Corpus Christi

The 4,100-hour commercial pilot lost directional control of the single-pilot twin-engine turbojet while taking off from runway 22 (7,602-feet long by 150-feet wide), and impacted the ground about 3,750 feet from the point of departure. Several witnesses reported that the airplane climbed to approximately 150 feet, rolled to the right, descended, and then struck the ground inverted. The weather was day VFR and the wind was reported from 170 degrees at 10 knots. Examination of the wreckage revealed that none of the main-entry door latching pins were in their fully locked position. The airplane's flight controls and engines did not disclose any mechanical discrepancies. The flaps were in the takeoff position and the control lock was unlocked. The pilot had not flown the airplane for over nine months because of extensive maintenance; the accident occurred on its first test flight out of maintenance. Since the pilots flight records were not found, it is unknown how much flight time the pilot had flown in the last nine months. The other airplane that the pilot owned was a Cessna 650, but witnesses stated that the pilot was only qualified as a co-pilot. Most of the maintenance records that were located were not completed; an approval for return-to-service was not found. Another airplane that had declared an emergency was on a 10-mile final when the tower cleared the accident airplane for takeoff, with no delay on the takeoff roll. No additional communication or distress calls were reported from the accident airplane. The airplane was not equipped with either a flight data recorder or a cockpit voice recorder. No anomalies were found on either engine that could have prevented normal engine operation.

The 1,608-hour commercial pilot departed on a scheduled cargo flight. Prior to departure, he performed a preflight inspection and visually verified all five fuel tanks were full. The flight took approximately 1 hour for the 162 nautical mile cross-country flight. Prior to his return flight, he again checked the fuel and oil. He noted that, he had 3 hours of fuel on board. About 15 minutes after departure, the pilot switched to the auxiliary tanks. The pilot stated, "after 10-15 minutes on taking fuel from the auxiliary tanks, I switched to the right locker tank." Shortly thereafter, air traffic control instructed him to start a descent, and he selected the main fuel tanks. During the approach, the right engine began to "sputter". As the pilot was going through the engine failure checklist, the left engine "started sputtering." The pilot switched the auxiliary fuel pumps to high; then changed from the main tanks to the auxiliary fuel tanks. The airplane landed short of runway 12R. Inspection of the aircraft revealed, both auxiliary fuel tanks were "dry", the right main fuel tank contained approximately 3-inches of fuel, and the left main tank was "dry", but had been breached during the landing. The right wing locker fuel tank was full of fuel, and the transfer switch was in the off position. The left fuel selector was found in the left auxiliary position and the right fuel selector was found in the right auxiliary position. The main fuel line on the right engine had no fuel in it, and the line to the fuel manifold valve was empty as well. The left main fuel line had a "couple teaspoons" of fuel in it, and the fuel line to the left fuel manifold valve was absent of fuel.

After approximately 1.5 hours of pipeline patrol flight at a planned altitude of 500 feet agl the aircraft flew into the flat terrain in a landing attitude. The aircraft went through a wire fence, heavy brush and small trees before coming to rest 437 feet from initial ground contact with all 3 gear collapsed. A physical examination and the pilot's statement indicate that the pilot was operating under an extreme amount of stress which may have resulted in chronic fatigue at the time of the accident. According to the pilot, he was accustomed to a very heavy flight schedule. The chief pilot attempted to assign an additional pilot but company budget constraints prevented such an assignment.

The aircraft was on a flight to a private ranch landing strip at night. The strip had an unlighted windsock at midfield and portable runway edge lights were in use. During arrival, the aircrew estimated the visibility was 3 to 4 miles and reported they would be able to land. Personnel at the ranch heard the aircraft fly over. One of them reported that earlier, the wind had been blowing hard and the air was full of dust, but at the time the aircraft arrived, dust had settled. A deputy sheriff noted that at times, the visibility was good, but at other times, it was poor. The aircraft owner, who was at the ranch, said he could see the aircraft lights at times (in the traffic pattern), but at times, he could not see them. After making two passes, the aircraft crashed in the area where it should have been on a base leg. An exam of the wreckage revealed it was in a left turn during impact. After initial impact, it bounced/slid 663 feet, then hit a tree covered canal levee and burned. No evidence of a preimpact/mechanical malfunction or failure was found. All four occupants were killed.

Prior to the FAF during a VOR/DME approach, the Merlin was cleared to change to the unicom frequency. The pilot of the Merlin contacted unicom and requested and airport advisory. The unicom operator replied that there was a pirep of 500 feet over the field with two miles visibility but 'zilch' over the water. Shortly after this contact the pilot of the AA-5A called on unicom turning final. The pilot of the AA-5A was given the same advisory as given to the Merlin and further advised that another aircraft was inbound for runway 14. The aircraft collided less than one mile northwest of the approach end of runway 14. AIM 157 recommends that VFR inbound flights broadcasting entering downwind and final. AIM 363 recommends that, when making an IFR approach to an airport not served by a tower or FSS and after ATC advises to change to advisory frequency, to broadcast intentions, including type approach, position and when over FAF inbound. All three occupants in both airplanes were killed.

The crew was completing a local training flight at Corpus Christi Airport. Following an approach in reduced visibility due to foggy conditions, the airplane landed hard on runway 10R. Upon touchdown, the aircraft went out of control, veered off runway and came to rest. All eight crew members evacuated safely while the aircraft was damaged beyond repair.

On final approach to Laredo Airport runway 32 by night, the pilot failed to realize his altitude was too low when the airplane struck the ground and crashed three miles southeast of the airport. The airplane was destroyed and both occupants were killed.

On approach by night to Houston-Intercontinental Airport, the twin engine airplane was too low, struck trees and crashed. A passenger was seriously injured while all four other occupants were killed.

On final approach to Houston-Intercontinental Airport, the pilot encountered limited visibility (3/4 mile or less) due to night, low ceiling and foggy conditions. He failed to realize his altitude was too low when the twin engine airplane struck trees and crashed in flames. The pilot was killed while all four passengers were injured.

The approach to Oklahoma City was started in limited visibility due to foggy conditions. On final, the crew descended below the MDA when the airplane struck the ground and crashed in flames few miles short of runway threshold. The aircraft was destroyed by impact forces and a post crash fire and both pilots were killed.