Flint-Bishop

During climb to cruise, the captain increased left engine power and the engine power lever became jammed in the full forward position. This condition resulted in an engine overtorque and overtemperture condition, and the captain shut down the left engine. After the engine shutdown, both primary flight display screens went blank. The captain reset the right generator and the flight displays regained power and display. Due to the engine shutdown, the captain diverted to a nearby airport and attempted a single-engine precautionary landing in visual flight rules conditions. Based on wind conditions at the airport (290 degrees at 18 knots), runway 27 was being used for operations. During the descent, the crew became confused as to their true heading and were only able to identify runway 27 about a minute before touching down due to a 50-degree difference in heading indications displayed to the crew as a result of the instrument gyros having been reset. Accurate heading information would have been available to the crew had they referenced the airplane’s compass. Having declared an emergency, the crew was cleared to land on any runway and chose to land on runway 18. After touchdown, the captain applied reverse thrust on the right engine and the airplane veered to the right. The airplane flight manual’s single-engine approach and landing checklist indicates that after landing braking and reverse thrust are to be used as required to maintain airplane control. The airplane continued to the right, departed the runway surface, impacted terrain, flipped over, and came to rest inverted. At the point of touchdown, there was about 5,000 feet of runway remaining for the landing roll. The loss of directional control was likely initiated when the captain applied reverse thrust shortly after touchdown, and was likely aggravated by the strong crosswind. Postaccident examination of the airplane showed a clevis pin incorrectly installed by unknown maintenance personnel that resulted in a jammed left engine power lever. No additional anomalies were noted with the airplane or engines that would have precluded normal operation.

The airplane impacted heavily wooded terrain after experiencing a dual engine failure due to a reported lightning strike. The pilot received a weather brief that included information concerning a Convective Sigmet and a Severe Weather Watch. The weather briefer informed the pilot that a route to the southeast would keep the flight out of the heavy weather, and that, "... you'll get clobbered if you go due east." After departure, the pilot requested a turn to the northeast to stay clear of weather. While in the climb, the flight was advised of a Weather Watch that covered the area of their flight. The CVR revealed that Continuous Ignition was not selected prior to encountering turbulence. About 23 minutes after takeoff, the airplane was climbing at about 30,800 feet msl when the pilot reported a dual engine failure due to a lightning strike. The CVR indicated one engine quit and the second quit about two seconds later. The copilot established a 170 kts descent airspeed for "best glide." The airplane was vectored near a level 5 thunderstorm during the emergency descent. Two air starts were attempted when the airplane's altitude was outside of the air start envelope. Two more air starts were attempted within the air start envelope but were unsuccessful. The minimum airspeed for an air restart is 160 kts and the maximum speed for air start is 358 kts. The CVR indicated that the pilots did not call for the airplane's checklist, and no challenge and response checklists were used during the emergency descent. The CVR indicated the pilots did not discuss load shedding any of the electrical components on the airplane. The CVR indicated the hydraulic system cycled twice during the emergency descent and the landing gear was lowered using the hydraulic system during descent. During the descent the pilots reported they had lost use of their navigation equipment. The airplane impacted the terrain located about 166 nautical miles from the departure airport on a bearing of 083 degrees. No preexisting engines or airframe anomalies were found.

The pilot reported getting an unsafe indication on the right main landing gear when the landing gear was lowered. The crew recycled the landing gear and got the same unsafe indication. The crew retracted the gear and diverted to Detroit. On arrival, the crew performed the 'landing gear abnormal extension checklist,' but the unsafe indication remained. The air traffic control tower reported that the gear appeared normal. During the landing, the right main landing gear retracted. The airplane slid sideways, striking a runway marker as it departed the runway, and came to rest in a field. Examination revealed that the right landing gear downlock mechanism could be overcome with physical force. Examination of the right landing gear actuator revealed that one of the six shims which separate the spacers and help guide the safety lock switch was out of position and lying on top of the lock assembly.

The pilot reported that shortly after takeoff, the airplane's left engine started to surge. The airplane also began experiencing intermittent electrical surges which caused the instrument panel lights, cabin lights, and radios to go off and on. The pilot diverted to an alternate airport to land. He did not secure the left engine before landing because it was still developing some usable power. He placed the gear select handle in the down position and observed three green gear-down-and-locked lights. Prior to touchdown, both power levers were positioned to flight idle and no gear warning horn sounded. The airplane landed gear up. Postaccident examination revealed no abnormalities with the landing gear or electrical system. The landing gear emergency extension functioned properly. The landing gear indicating system showed a safe gear indication when the gear was extended during examination. Substantial damage to the gear doors was observed, but no damage to the landing gear was observed.

During IFR departure, pilot received progressive altitude clearances to climb to 15,000 feet. At 1607 edt, he was vectored for 'a good rate of climb' thru 14,000 feet with clearance to proceed on course after leveling 14,000 feet for 15,000 feet. Radar data indicated a steady climb til aircraft was above 13,000 feet. As it climbed from 13,300 feet to 13,900 fet (max recorded altitude), its speed slowed from about 115 knots to below 80 knots. At 1613 edt, pilot was cleared to proceed direct and change frequency. Radar data showed that after reaching 13,900 feet, aircraft deviated from course and entered steep descent. Radar contact was lost and inflight breakup occurred. Pieces of wings and stabilizers were found up to 1.5 mile from fuselage. Trajectory study disclosed breakup occurred between 6,000 feet and 9,000 feet msl. Exam of fractures on major components revealed characteristics typical of overstress; no preexisting cracks were found. No autopilot failure or bird strike was found. Clouds were layered to 20,000 feet; freezing level was about 12,500 feet. There was evidence aircraft was in or near convective precipitation above freezing level for about 1.5 minute before rapid descent. Found Pitot heat switch 'off' and induction air door in its primary position. The pilot, sole on board, was killed.

For unknown reasons, the twin engine airplane landed hard and bounced. It went out of control and crashed. The pilot, sole on board, was uninjured.

Following a normal landing and braking procedure at Flint-Bishop Airport, while performing a cargo flight from St Louis, the pilot vacated the runway and rolled to the apron with he collided with a parked Piper PA-28-140 registered N54393. The pilot was uninjured while both aircraft were destroyed by a post crash fire.

The twin engine airplane was completing a cargo flight from Flint to Pontiac. While descending to Pontiac-Oakland County Airport by night, the pilot encountered bad weather conditions when on final, the airplane went out of control and crashed in White Lake, about three miles west of the airport. The aircraft was destroyed and both occupants were killed.

About 2020 EST, on September 8, 1977, Champion Home Builders Company, Gates Learjet 25B, N999HG, crashed shortly after takeoff at Sanford, North Carolina. All five persons aboard were killed, and the aircraft was destroyed. The aircraft departed Sanford Airport about 2018 EST, for a flight to Flint, Michigan. In accordance with departure instructions from Fayetteville departure control, the flight was about 3 mi west of the airport, climbing through 3,000 ft, on a heading of 270°, when it disappeared from radar. There were no distress calls, but several witnesses west of the airport saw the aircraft on fire below the 600 feet suddenly dove to the ground. People in the immediate vicinity reported that the overcast ceiling. The flight completed a right turn to a northeasterly heading and aircraft was on fire before it crashed.

The approach to Flint-Bishop Airport runway 27 was completed in poor weather conditions with limited visibility due to snow falls. On final, the airplane stalled then rolled to the right to an angle of 45° and crashed in flames. The aircraft was destroyed and both pilots were killed. They were completing a cargo flight from Detroit-Willow Run (Ypsilanti) Airport.