Little Rock

The flight departed from Little Rock, Arkansas, about 2356 cst, and approximately 49 minutes after takeoff, the FAA approved un-augmented Automated Weather Observing System (AWOS-3) installed at the destination airport began reporting the visibility as 1/4 statute mile; the visibility continued to be reported as that value for several hours after the accident. Title 14 CFR Part 135.225 indicates no pilot may begin an instrument approach procedure to an airport with an approved weather reporting facility unless the latest weather report issued by that weather reporting facility indicates that weather conditions are at or above the authorized IFR landing minimums for that airport. The listed minimums for the ILS approach to runway 05 was in part 3/4 mile visibility. A METAR taken at the destination airport approximately 2 minutes after the accident indicated overcast clouds existed at 100 feet, the temperature and dew point were 4 and 2 degrees Celsius, respectively, and the altimeter setting was 30.16 inHg. No precipitation was present across Arkansas, Mississippi, or Alabama, and no radar echoes were noted along the accident airplane's route of flight. The freezing level near the departure and destination airports at the nominal time of 0600 (4 hours 17 minutes after the accident) was 12000 and 14,500 feet mean sea level, respectively. A witness at the airport reported the fog was the thickest he had seen since working at the airport for the previous year. The flight was cleared for an ILS approach to runway 05, and the pilot was advised frequency change was approved. The witness waiting at the airport reported hearing a sound he associated with a shotgun report. Radar data indicated that between 0138:47, and 0142:11, the airplane was flying on a northeasterly heading and descended from 2,400 feet msl, to 900 feet msl. At 0142:11, the airplane was located .43 nautical mile from the approach end of runway 05. The next recorded radar target 24 seconds later indicated 1,000 feet msl, and was .20 nautical mile from the approach end of runway 05. The touchdown zone elevation for runway 05 is 700 feet msl. The airplane crashed in a wooded area located approximately 342 degrees and .37 nautical mile from the approach end of runway 05; the wreckage was located approximately 4 hours after the accident. Examination of trees revealed evidence the airplane was banked to the left approximately 24 degrees, and the descent angle from the trees to the ground was calculated to be approximately 22 degrees. All components necessary to sustain flight were either attached to the airplane or in close proximity to the main wreckage. There was no evidence of post crash fire and a strong odor of fuel was noted at the scene upon NTSB arrival. A 8-inch diameter pine tree located near the initial ground impact sight exhibited black paint transfer and a smooth cut surface that measured approximately 46 inches in length. The bottom portion of the cut was located 4 feet above ground level. The flap actuator was found nearly retracted; examination of the components of the flap system revealed no evidence of preimpact failure or malfunction. Examination of the flight control system for roll, pitch, and yaw revealed no evidence of preimpact failure or malfunction. Examination of the engine and engine components with TSB of Canada oversight revealed no evidence of preimpact failure of the engine or engine components. Examination of the propeller with FAA oversight revealed no evidence of preimpact failure or malfunction. Examination of the components of the autopilot system, selected avionics and flight instruments from the airplane with FAA oversight revealed no evidence of preimpact failure or malfunction. The pilot's attitude indicator had been replaced on October 14, 2001, and according to FAA personnel, the mechanic and facility that performed the installation did not have the necessary equipment to perform the operational checks required to return the airplane to service. The FAA flight checked the ILS approach to runway 05 two times after the accident and reported no discrepancies.

The passenger sitting in the copilot's seat stated that she saw fire coming from the right wing and engine area. She stated that she could see a bright 'glow' beneath the skin of the wing. The pilot made a forced landing on a freeway and the aircraft struck a light pole on the highway median. Heavy fire damage was found in the aft portion of the right engine nacelle and right flap assembly. In addition, heavy fire and soot were evident in the interior of the right wing assembly. The passenger was seriously injured and the pilot was killed.

The crew was approaching Greenville-Abide Airpark Airfield, completing a training mission on behalf of the 154th Squadron of the Air National Guard of Arkansas. On final, the four engine aircraft crashed in unknown circumstances less than a mile from the runway threshold. All six occupants were killed.

The pilot had just returned from vacation in the Bahamas before starting a flight from Little Rock to Atlanta with an intermediate stop at Memphis. This itinerary was followed by a return flight to Little Rock via a reverse routing. Witnesses reported the pilot said he had only 2 hours of sleep before departing Little Rock and that he was really tired. Also, company personnel noted the pilot looked 'extremely tired' and was 'really dragging' prior to the last leg of the flight from Memphis to Little Rock. According to ATC personnel, the flight was routine until the aircraft was arriving at Little Rock. During arrival, the pilot was cleared to descend from 7,000 feet to 2,000 feet at his discretion for a visual approach to runway 22. At 0522 cdt, the pilot reported the airport in sight and was cleared for a visual approach. About 4 minutes later, he again reported the airport in sight and was cleared to land. At 1031, radar contact was lost and the aircraft crashed about 4 miles west of the airport. Initial impact was in an open field while descending in a relatively level attitude. The aircraft became airborne for about 3/4 mile, then crashed out of control in the Arkansas River. The pilot, sole on board, was killed.

The airplane was on a positioning flight so it would be in place for an early monday morning freight run. Pilot called for missed approach and after receiving clearance, declared he was in VFR conditions and thought he would land on runway 31. During a turn, the airplane impacted the terrain inverted and burned. Weather at airport 21 minutes prior to accident was: indefinite ceiling 100 feet, sky obscured, visibility 1/4 mile in fog. The pilot, sole on board, was killed.

While approaching for a landing, the aircraft pitched up, rolled inverted and impacted the terrain to the left of the runway. No preimpact part failure/malfunction was found; however, an investigation revealed the aircraft had been loaded with the center-of-gravity (cg) well behind the aft limit. The aircraft had been weighed on 9/8/84. Later, on 1/2/86, weight and balance data had been recomputed after removal of a radar and an autopilot, but an error had been made during the weight and balance preparation. Subsequently, the aircraft was operated in a tail heavy condition. Whether using the existing or the correct data, calculations for this flight should have shown the cg was behind the aft limit. The elevator trim tab was found trimmed to a full nose down position; 200 lbs of ballast had been installed in the vicinity of the aft cargo door. Tests of lung tissue showed the pilot and copilot had alcohol levels of 0,44‰ and 1,71‰, respectively. The pilot's urine tested 0,35‰ for alcohol. Also, phenyltoloxamine, acetaminophen and chlorpheniramine (medications commonly used in decongestants/antihistamines) were detected in his urine. Both occupants were killed.

Turning onto the runway the copilot observed a flash behind his instrument panel. He then received an electrical shock to his right arm from the right console. A fire then erupted at the lower right hand corner of his instrument panel. The crew and pax evacuated the aircraft. The interior of the aircraft was consumed by fire as well as most of the upper half of the fuselage. Examination of the right side wire bundle revealed numerous indications of arcing between wires and from wires to ground. One wire was arced at a point in line with a plastic oxygen line. There was also an oily residue inside the wire bundle. A small section of the right brake pressure line exhibited signs of elect arcing. The hydraulic system pressure gage copper line also showed signs of arcing. The plastic oxygen lines from the the cockpit side of the forward pressure bulkhead to the cockpit outlets had been consumed by fire and the oxygen supply was depleated.

On an instrument approach to Decatur-Crystal Lake Airport, the pilot cancelled the IFR flight plan and continued under VFR mode when he encountered limited visibility due to fog. He decided to initiate a go-around when the twin engine airplane struck power cables and crashed in flames. Both occupants were killed.

The pilot encountered poor weather conditions while approaching Locust Grove Airport. The twin engine airplane struck trees and crashed in flames in hilly and wooded terrain about six miles from the airport. The aircraft was destroyed and all fou occupants were killed.

While in cruising altitude on an executive flight from Little Rock to Dallas, the twin engine airplane collided with a Cessna 172 registered N73532. Operated by the Red River Army Depot, the single engine airplane departed Texarkana for a local flight with two passengers and one pilot on board. Following the collision, both aircraft dove into the ground and crashed in a prairie. All seven occupants were killed. The accident occurred in a non controlled area and both aircraft were not under radar contact. The pilot of the Cessna 340 was facing the sun when the accident occurred.