were killed.

The airplane was refueled before it departed on the accident flight; the pilot did not supervise the fueling. Shortly after takeoff, the pilot advised the Ontario departure controller that both engines were experiencing a power loss and that he suspected jet fuel contamination. The airplane collided with a berm during the ensuing forced landing. The investigation revealed that the FBO fueled the airplane with 131.3 gallons of Jet A fuel. Investigators did not locate any witnesses who saw the pilot preflight the airplane. The pilot sustained severe head injuries and could not recall if he had preflighted the airplane - the right front seat passenger was not present when the pilot boarded the aircraft.

During the takeoff roll witnesses observed the aircraft swerve from left to right with the engine(s) 'missing' or intermittent. The aircraft lifted off and climbed to approximately 50 feet agl and continued across a waterway in a left turn with the landing gear extended. The aircraft pitched up and rolled left wing down into the water. Examination of the engines revealed a cracked coil in the left magneto of the right engine. No other mechanical malfunction/failure could be determined. The pilot, sole on board, was killed.

While en route on an IFR flight plan at FL180, the pilot acknowledged instructions to descend to 16,000 feet. Later, the radar controller noticed the aircraft had deviate from course and was not replying with mode 'C' altitude info. The controller requested altitude info and the pilot responded, '. . . I've lost an (awful) lot of altitude, I got mixed up in here and lost altitude, I'm goin' back up . . .' When queried, the pilot reported he was at 9,000 feet and acknowledged instructions to climb to 14,000 feet. Shortly thereafter, the aircraft entered a spiral, then radio and radar contact were lost. An in-flight breakup occurred and the wreckage fell over a widespread area. An exam revealed evidence the wings and right horizontal stabilizer had failed from overload, with the wings separating in an upward direction. A weather study indicated there were cloud layers from about 14,000 feet to 20,000 feet with light to moderate mixed icing in clouds above 14,000 feet. Also, light to moderate turbulences was forecast below 20,000 feet and widely scattered, imbedded thunderstorms were forecast in an area north of the accident area. Witnesses reported clouds and occasional lightning to the east. All four occupants were killed.

While in cruise flight, the pilot noted that the left engine began losing power and oil pressure. He stated that he then shut down the engine and feathered the propeller. He declared an emergency and descended to land. While on final approach, he lowered the landing gear and selected full flaps to slow the aircraft. He stated the airspeed decayed and the aircraft began to roll and yaw to the left. Subsequently, it contacted the ground in a left wing low attitude, then partially cartwheeled before coming to rest. A post accident examination of the left engine revealed that a turbocharger oil seal had deteriorated & failed, allowing oil to escape through the turbocharger exhaust. There was evidence of the beginning of progressive failure of the turbocharger. Also, there were indications that the left propeller was not fully feathered and that it was windmilling at impact. The pilot believed that he may have moved the left prop control out of the feather position by mistake. Both occupants were slightly injured.

When the aircraft arrived in the destination area, another aircraft was also in the circuit. The pilots were in communication with each other, and arranged that VH-CUO would land after the other aircraft. However, the pilot of VH-CUO apparently misjudged the relative speeds of the two aircraft. He initiated a go-around from a position on final approach to runway 15, when there was evidently insufficient separation with the preceding aircraft to allow a normal landing. The aircraft remained at a low height above the ground, and the pilot broadcast a message that he intended to land in the opposite direction, on runway 33. The wind at the time was from the south-east at about 10 knots. Witnesses observed the aircraft as it tracked along the western side of the runway. The turn onto base leg was made at an angle of bank of about 60 degrees, and about three-quarters of the way around the turn, the nose of the aircraft dropped rapidly. The aircraft then dived steeply to the ground, and was destroyed by the impact and subsequent fire.