Kalispell

While on the return leg of a non-scheduled 14 CFR Part 135 VFR cross-country flight, the airplane collided with mountainous terrain at approximately 9,100 feet above mean sea level. Prior to the accident, the pilot informed air traffic control that he was VFR and level at 8,500 feet MSL. Dark night conditions prevailed at the time of the accident. The aircraft crashed on the south-facing slope of the 9,100-foot mountain near the last recorded radar position. Wreckage and impact signatures at the crash site were indicative of high energy and shallow impact with the terrain. The investigation revealed no evidence of any aircraft mechanical problems.

The pilot of the Part 135 cargo flight was executing the 'full' ILS runway 27 approach at Helena Regional Airport in a non-radar environment. Although the approach calls for the pilot to maintain 7,000 feet until intercepting the glideslope, the aircraft impacted the terrain at 5,300 about 1.5 miles prior to reaching the point where the pilot should have crossed the Hauser NDB at an altitude of 6,741 feet. According to the approach plate, the aircraft should not have descended to an altitude below 5,400 feet until reaching the outer marker, which is located about five and one-half miles west of the impact site.

The aircraft disappeared from ATC radar immediately after being cleared to descend from 12,000 feet to 10,000 feet. ATC radar data showed the aircraft at 11,900 to 12,000 feet for approximately the last 6 minutes prior to the disappearance, with the last Mode C altitude and discrete transponder code 2402 (at 0221:03) reported as 11,800 feet. The last three returns, 12,000, 11,900, and 11,800, are consistent with the start of a descent from 12,000 feet. Due to construction at the radar antenna site, the area where the aircraft disappeared was blocked from radar coverage. Subsequent attempts by the controller to contact the aircraft were unsuccessful. A 7,000- to 7,500-foot overcast was reported at the destination, along with lower clouds and precipitation. Documentation at the accident site indicated an approximate level flight path from the broken treetops to the area of ground impact into a northwest-facing 60-degree mountain slope at approximately the 5,600-foot level. The wreckage was not located for approximately two months. Post-accident examinations of the aircraft's Bendix/King KEA130A (United Instruments 5035PB-P57) encoding altimeter revealed needle impressions on the indicator face and pointers consistent with an altitude indication of 12,620 feet. The internal components of the unit were severely damaged and a functional test was not possible. The aircraft was equipped with a copilot's altimeter. Only the faceplate was recovered and examined. One impression on the main faceplate revealed a needle impression by the 100-foot pointer consistent with 560 feet. The position of the 1,000-foot pointer could not be determined. The pilot's 4-day activity history showed that he was returning from a demanding 3-day work assignment, that his recent sleeping schedule was irregular, and that he had been awake about 20 hours at the time of the accident. There was no evidence found of a mechanical failure or malfunction at the time of the accident.

The airplane was level at FL220 at night when vertical fluctuations in altitude up to 500 feet above altitude were noted by the Salt Lake Center controller. Immediately thereafter, the aircraft began a descent and transponder targets were lost. A trajectory study showed the aircraft descending in a tight right turn. Examination of the wreckage revealed that the right elevator separated in negative overload with both wings separating negatively. Wreckage distribution established separation of the empennage and its associated control surfaces before the separation of the wings. A preimpact fire was witnessed and the main fuselage was destroyed by an intense post crash fire. The initiating event which resulted in the altitude divergence and descending turn could not be determined.

Airspur flight 500, a domestic cargo flight, departed Kalispell, MT, at 1903 mdt with an IFR flight plan to Great Falls, MT. At 1922, the pilot notified Salt Lake ARTCC he was returning to Kalispell due to a rough running engine. Shortly thereafter, the pilot reported the engine had failed completely. The pilot made an emergency forced landing on a mountain ridge at the approximately 5,500 feet level in IFR conditions. Accident location was approximately 18 nm east of Kalispell. Engine disassembly later revealed the #4 connecting rod had failed catastrophically. The pilot escaped with minor injuries.

The pilot borrowed the aircraft to fly a musical group to Kalispell for a private engagement at Lakeside, MT, which was approximately 15 miles south of the airport. That evening, the group boarded the aircraft for the return flight. After takeoff, the aircraft was seen flying at low altitude in the vicinity of where the musical group had performed. The aircraft was observed at a very low altitude when it entered an abrupt climb, then went into a wingover or hammerhead stall type of maneuver and reversed direction. However, before recovering from the ensuing dive, the aircraft crashed on wooded terrain. Witnesses said the engines appeared to be running normally. A test of the pilot's blood showed a slight amount of alcohol; however, there were indications this was due to putrefaction. All 10 occupants were killed, among them six members of the 'Montana Band' and their manager.
Montana Band members were:
Curt Bergeron,
Clifford Tipton,
Allen Larson,
Grady Whitfield,
Terry Robinson
Dale Anderson,
Tom Sawan, Band's Manager.

Following a long takeoff roll, the pilot-in-command decided to abort. Unable to stop within the remaining distance, the twin engine airplane overran and came to rest. While the aircraft was damaged beyond repair, both occupants were uninjured.

Shortly after takeoff from Kalispell Airport while on a firefighting mission, the copilot informed ground that the engine number three caught fire and elected to return for an emergency landing. Fire spread quickly to the right wing and the crew realized he could not make it so the captain attempted an emergency landing in an open field located near the airport. The airplane crash landed and came to rest in flames. While both crew members were uninjured, the aircraft was destroyed.

The three engine aircraft left Spotted Bear-US Forest Service Airport with a pilot and six smoke jumpers on board. While flying at low height over the Flathead Indian Reserve located south of Kalispell, the aircraft suffered a simultaneous failure of all three engines. It stalled and crashed in a wooded area. All seven occupants were injured while the aircraft was damaged beyond repair.