Albuquerque

The emergency medical services (EMS) airplane took off toward the east in dark night visual conditions. The purpose of the Part 135 commercial air ambulance flight was to transport a 15-month-old patient from one hospital to another. Immediately following the takeoff from an airport elevation of 6,814 feet above mean sea level (msl), witnesses observed the airplane initiate a left turn to the north and disappear. Satellite tracking detected the airplane a shortly after departure, when the airplane was flying at an altitude of 6,811 feet msl, an airspeed of 115 knots, and a course of 072 degrees. The airplane impacted terrain at an elevation of 6,860 msl feet shortly thereafter, about 4 miles southeast of the departure airport. The pilot, flight nurse, paramedic, patient, and patient's mother were fatally injured. When the airplane failed to arrive at its destination, authorities initiated a search and the wreckage was located the next morning. Documentation and analysis of the accident site by the NTSB revealed that debris path indicated a heading away from the destination airport. Initial impact with trees occurred at an elevation of 6,860 feet. Fragmented wreckage was strewn for 1,100 feet down a 4.5-degree graded hill on a magnetic heading of 141 degrees. The aircraft's descent angle was computed to be 13 degrees, and the angle of impact was computed to be 8.5 degrees. There was evidence of a post-impact flash fire. Both engine and propeller assemblies were recovered and examined; the assemblies bore signatures consistent with engine power in a mid to high power range. The flaps and landing gear were retracted, indicating that the pilot did not attempt to land the airplane at the time of the accident. Flight control continuity was established, and control cable and push rods breaks exhibited signatures consistent with overload failures. There was no evidence of any pre-impact mechanical malfunction found during examination of the available evidence. The pilot had logged 2,775 total flight hours, of which 23 hours were in the accident airplane. Toxicology testing detected chlorpheniramine (an over-the-counter antihistamine that results in impairment at typical doses) and acetaminophen (an over-the-counter pain reliever and fever reducer often known by the trade name Tylenol and frequently combined with chlorpheniramine). No blood was available for tox testing, so it is not possible to accurately estimate the time of last use, nor determine if the level of impairment that these substances would have incurred during the flight. The airplane was not equipped with either a flight data recorder or a cockpit voice recorder, nor were they required by Federal Aviation Regulation (FAR). The impact damage to the aircraft, presence of dark night conditions, experience level of the pilot, and anomalous flight path are consistent with spatial disorientation.

At 1615, the pilot called FSS for a weather briefing and to file an IFR flight plan. He was told that there was thunderstorm activity, which was building in intensity, extending from Raton, New Mexico, to Garden City, Kansas, with some scattered activity in the Oklahoma panhandle. The briefer further reported that the thunderstorm activity was moving east, southeast. The pilot checked in with Albuquerque Center at 1750 during his departure climb to 21,000 feet. At 1755, convective SIGMET 70C was issued for isolated severe thunderstorms located 10 miles north, northeast, of Las Vegas, New Mexico. FAA Order 7110.65J, Air Traffic Control, section 2-6-2, states that 'controllers shall advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction.' SIGMET 70C was not given to the pilot by the center controller. Radio contact was lost at 1823. The pilot reported that the airplane was in VMC, approaching precipitation, when they encountered hail and the pilot's windshield was broken out which resulted in the airplane's depressurization.

The purpose of the training flight was to conduct part 135 checkrides for a pilot-in-command and a second-in-command upon completion of the crew's training. The checkride was being observed by an FAA inspector seated in the cabin. After completing an ILS approach to runway 02, the flight was cleared to circle to land on runway 15. The airplane was observed overflying runway 15 and lined up for runway 20. The tower advised the pilot that he was lined up for runway 20, and was given the option to land on either runway 15 or runway 20. The pilot opted for runway 15 and was cleared to a right downwind. The airplane impacted a hill at the 6,870-feet level near the crest, approximately 5 miles west of the airport. The published circling MDA for the ILS runway 02 approach is 6,860 feet. The airport is located about 9 miles from the city, and several local pilots reported a total lack of visual reference in that segment. All four occupants were killed.

A pilot (whose instrument currency could not be determined) took off at night in IMC. Shortly after takeoff, the aircraft crashed about 1.5 mile from the departure end of the runway. There was evidence that it impacted in an 85° right bank, nose down attitude at high speed. No preimpact part failure was found during the investigation; however, during a pre-purchase inspection on 10/16/90, several discrepancies were noted. These included an inop flight director, an autopilot malfunction and a misrigged flight control system that allowed the control wheel to indicate a left turn when the aircraft was in level flight. There was no record of these being repaired. Records showed the pitot-static system was last tested on 3/24/88. The pilot was taking sine-aid and tylenol for a chronic sinus infection. Although tox checks indicated the presence of 50.7 ug/ml of pseudoephedrine and 36.4 ug/ml of acetaminophen in the pilot's urine, none was found in his blood. The sinus cond could have affected the pilot's balance and equilibrium. All six occupants were killed.

The pilot and one passenger were on a business trip in the US from canada. The pilot had the aircraft fuel tanks 'topped off' prior to departure from Kansas City. The flight plan indicated 3 hours 30 min enroute to Albuquerque with 5 hours 30 min of fuel on board. Strong enroute winds and turbulence were forecast along the route of flight. The actual flight was 4.4 hrs. The aircraft crashed while turning from base leg to final at the Albuquerque Intl Airport. Examination of the wreckage revealed no evidence of fuel in or around the aircraft. The manufacturer recommends using the main tanks for 90 minutes before switching to any aux tank to prevent venting of return fuel overboard. Vented fuel will diminish fuel supply. Both occupants were killed.

Approximately 5 1/2 minutes after departure and while the aircraft was climbing enroute, an unknown ignition source triggered an explosion of fuel/air vapor which existed within the interior of the left wing. Wing skin from the upper/lower wing surface was lost, however, the wing structure remained integral and the pilots continued to fly the aircraft executing a 180° course reversal back to McCarran-Intl Airport. Subsequent to the explosion a fire developed within the left engine area. As the aircraft continued back towards mccarran the airspeed gradually diminished and the landing gear were lowered. Shortly thereafter the left wing entered a stall condition brought about by a decrease of airspeed as well as the degradation of its lift developing capabilities due to the explosion induced damage. The aircraft then entered an uncontrollable left roll several hundred feet above ground from which a successful recovery could not be executed. Both occupants were killed.

The pilot canceled his IFR flight plan and attempted to fly VFR at a relatively low altitude over mountainous terrain with low scattered clouds on a dark night. He reported a large lighted area as being downtown El Paso when in reality it was most likely Coronado Hills, a development on the west side of Franklin Mountain located approximately 4 miles north of the south end of the mountain. This was probably due to having just descended from IFR conditions into VFR conditions. His familiarity with the area, combined with his method of flight operation (as related by a professional acquaintance), probably gave a false sense of security and overconfidence in his personal ability. The pilot, sole on board, was killed.

The pilot was flying his wife and her 4 friends to Aspen, CO for a ski vacation. Witnesses reported that during takeoff, the right baggage door opened. They observed the aircraft turn left onto a downwind with the landing gear extended. Eight witnesses reported the engines were producing power of varying degrees; two stated the left engine stopped running and two reported the right engine had a reduction of power or rpm. In the vicinity of where the pilot would have made a base turn, the aircraft entered a left descending turn, collided with the tops of trees beside a road, impacted in the roadway on an easterly heading, slid to a stop and burned. An exam revealed the gear was down, the left propeller was feathered and there was evidence the right baggage door was open. The throttle quadrant was found with the left throttle 2/3 forward, the right throttle full aft, the left propeller control in the feather position, the right prop control full forward and the mixtures at or near their forward positions. The flight characteristics of the aircraft were considered normal with the baggage door open. All six occupants were killed.

About 2 hours after departure, at 13,000 feet, the right engine fuel flow went to zero. The engine continued to operate indicating 24 inches of manifold pressure. All other instruments were normal but what looked like a brown stain developed on top of the right wing along the spar cap near the tip tank. Artcc was advised that a precautionary landing would be made at Raton and a rapid descent was begun. On final the right engine nacelle and wing locker turned brown. As the aircraft landed flames appeared on the right side of the fuselage and smoke entered the cabin. Both engines were secured and brakes applied. The brakes were inoperative therefore, the pilot steered the aircraft off the runway into a snowbank collapsing the nose gear. Within 15 mins most of the wreckage was consumed by the fire. Ignition source and fire origination point were not determined. All three occupants escaped uninjured.

For undetermined reasons the pilot experienced a power loss on both left engines while turning from left base to final for landing. The pilot was unable to maintain directional control and elected to reduce power on the right engines. During the forced landing roll the aircraft collided with three ditches as well as small trees. As the aircraft touched down both left engines resumed full power. The pilot, sole on board, was uninjured.