Fort Worth

The pilot added fuel to the multi-engine airplane prior to departure. While en route to the destination airport, the pilot noted that the fuel gauges indicated that the right main-tank appeared to be almost empty and the left tank appeared half full. The pilot initiated the crossfeed procedure in an effort to supply fuel to both engines from the left main tank. Shortly after beginning the crossfeed procedure, both engines experienced a total loss of power. The pilot notified air traffic control (ATC) and selected a field to perform a forced landing. Prior to touchdown, the right engine produced a surge of power and, in response, the airplane rolled to the left. The surge abruptly ended and the pilot continued the forced landing by lowering landing gear and extending the flaps. The airplane impacted the ground, coming to rest in an open field. A postimpact examination did not reveal any anomalies with the airframe or engine that would have precluded normal operation. Although both fuel tanks were ruptured, the accident scene did not contain a large amount of residual fuel. A small fuel slick was found on the surface of a nearby pond; however, the grass area underneath both wings did not contain dead grass; this would have been expected if there was more than a negligible amount of fuel in the tanks at time of impact.

Aircraft was on an instrument approach when it crashed short of the runway at Lubbock Preston Smith International Airport, Lubbock, Texas. The captain sustained serious injuries, and the first officer sustained minor injuries. The airplane was substantially damaged. The airplane was registered to FedEx Corporation and operated by Empire Airlines, Inc., as a 14 Code of Federal Regulations Part 121 supplemental cargo flight. The flight departed from Fort Worth Alliance Airport, Fort Worth, Texas, about 0313. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed.

According to the flight crew, they exited the clouds approximately 250 feet above ground level, slightly left of the runway centerline. The pilot not flying took control of the airplane and adjusted the course to the right. The airplane rolled hard to the right and when the pilot corrected to the left, the airplane rolled hard to the left. The airplane impacted the ground in a right wing low attitude, resulting in substantial damage. Further examination and testing revealed anomalies with the yaw damper and spoileron computer. According to the manufacturer, these anomalies would not have prevented control of the airplane. Greater control wheel displacement and force to achieve a desired roll rate when compared with an operative spoileron system would be required. The result would be a slightly higher workload for the pilot, particularly in turbulence or crosswind conditions. An examination of the remaining systems revealed no anomalies.

The airplane was fueled with 65-gallons of jet-A in preparation for the evening's flight. The 6,600-hour pilot stated that no abnormalities were noted during the engine start, and takeoff. However; shortly after departure, and after the pilot had leveled off at 7,000-feet, he reported to air traffic control that he had an engine failure and a total power loss. During the descent, the pilot attempted both an air and battery engine restart, but was not successful. The inspection on the engine was conducted on November 30, 2005. The accessory gearbox had a reddish-brown stain visible beneath the fuel pump/fuel control unit. The accessory gearbox was turned; rotation of the drive splines in the fuel pump (splines for the fuel control unit) was not observed. The fuel pump unit was then removed, the area between the fuel pump and accessory gearbox was stained with a reddish brown color. The fuel pump drive splines were worn. Additionally, the internal splines on the fuel pump drive coupling were worn. The wear on the spline drive and coupling prevented full engagement of the spline drives. Both pieces had evidence of fretting, with a reddish brown material present. The airplane had approximately 130 hours since a maintenance inspection (which included inspection of the fuel pump). The engine had accumulated approximately a total time of 9,852 hours, with 5,574 hours since overhaul.

A designated pilot examiner (DPE) was administering a type-rating check ride from the jump seat (located behind co-pilot's seat), and instructed the second-in-command (SIC) (required for the check ride and occupying the front right seat) to reduce the power on one engine to simulate a single engine approach. Approximately 23 seconds later, the airplane began to "drop rapidly." To arrest the descent, both pilots simultaneously applied full power on both engines, and the applicant (occupying the front left seat) increased the airplane's pitch attitude to 12 degrees. However, the airplane continued to descend and touched down short of the landing threshold for the runway. A post-impact fire consumed the airplane. According to the applicant, after takeoff, he demonstrated several maneuvers, and was then provided vectors for a VOR instrument approach. While executing the approach, it was "really bumpy", and they hit a gust of wind, which resulted in him having to correct the airplane's attitude back to straight and level flight. When the airplane was approximately one mile from the end of the runway, he looked outside and saw that he was high on the approach and extended the flaps to 40 degrees. Shortly after, the PIC reduced power on the left engine to simulate a single-engine approach. When the airplane was approximately 1/4 to 1/2-mile from the end of the runway, at 400 feet mean sea level (msl) (about 366 feet above ground level), Vref 110, the airplane began to sink rapidly, and it impacted the ground. The applicant said that he, "never experienced wind shear like that before...and in hindsight it would have been more helpful if they had a better understanding of the wind conditions before they tried to land." Under current FAA regulations, even though the pilot in the right seat (the applicant's flight instructor) acted as the SIC for the purpose of the check ride, the applicant was not type rated in the airplane, and technically, could not be designated as the pilot-in-command (PIC). The instructor was type rated in the airplane; and therefore, was the PIC.

The airplane impacted mountainous terrain approximately 10.5 dme from the airport while executing a LOC/DME instrument approach. The airplane was configured for landing. The elevator trim jackscrew was approximately 18° nose up. The altitude preselect, coupled to the sperry autopilot system, was set at 9,500 feet. Minimum descent altitude until reaching the final approach fix is 9,500 feet. Final approach fix is located at 9.3 dme. Twenty four prescription and nonprescription drugs were found aboard the airplane. The pilot's toxicology report disclosed 0.206 (ug/ml, ug/g) chlorpheniramine, an antihistamine, in his liver fluid. According to an FAA flight surgeon, this would equate to approximately .034 ug/ml in blood. Therapeutic dosage is .01 to .04 ug/ml. The drug is contraindicated for flying due to its capability of producing drowsiness. Chlorpheniramine is an ingredient found in comtrex, one of the drugs found aboard the airplane. All six occupants were killed.

While in cruising altitude on a flight from Pensacola to Fort Worth, the pilot contacted ATC and declared an emergency due to fire in the cabin and smoke in the cockpit. He was cleared to initiate a rapid descent and eventually decided to attempt an emergency landing in an open field. The airplane landed safely in a pasture and burned immediately afterwards. All three occupants escaped uninjured while the aircraft was destroyed by fire.

When the aircraft departed New Orleans-Moisant Airport, weather conditions were poor with thunderstorm activity and rain falls. After takeoff, while climbing in the clouds, the pilot lost control of the airplane that entered and uncontrolled descent and crashed in a field located in Luling, about six miles southwest of the airport. The aircraft was destroyed and all four occupants were killed.

While in cruising altitude, the twin engine airplane entered an area of turbulences. The airframe failed in flight, the airplane entered a dive and eventually crashed in a prairie. All five occupants were killed.

During a non precision approach to Victoria County-Foster Airport, the crew encountered marginal weather conditions with fog. On short final, the crew failed to realize his altitude was too low when the airplane struck a pole located 1,7 mile short of runway 12L. The aircraft crashed in a field and was destroyed by impact forces and a post crash fire. All nine occupants were killed.