Bellingham

The pilot reported that, during the preflight, it was snowing, and he wiped the snow that had accumulated on the wings off "as best as [he] could." He added that, while taxiing to the runway, "snow was falling heavily," and he observed "light accumulation of wet snow" on the wings. During the takeoff roll, he observed the snow "sloughing off" the wings as the airspeed increased. Subsequently, during the climb to about 150 ft above the ground, the airplane yawed to the left, and he attempted to recover using right aileron. He reported that he "could see a stall forming," so he lowered the nose and reduced power to idle. The airplane impacted the general aviation ramp in a left-wing-down attitude and slid 500 to 600 ft. The pilot reported on the National Transportation Safety Board Aircraft Accident/ Incident Report 6120.1 form that the airplane stalled, and he recommended "better deicing" before takeoff. The airplane sustained substantial damage to the fuselage and left wing. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. A review of recorded data from the automated weather observation station located on the airport revealed that, about 27 minutes before the accident, the wind was 010° at 8 knots, 1/2-mile visibility, moderate snow, freezing fog, and sky condition broken at 500 ft above ground level (agl) and overcast at 1,500 ft agl. The airplane departed from runway 16. The Federal Aviation Administration (FAA) Aeronautical Information Manual stated, in part: "The presence of aircraft airframe icing during takeoff, typically caused by improper or no deicing of the aircraft being accomplished prior to flight has contributed to many recent accidents in turbine aircraft." The manual further stated, "Ensure that your aircraft's lift-generating surfaces are COMPLETELY free of contamination before flight through a tactile (hands on) check of the critical surfaces when feasible. Even when otherwise permitted, operators should avoid smooth or polished frost on lift-generating surfaces as an acceptable preflight condition." FAA Advisory Circular, AC 135-17, stated in part: "Test data indicate that ice, snow, or frost formations having thickness and surface roughness similar to medium or course sandpaper on the leading edge and upper surfaces of a wing can reduce wing lift by as much as 30 percent and increase drag by 40 percent." Included in the public docket for this report is a copy of a service bulletin from the airplane manufacturer, which describes deicing and anti-icing ground procedures. It stated, in part: During conditions conducive to aeroplane icing during ground operations, take-off shall not be attempted when ice, snow, slush or frost is present or adhering to the wings, propellers, control surfaces, engine inlets or other critical surfaces. This is known as the "Clean Aircraft Concept". Any deposit of ice, snow or frost on the external surfaces may drastically affect its performance due to reduced aerodynamic lift and increased drag resulting from the disturbed airflow.

With a reported ceiling of 500 feet and visibility of 2 miles, the pilot requested and received a Special Visual Flight Rules (VFR) clearance to depart the Bellingham airport. He then took off and called clear of Bellingham's Class D airspace. A witness reported seeing the aircraft flying very low over water near the accident site, appearing to go in and out of clouds, and subsequently seeing it turn toward rising wooded terrain and disappear into the clouds. The aircraft crashed shortly thereafter. Witnesses reported very low ceilings and fog in the accident area at the time. Pieces of the aircraft's left wing and left horizontal stabilizer, along with a felled treetop, were found between the location of the witness's sighting and the main crash site, on or near the crest of a hill about 1/4 mile from the main crash site. These pieces exhibited leading-edge and primary structure damage, and leading-edge-embedded plant material, consistent with the pieces separating from the aircraft upon contact with trees. Wreckage and impact signatures at the main crash site were indicative of an uncontrolled impact with the ground. Investigators found no evidence of any aircraft malfunctions or cargo anomalies occurring prior to the apparent tree strikes.

About three hours and twenty minutes after departing Bellingham, Washington, for Midland, Texas, the pilot contacted Klamath Falls (Oregon) Tower and told the controller of his intention to land. About 10 minutes later, while about 30 miles north of Klamath Falls, the pilot reported he was low on fuel and was not able to find the city. The tower responded with instructions that would take the pilot south to the airport. But because the pilot seemed not to be following the instructions, but was instead continuing to the west, he was switched to Seattle Center. Center provided the pilot with a southeasterly heading direct to Klamath Falls, but less than a minute later radar and radio contact with the aircraft was lost. Other pilots overheard the pilot transmit that he had lost power in one engine, and later state that he had lost power in both. Soon thereafter the aircraft was seen to descend to about 200 to 300 feet above the surface of Lake of the Woods. The aircraft then began to slow and its nose began to rise. As it was slowing, one of the engines surged back to a high power setting, and the aircraft almost immediately rolled quickly to the side and dove nearly straight down into the lake. During the post-accident inspection of the airframe, the throttle for the right engine was found retarded to idle, but the throttle for the left engine was found in the full-forward (maximum power) position. A review of the Aerostar owner's manual revealed that the Engine Failure/Restart checklist called for the throttle for a failed engine (both engines in this case) to be retarded to the 'Cracked 1/2 inch open' position. Toxicological results indicate the presence in the pilot's blood of chlordiazepoxide and three of its active metabolites, norchlordiazepoxide, nordiazepam, and oxazepam. Chlordiazepoxide (Librium) is a tranquilizer often used to treat anxiety and tension. At sufficient levels it can have significant adverse effects on judgement, alertness, and performance. It is known to cause drowsiness, mental dullness, and euphoria. The results also indicate the presence of diphenhydramine in the pilot's blood. Diphenhydramine is a sedating antihistamine, and in sufficient quantities is known to produce drowsiness, impaired coordination, blurred vision, and reduced mental alertness.

After takeoff from runway 29 at Campbell River Airport, while climbing to a height of about 200 feet, the twin engine aircraft initiated a right turn then lost altitude. The right wing struck trees and the aircraft crashed 100 metres further, some 1,350 metres past the runway end. The aircraft was destroyed and all three occupants were killed. It was reported that the pilot encountered engine problems prior to departure from Campbell River. When the right engine was started, witnesses heard a rumbling sound and the pilot shut the engine down. Shortly later, both engines were started again and the pilot taxied for departure. A first takeoff procedure was rejected and the pilot returned to the ramp to proceed tests on engine and propeller governors for about 18 minutes. During this time, it was observed that the right propeller stopped at least once while the left engine was running normally.

The airplane departed RAF Leeming at 1733LT on October 14 to bomb a synthetic oil plant located in Stettin (Szczecin), Poland. While returning to his base, the crew noticed the fuel reserve was insufficient. All five crew members decided to abandon the aircraft and bailed out. The bomber entered a dive and crashed in a field located in Watson Walls, near Bellingham. All five crew members were uninjured.
Crew (10th Squadron):
S/L Kenneth Francis Ferguson, pilot,
Sgt Charles Stanley Rogers, pilot,
Sgt Walter Fraser, observer,
Sgt Ernest Cummings, wireless operator,
Sgt Mark Alfred Niman, air gunner.