Harlingen-Valley Intl

The pilot and two passengers departed on an instrument flight rules cross-country flight in night instrument meteorological conditions (IMC). The pilot was instructed by air traffic control to climb to 12,000 ft, and then cleared to climb to FL230. The pilot reported to the controller that the airplane encountered freezing drizzle and light rime icing during the climb from 6,500 ft to 8,000 ft mean sea level (msl). As the airplane climbed through 11,600 ft msl, the pilot reported that they had an issue with faulty deicing equipment and needed to return to the airport. The controller instructed the pilot to descend and cleared the airplane back to the airport. When asked by the controller if there was an emergency, the pilot stated that they “blew a breaker,” and were unable to reset it. As the controller descended the airplane toward the airport, the pilot reported that they were having issues with faulty instruments. At this time, the airplane was at an altitude of about 4,700 ft. The controller instructed the pilot to maintain 5,000 ft, and the pilot responded that he was “pulling up.” There was no further communication with the pilot. Review of the airplane’s radar track showed the airplane’s departure from the airport and the subsequent turn and southeast track toward its destination. The track appeared as a straight line before a descending, right turn was observed. The turn radius decreased before the flight track ended. The airplane impacted terrain in a right-wing-low attitude. The wreckage was scattered and highly fragmented along a path that continued for about 570 ft. Examination of the wreckage noted various pieces of the flight control surfaces and cables in the wreckage path. Control continuity could not be established due the fragmentation of the wreckage; however, no preimpact anomalies were found. Examination of the left and right engines found rotational signatures and did not identify any pre-impact anomalies. A review of maintenance records noted two discrepancies with the propeller deice and surface deice circuit breakers, which were addressed by maintenance personnel. Impact damage and fragmentation prevented determination of which circuit breaker(s) the pilot was having issues with or an examination of any deicing systems on the airplane. The radio transmissions and transponder returns reflected in the radar data indicate that the airplane’s electrical system was operational before the accident. It is likely that the pilot’s communications with the controller and attempted troubleshooting of the circuit breakers introduced distractions from his primary task of monitoring the flight instruments while in IMC. Such interruptions would make him vulnerable to misleading vestibular cues that could adversely affect his ability to effectively interpret the instruments and maintain control of the airplane. The pilot’s report of “faulty instruments” during a decreasing radius turn and his initial distraction with the circuit breakers and radio communications is consistent with the effects of spatial disorientation.

While in cruise flight at 16,000 feet, the pilot requested from ATC and was cleared to make a 360-degree turn to the left. Shortly after this, the pilot requested a 360-degree turn to the right. The pilot then requested radar vectors to the closest airport and was given this. ATC asked the pilot if he had an emergency and the pilot reported he had an asymmetric fuel condition. The pilot then asked for a lower altitude and was cleared by ATC to 4,000 feet. About a minute later the pilot transmitted "Mayday" six times and shortly after this radar and radio contact with the flight was lost. Recorded radar data showed that at 1803:13 the accident airplane was proceeding on a southerly heading at 16,100 feet mean sea level (MSL). At 1803:53 the airplane turned left to a southeasterly heading. At 1804:13 the airplane turned right returning to its original southerly heading. At 1805:14 the accident airplane turned to the right on a southwesterly heading, and maintained that heading until 1809:04 at which time the airplane turned due west and was at an altitude of 15,400 feet. The last radar contact was at 1810:06 at an altitude of 13,800 feet. The airplane wreckage was located due north from this last recorded radar contact. Witnesses observed the airplane descend in a near vertical attitude, collide with the ground, and then explode. Components from all areas of the aircraft structure and flight control surfaces were located at the crash site along with components from both engines and propellers. Impact and post crash fire damage precluded the examination of the airplanes fuel system and components.

The twin-turbojet, transport-category airplane was destroyed when it departed controlled flight during descent into its final destination and impacted terrain. The flight was cleared to descend from FL 390 to 10,000 feet, and the flight crew established a 4,000-foot/minute descent. As the airplane descended through FL 219, air traffic control requested the pilot contact approach control. However, the pilot read back an incorrect frequency and spoke an unintelligible word. The controller attempted to correct the pilot; however, no additional communications were received from the flight crew. Located within a pause in the pilot's last transmission, a 1680 Hz frequency could be heard for 0.1 seconds. There are only two systems in the airplane with aural warning systems within that frequency range; the cabin altitude warning, and the overspeed warning (both systems were destroyed during the accident sequence). Shortly after the last transmission from the pilot, radar data depicted the airplane climbing back up to FL 231 before entering a steep and rapid descent. A performance study indicated that just prior to the loss of control, the airplane exceeded its maximum operating airspeed of 300 knots calibrated. However, according to the manufacturer, the airplane had been successfully flown at airspeeds up to 400 knots calibrated without loss of control. The right wing and sections of the right horizontal stabilizer/elevator separated from the airplane just prior to its impact with terrain and were located approximately 200-250 feet from the main impact crater. No anomalies with the airframe or engine were found that would have led to the loss of control. A cockpit voice recorder was installed in the accident airplane; however, it did not record the accident flight.

The 70 years old pilot was flying a Douglas A-20 in a flight of 3 aircraft at an airshow (Confederate Air Force 'Airshow 88'). Afterflying on a southerly heading, the flight entered a procedure turn which involved a 90° left turn to the east followed by a 270° right turn back northbound. While maneuvering, the A-20 entered a right descending turn and subsequently crashed on level terrain in a relatively wings level descent. The main wreckage came to rest about 225 feet from the initial impact point. According to a pathological report, the pilot had severe coronary arteriosclerosis and suffered a heart attack.

Aerial photos were being taken of the mishap aircraft. Mission called for a simulated water landing (actual water landing prohibited) by flying as close as possible to water. Copilot at controls descended aircraft to about 6 feet, then gradually reduced clearance to 6-12 inches above water, airspeed 105 mph. Copilot inadvertently allowed aircraft to touch water. On touchdown, aircraft decelerated violently and broke up, ejecting several of the occupants and coming to rest inverted. Examination of aerial photos shows aircraft hull at touchdown was slightly nose down vice normal landing attitude; water contact made at location of nose landing gear doors. Photos show outward rupturing of forward hull structure, nose gear doors missing. Hull at rear of step showed two parallel, 3-feet long by 2-in wide, fore-to-aft and outboard-to-inboard penetrations. Floor of shallow lagoon known to have scattered debris from petroleum explorations; however, no positive determination of aircraft contact with submerged object could be made. Seven occupants were killed while three others were injured.

Following several technical modifications, among them the replacement of the right engine carburetor, the crew was in charge to conduct a post maintenance test flight. After takeoff, the right engine failed. The right propeller was not feathered and the aircraft stalled and crashed. Three crew members were killed while two others were injured.

Shortly after takeoff from Harlingen AFB, while climbing, the aircraft caught fire. All four crew members bailed out and the airplane crashed in flames at Kings Ranch. The airplane was destroyed while all four crew members were uninjured.

The crew was performing a flight from Harlingen AFB, Texas, to New York with an intermediate stop at Dobbins AFB, Georgia. The accident occurred in unclear circumstances, killing both crew members, Cpt Cecil Bryant and 1st Lt Donald Carillo.

The crew was completing a local training mission at Harlingen AFB. On final approach at night, the airplane impacted the ground, lost its wings and crashed in an open field located about a mile short of runway threshold. All 10 occupants were rescued, among them three were injured. Those injured were Maj Dorn P. Olmacher, 2nd Lt Lewis H. Sutter and 2nd Lt William Hoffman.