Piper PA-61 Aerostar (Ted Smith 601)

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 Reportedly, the power was increased, the nose assumed a climb attitude and the gear was retracted.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.

Witnesses reported that when the aircraft was stabilized on final approach, it pitched up slightly and yawed, then rolled left to an inverted attitude and crashed in a canal. Several witnesses stated that the left prop was windmilling. One stated the left prop had stopped. Two others said smoke was trailing from the aircraft. One witness stated that after the aircraft passed over his car, a fine mist of oil fell on his windshield. When the aircraft was recovered from the canal, the left prop was found in the feathered position while the right prop was near its low pitch stops. The left prop dome was found depleted of air pressure and no oil was found in the left engine case. Also, an oil film was found on the bottom of the left eng, left flap and left stabilizer. A further exam revealed that an oil interconnect line, Piper pn: 920024-811, had failed inside its fireproof covering. The hose was 8 years old, its recommended replacement interval was 5 years. It had been installed with a small bend radius. Also, the left engine had evidence of heat and wear due to lack of oil.

While taking off, the aircraft climbed approximately 100 to 200 feet, then began loosing altitude. During a forced landing on a street, it hit a parked car and a light pole and burst in flames. The pilot, who later expired, said that neither engine developed full power (2575 rpm). He said this was not unusual when power was 1st applied, but said full rpm was generally obtained shortly after the roll was begun. After being committed for takeoff, both rpm's were reportedly between 2,300 and 2,400 rpm. Several witnesses stated the engines sounded like they were running rough. A witness reported the aircraft swerved 'as tho the pilot had difficulty with the left engine.' Reportedly, the pilot 'dropped some more flaps' below the 20° takeoff setting 'in order to pull it off' and raised the gear immediately after liftoff. Engine teardowns revealed excessive spark plug gaps, 1 magneto on the right engine had a .008 point gap (.016 required), its #1 and #4 distributor blocks were cracked and the #1 and #6 leads would not fire properly. Hartzell f-6-5a prop governors installed in place of f-6-35a. Aircraft was approximately 348 lbs over max weight limit. All five occupants were killed.

Two minutes after takeoff the pilot reported a loss of the left engine. He was immediately cleared for a landing at Eglin AFB. While maneuvering for a landing the left engine and wing separated from the aircraft. The engine was separated from the wing and showed evidence of in flight fire. The most intense heat was in the engine accessory section in the area between the bendix fuel servo and the inboard turbocharger. There was extensive fire damage to the oil and fuel lines on the right side of the accessory section, the oil dipstick showed no oil and there was no evidence to show that the oil had spilled in the impact crater. About 25 min prior to takeoff the pilot telephoned the maintenance facility who had accomplished recent major repairs on the aircraft and related he was experiencing difficulty with the left throttle. The pilot was advised to have a mechanic check it out. All three occupants were killed.

The pilot noticed haze in lights at destination but had excellent ground contact throughout the approach. At threshold he entered dense ground fog and lost all visual contact. The aircraft crashed during the go-around. The pilot was seriously injured.

After taking off at approximately 2250, the aircraft was identified on radar and observed to climb on course to an altitude of 10,700 feet. The aircraft then descended thru 10,500 feet and the crew reported they would maintain that altitude. At about 2301 the aircraft was about 5 miles southeast of Colorado Springs and at 10,300 feet when radar contact was lost. The aircraft crashed in that area in a near vertical descent. The outboard 8 feet of the right wing had separated in flight and impacted about 1/4 mile from the main wreckage. The right aileron had sheared in 3 pieces also and was found near the failed wing. There was evidence that the the wing had yielded to a down and up loading (1 cycle) when it separated upward and rearward. All fracture surfaces had evidence of overload failures except the aileron control linkage which was further damaged on impact and could not be evaluated. Both pilots were using medication that was contraindicated for use by airmen and both pilots had little sleep during the previous 48 hours. Before the flight the pilot seemed agitated and the copilot had an odor of beer. Both occupants were killed.

Pilot lost control of his aircraft during low altitude maneuvers to align the aircraft for landing. The low ceiling and rising terrain around the airport influenced the pilots decisions to make tight turns at low altitude. The aircraft was stalled and rolled inverted onto the runway during a turn.

At about 1005 mst the pilot received a weather briefing for a flight to Florida with an overnight stay in Texas. Thunderstorm activity was forecast along the proposed route of flight. The briefer advised the pilot to get an updated briefing before departure because of the developing thunderstorm activity and to use the services of enroute flight watch outlets in obtaining pirep information. At 2045 the pilot contacted Phoenix Tracon and stated his intention to land at Phoenix. The pilot indicated he was in the clouds at 17,500 feet. Radio and radar contact was lost at 2049. The wreckage was found approximately 28 mi wnw of Luke AFB. Portions of both wings were located 3 miles from the wreckage. The above weather is the 2055 observation at Luke AFB. The sheriff's deputy dispatched to the scene reported strong winds and heavy electrical storms in the area. A helicopter pilot estimated a ceiling of 1,500 ft overcast.

Shortly after takeoff witnesses observed the aircraft in a steep left bank descending until it crashed approximately 1,200 feet northwest of the departure end of the runway. According to the passenger the initial climb distracting the attention of the pilot who lost control of the aircraft while attempting to close the door. The inadvertent opening of the top section of the cabin door in flight is not considered critical. The before starting engines and before takeoff check lists call for "cabin door closed and locked pin indicators check on green mark." According to the passenger the pilot performed a cockpit check without the aid of a written check list. The pilot was killed while the passenger was seriously injured.

Shortly after takeoff from Oxford Airport, one of the engine failed. The pilot initiated a right turn when the airplane entered an uncontrolled descent and crashed, bursting into flames. Both occupants were killed.