Piper PA-61 Aerostar (Ted Smith 601)

The pilot had recently purchased the aircraft and received 25 hours dual instruction to comply with his insurance requirements. Shortly thereafter he went out solo to practice steep turns. He climbed to 12,500 feet and leveled off. He then rolled into a 60° left bank at 200 knots airspeed by applying left aileron and back pressure. He then applied moderate left rudder. At this time the nose came up, the right wing came over the top, the nose tucked down and the aircraft entered a steep nose down spin. In his attempt to stop the spin the pilot shut down both engines. He got the spin stopped after 15 to 20 turns. He started pulling the nose up and the stall buffet was felt. Alt was 500 feet agl at this time and he was unable to restart the engines. He then made a gear up landing in a pasture which resulted in destruction of the aircraft. The pilot was uninjured.

During a normal IFR cruise flight, the pilot of Air Ohio flight 21, did not respond to ATC instructions. Air Ohio flight 21 continued for 40 minutes with no reply and without deviation in altitude or heading until the discrete target disappeared from radar over lake Erie. The pilot had not slept for approximately 30 hours prior to the loss of communication response. Both occupants were killed.

The aircraft was involved in illegal activity when it was intentionally landed in an open pasture. During the landing, the aircraft veered left and struck a 30 inches high concrete culvert. The gear collapsed on contact with the culvert. Unknown personnel subsequently drug the aircraft with a vehicle to a barn. When they attempted to drag the aircraft into the barn, they tore the wings off and damaged the barn.

The aircraft crashed into a residence 2 miles short of the runway after loss of power on the left engine. This engine was feathered, the gear was extended, but the flaps remained up as the aircraft continued the landing approach. Post accident investigation revealed no irregularities in the functioning of the aircraft. The pilot had radioed the report of power loss but had stated that he would not need the emergency equipment. The aircraft crashed in Sepulveda and was destroyed. The pilot, sole on board, was killed.

The aircraft contacted livestock, a fence and the gear collapsed during a forced landing following a loss of power on the right engine. The pilot reported that after he feathered the right engine propeller and lowered the gear he noted the aux hydraulic system pressure gage was indicating zero. Post accident inspection disclosed evidence of an oil leak from the left lower section of the right engine. Tests revealed the leak originated from the oil cooler pressure line which failed due to severe corrosion of the wire braid and deformation of the inner cover. Testing of the auxiliary hydraulic pressure pump disclosed the 35 ampere current limiter was blown and 40 amperes were required to drive the pump motor. The pilot, sole on board, was slightly injured.

The aircraft took off from an airport whose runways had been closed for snow removal. A notam had been filed with the Fresno FSS by the Mammoth Lakes Airport Manager at 0900 hours for taxi and runway snow removal. The pilot was aware of the notam because the manager and a lineman both said they advised him of it. Several witnesses saw the pilot enter the aircraft after declining engine pre-heat or aircraft de-icing. When advised by the lineman that the 2 qts of oil that the pilot requested did not 'register on the dipstick.' The pilot ordered another qt to be 'thrown' in and 'hurry up.' No preflight or warm up or before takeoff check was noted by observers. Turning immediately onto the runway and rolling for takeoff the pilot passed a snow plow. The aircraft used 7,000 feet (all of the runway) and left the ground in a nose high attitude. The airport elevation is 7,128 feet msl. The aircraft first struck a dirt mound 3/4 of a mile after takeoff. After maintaining further flight for approximately 280 feet which crossed a small ravine the aircraft collided with the far side of the ravine and started to break apart, stopping 144 feet further east. The pilot, sole on board, was killed.

The pilot had flown from Carson City, NV to Shreveport, LA on 12/10/84 for business. At 1530 on 12/12/84, he departed on a flight to Corona, CA with refueling stops at Albuquerque, NM and Phoenix, AZ. He departed Phoenix at 2100, but encountered weather and returned to Phoenix where he refueled again and obtained a lengthy weather briefing. He then elected to return to his home airport at Carson City and took off at 2351. When the aircraft did not arrive, a search was initiated. Radar data revealed an unidentified target that disappeared near Genoa, NV. During a search in that area, the wreckage was found where the aircraft had crashed near the top of a mountain about 5 miles north of the pilot's home. The elevation was approximately 9,050 feet. Impact occurred on a westerly heading, about 2 hours before moonset, on the shaded side of the mountain, in a near wings level attitude. No preimpact/mechanical malfunction/failure was found, both engines/propellers showed evidence of power. The pilot's wife said he sometimes flew over their house to let her know he would be home soon. Complete autopsy/tox check not possible.

On the day of departure the pilot had received a 30 minutes familiarization flight upon completion of the superstar conversion. Emphasis was directed to engine gages, fuel flow and counter, and power settings. The flight was flown at 5,500 feet. The pilot then obtained a weather briefing and filed a flight plan. About 15 minutes after departure, while climbing thru FL170, the pilot radioed that he had lost both engines. The aircraft was subsequently observed descending uncontrolled out of the overcast. At about 1,000 feet agl the right aileron separated. The fuel boost pumps were found in the 'off' position. The AFM states that the boost pumps should be on during climb above 10,000 feet. The pilot had been enrolled in an Aerostar transition school the previous month during which a 2-hr combined demonstration/flight evaluation flight was conducted. The instructor pilot recommended further multi-engine training. Both occupants were killed.

The aircraft was forced to land on a road due to a fire in the left wing. During the investigation of the accident it was found that the left turbocharger had been removed and reinstalled several times. A clamp on the turbocharger exhaust was improperly installed and not aligned properly. This allowed hot gases to be diverted and blow on the firewall and melt a fuel line which started the fire. The pilot, sole on board, escaped uninjured.

When the pilot arrived at the destination airport, there was construction on the runway, about 2500 feet from the approach end. He contacted Unicom and was advised that the runway was closed, but was told he could land on the grass beside the runway. The pilot responded that the grass area was too rough. He stated, 'I think I can land on the runway available, there seems to be enough length there.' Subsequently, the aircraft was observed approaching runway 08 at an estimated 30 feet agl with the gear and flaps down. Reportedly, the power was increased, the nose assumed a climb attitude and the gear was retracted. The aircraft then rolled left, dove to the ground and crashed. An exam of the wreckage revealed no evidence of a preimpact part failure or malfunction. An evaluation of this make and model of aircraft revealed that when the cg approached the aft limit, and the flaps were extended, the aircraft had reduced yaw and roll controllability during power on stalls. The flaps were found full down. The pilot, sole on board, was killed.