Rockwell Grand Commander 680

While en route on a night IFR cargo flight, the pilot requested and was cleared for a descent from an IFR cruise altitude of 16,000 feet to proceed VFR-on-top. The last transmission from the aircraft was at 2106 when the pilot acknowledged that he was familiar with the terrain along the route. At 2121:51 mdt, radar contact was lost after the aircraft made an approximately 360° left turn and descended thru 13,800 feet. Shortly after that, the controller tried to call the pilot to inform him that radar contact was lost, but was unable to make radio contact. Later, wreckage of the aircraft was found where it had crashed about 2 miles southwest of were radar contact was lost. The wreckage was scattered over an area of more than one mile. An investigation revealed the left wing and right horizontal stabilizer had separated upward from overload. No pre-accident fatigue or part failure/malfunction was found. Weather reports and pireps indicated moderate turbulences and towering cumulus clouds in the area. Approximately 60 miles west at Pocatello, ID, snow showers were reported; 2 to 3 inches of snow fell on the wreckage overnight. Both pilots were killed.

The non-instrument rated, non multi-engine rated pilot, whose medical had expired, lost control of the aircraft during an IFR flight in instrument meteorological conditions. The aircraft crashed and burned. The pilot was attempting to return and land after he reported a landing gear problem. It could not be determined what landing gear malfunction existed.

N4581E was operating under 14 cfr 135 carrying cargo. The pilot stated that he departed VFR and had '7 to 10' miles visibility at the accident site. Witnesses at and near the accident site stated that heavy snow was falling at the time of the accident and the visibility was one mile or less. The aircraft struck a 2 story duplex in a light wing low attitude, 18 feet agl. Post crash exam of the aircraft and engines revealed no evidence of mechanical malfunction or failure. The pilot had been grounded for a couple of weeks prior to the accident due to medical problems. There was no record that indicated the pilot had been route checked for operations at Aspen.

The pilot was on a VFR flight from Montpelier, VT to Burlington, VT; a distance of about 80 miles. A mountain range is between the two location. Shortly after takeoff the pilot radioed Burlington approach control and requested an IFR clearance to land at Burlington. He reported that he was 10 miles northwest of Montpelier. The pilot was assigned a transponder code. The air traffic controller then noticed that the aircraft was near a mountain at a unverified altitude of 3,500 feet. The controller alerted the pilot that he was 2 miles south of a 4,393 feet high mountain. There was no response from the pilot. The aircraft collided with the east side of Mt Ethan Allen at a height of 3,580 feet. The aircraft was on a northwest heading at impact. VFR conditions of 3,800 feet broken and 4,000 feet scattered existed at the time. The pilot, sole on board, was killed.

En route from Puerto Maldonado to Lima, the twin engine aircraft struck a mountain and crashed about 30 km from Llamacocha. All seven occupants were killed.

On 12/3/85 at approximately 0830, the aircraft was found lying inverted in a canal adjacent to the airport where it had been on 24 hour standby for medical flights. Twelve days later, the pilot's body was also found in the canal. An investigation revealed the aircraft had been taken sometime during a period when the tower was closed between 2200 pst on 12/2/85 and 0600 pst the next morning, without the knowledge or consent of the operator. Main gear tire marks were found in mud where the aircraft had continued off the departure end of the runway. Beyond the end of the runway, the aircraft hit a fence and a 5 feet dirt bank, then hit the ground after being airborne about 200 feet and came to rest in the canal. Sheriff's personnel contacted friends of the pilot, who had spent the evening with him. Base on information that they provided concerning the consumption of alcoholic beverages, the sheriff's personnel stated that the pilot would have been legally intoxicated. The overrun was presumed to have occurred during either a landing or a takeoff on 12/3/85.

The pilot was forced to attempt an emergency landing for unknown reason. There were no casualties. The aircraft was damaged beyond repair.

The pilot was operating his aircraft under the rules of 14 cfr 135, i.e., a scheduled domestic cargo flight. He made a normal departure and climb en route to Salt Lake City, UT. Normal communications and radar flight following was established with Denver ARTCC. Approximately 8 miles west of fort collins, the aircraft suddenly disappeared off of radar and voice contact with the pilot was lost.

As near as can be determined, this was the pilot's second flight since obtaining his multi engine rating and third flight since obtaining his commercial pilot certificate from a designated p.e. The aircraft was observed to depart Lawrence County Airpark and upon reaching a point over the runway end, an engine started making a popping sound. The pilot radioed on unicom that he was having trouble with the aircraft. The aircraft climbed to an estimated 500 feet and a left turn away from the Ohio River and toward the hills was started. Witnesses observed aircraft porpoise in flight and said that at least once it sounded as if both engines quit momentarily then restarted. Then aircraft rolled into left bank and struck trees on ridgetop. The pilot, sole on board, was killed.

A Coast Guard Falcon aircraft was on scene when the aircraft ditched in the Atlantic ocean due to fuel exhaustion. A life raft and marker were dropped by the Coast Guard aircraft. A search was conducted all day on 3/1/85 and was called off at sunset on on 3/2/85. The occupants were presumed to have been fatally injured or drowned. The aircraft was presumed to have been destroyed.