Charleston-Intl

The pilot completed a flight without incident, and seemed in good spirits before departing, by himself, on the return flight. The second flight also progressed without a incident until cleared from 8,000 feet msl to 5,000 feet msl, which the pilot acknowledged. Visual meteorological conditions prevailed at the time, and radar data depicted the airplane initiate and maintain a 500-foot per-minute descent until radar contact was lost at approximately 400 feet agl. The pilot made no mention of difficulties while en route or during the descent. The airplane impacted trees at the top of a ridge in an approximate level attitude, and came to rest approximately 1,450 feet beyond, at the bottom of a ravine. Examination of the wreckage revealed no preimpact failures or malfunctions. The pilot had been diagnosed with Crohn's disease (a chronic recurrent gastrointestinal disease, with no clear surgical cure) for approximately 35 years, which required him to undergo several surgeries more than 20 years before the accident. The pilot received a letter from the FAA on June 11, 1998, stating he was eligible for a first-class medical certificate. In the letter there was no requirement for a follow up gastroenterological review, but the pilot was reminded he was prohibited from operating an aircraft if new symptoms or adverse changes occurred, or anytime medication was required. His condition seemed to be stable until approximately 5 months prior to the accident. During this time frame, he experienced weight loss and blood loss, was prescribed several different medications to include intravenous meperidine, received 3 units of blood, and had a peripherally inserted central catheter placed. On the pilot's airmen medical application dated the month prior to the accident, the pilot reported he did not currently use any medications, and did not note any changes to his health. A toxicological test conducted after the accident identified meperidine in the pilot's tissue.

The pilot stated that the airplane was cruising at an altitude of 18,000 feet 30 minutes after refueling when the left engine lost power. He stated that he was in radio contact with Indianapolis ARTCC so he advised them of the situation and requested a lower altitude. The center cleared the flight to 10,000 feet msl. The pilot stated that his attempt to restart the engine was unsuccessful. Shortly thereafter the pilot reported that the right engine lost power. According to the controller at the center, the pilot was nine miles from the nearest airport and he provided the pilot with radar vectors to the nearest airport, and the weather conditions. The airplane touched down in a wooded area. The faa examined the airplane at the accident site. The engines were removed to Pratt & Whitney for further examination. The examination of the engine and engine accessories did not disclose any pre-existing defects. Fuel samples were removed and tested at the laboratory at Pratt & Whitney. The tests revealed evidence of contaminants.

During an IFR flight the pilot executed a forced landing in a reservoir after the engines quit due to fuel exhaustion. The pilot reported that the airplane was fueled, topped off, the night before departure from Charleston. Examination of the airplane showed the outboard fuel filler port cap on the left wing was not present. The majority of the liquid drained from the main fuel sump was water. The inboard and outboard fuel filler caps were present on the right wing. All six occupants were rescued.

While in cruise flight, the pilot noted that the left engine began losing power and oil pressure. He stated that he then shut down the engine and feathered the propeller. He declared an emergency and descended to land. While on final approach, he lowered the landing gear and selected full flaps to slow the aircraft. He stated the airspeed decayed and the aircraft began to roll and yaw to the left. Subsequently, it contacted the ground in a left wing low attitude, then partially cartwheeled before coming to rest. A post accident examination of the left engine revealed that a turbocharger oil seal had deteriorated & failed, allowing oil to escape through the turbocharger exhaust. There was evidence of the beginning of progressive failure of the turbocharger. Also, there were indications that the left propeller was not fully feathered and that it was windmilling at impact. The pilot believed that he may have moved the left prop control out of the feather position by mistake. Both occupants were slightly injured.

The pilot reported he was on a missed approach and was returning to Charleston "heading 360°..." the aircraft crashed about 1/4 mi south and 100 feet short of the departure end of runway 27. The wreckage scatter pattern was oriented on a heading of 155°. Missed approach procedures specify a climbing right turn via a 325° heading. The left engine prop drive gear shaft had evidence of both bending and torsional failure loads. There was no evidence of machining or rotational smearing. Two of the three propeller blade tips were bent aft about the blade face. The left turbocharger had a tension failure of the turbine wheel shaft. No smear marks were noted on the fracture face. Single turbine blade impact marks were noted on the housing. The n°1 tach needle indicated 900 rpm and the n°2 tach needle indicated 1,900 rpm. All four occupants were killed.

The aircraft crashed and burned shortly after taking off in darkness on an IFR flight plan. The weather was reported as indefinite ceiling, zero obscuration, visibility 1/4 mile with fog, wind 120° at 5 knots. A number of witnesses heard the aircraft, both before and after takeoff. The consensus of their statements indicated that one engine lost power while the other continued running at a high power setting. An investigation revealed that an intense post crash fire had consumed most of the aircraft. There was evidence that the plane had crashed in a steep nose down, right wing low attitude and did not move after impact. The right propeller was found in a feathered position. The left propeller blades were curled and twisted. Both engines were disassemble, but no evidence of a mechanical failure was found. The gear and flaps were retracted and the cowl flaps were closed. All three occupants were killed.

While cruising by night on a regional flight out from Charleston, both engines failed. The pilot reduced his altitude in an attempt to make an emergency landing when the airplane crashed onto a house in Salley. Both occupants were seriously injured while there were no casualties on the ground. The aircraft was destroyed.

After takeoff from Charleston-Intl Airport, while climbing, the right engine failed. The crew contacted ATC and was cleared to return for an emergency landing. The crew made a 180 turn to reach the approach path when the airplane lost height and crashed in a wooded area. A pilot was killed while five other occupants were injured.

The crew was completing a local training mission at Charleston Airport. Upon landing, the crew noticed the lack of a 'brakes released' light. After touchdown, thrust reversers failed to deploy because they were locked out by the touchdown relay, still in the Flight Mode. However, due to a malfunction, the n°4 thrust reverser did deploy. Normal brakes were inoperative. The copilot selected emergency brakes and then continued to make multiple attempts to deploy the spoilers. This caused the n°3 hydraulic system to lose pressure due to which in turn the emergency brakes failed. Then an electrical malfunction within the gear handle caused the nose gear to retract. The airplane came to rest in flames on its belly. All six crew members escaped with minor injuries while the aircraft was damaged beyond repair.

On approach to Allentown-Bethlehem Easton Airport, the crew encountered limited visibility due to foggy conditions and low ceiling. The twin engine aircraft descended below the glide, struck trees and crashed in a wooded area located in Slatington, about 10,5 miles short of runway 13 threshold. The aircraft was destroyed and both occupants were injured.