Memphis

During arrival, the cargo flight (reliant 232) contacted Binghamton approach control and received vectors for an ILS runway 16 approach. At that time, the atis had information (information kilo) that there was light freezing rain, that all paved surfaces had a thin layer of ice, and that braking action was poor. The copilot made the approach and landing. The captain reported that touchdown was normal in the 1st 1,000 feet of the runway and that the airbrake was used, but they did not know that braking action was nil until they were on the landing roll. By the time they realized braking was nil, there was insufficient runway remaining for a safe go-around. The captain reported he deployed the drag chute, but a witness who saw the chute, reported it did not open. Subsequently, the aircraft continued off the departure end of the 6,298 feet runway, went down a steep embankment and was extensively damaged. The required distance to stop on an icy runway was estimated to be 5,344 feet.

The crew departed Memphis on a flight to Addison, Texas. En route, the crew was cleared to climb to FL300 but the aircraft continued to climb without authorization until FL440. ATC tried to contact the crew without success. It was decided to dispatch a USAF Northrop T-38 Talon fighter and his pilot confirmed that the cockpit windows were covered by frost and that he was unable to contact the crew. The aircraft continued its route to the south, entered the Mexican airspace and few minutes later, after both engines failed due to fuel exhaustion, the aircraft entered a dive and crashed near Cuatro Ciénegas. The aircraft disintegrated on impact and both pilots were killed, among them the NASA astronaut-candidate Susan Reynolds aged 27.

The crew was executing the ILS approach and had turned back inbound on the procedure turn to the outer marker when the copilot stated they were 5.9 DME in a calm voice with no indication of a problem. Impact with the ground occurred at about 5.9 DME, approximately 10 statute miles from the airport, while the aircraft was in a slight nose up, slight right wing down attitude, with a high vertical rate of descent, and a high forward speed. The aircraft was demolished. No evidence of a pre-impact failure or malfunction of the aircraft or its systems could be found. The copilot was not rated in the aircraft and had logged a total of 7.9 hours of jet time in his personal logbook.

The captain stated that he had planned the approach at a higher-than-normal airspeed and altitude due to a reported low level windshear. At 400 feet agl the aircraft entered a light downdraft but the crew corrected the descent profile with power. At 200 feet agl the aircraft suddenly, according to the captain, pitched down before impacting the runway. Witnesses stated that the aircraft pitched down on short final, leveled off, then slammed onto the runway on all wheels. It then bounced, pitched down again and impacted the runway nose-first. A subsequent inspection, operational test, and teardown of the airplane's stall protection system found it to be functioning satisfactorily. The two powerplants also tested within normal parameters.

After takeoff pic was told by tower that tail stand, used to prevent aircraft from tipping on tail when loaded, was still attached to aircraft. Pic requested teardrop turn back to departure runway. Approach controller stated he saw mode C indication of 700 feet. Airport elevation is 332 feet. Aircraft was returning to runway 36R when it stalled, recovery was attempted, and aircraft impacted ground prior to completion of level off. Aircraft was 379 lbs over max takeoff weight and cg was at least 3 inches forward of the limit. No record of load manifest was found. Pic had low pic experience and received 2.7 documented flight hours with the operator's instructor pilot including his 135 competency check ride of 1.1 hours. Operator's initial training certification of pic showed 5 hours of flight training. Aircraft was a modified Beechcraft TC-45J initially built in 1943 and rebuilt by Hamilton in 1971. The pilot, sole on board, was killed.

Moments after the DC-3 took off, the tower controller noted the left engine was torching and asked the flight if it was 'having a problem.' The crew replied 'affirmative,' then the controller cleared the flight to land on any runway. The aircraft began turning left at the end of the runway and continued turning at low altitude until it struck utility poles and crashed thru a warehouse roof about 2 miles from the airport. A witness reported the aircraft was at an altitude of approximately 100 to 150 feet agl, the left propeller was feathered and the right engine was at full power. An exam of the left engine disclosed the #14 cylinder was missing a spark plug from the front spark plug hole. The spark plug lead and 'b' nut were attached to the ignition harness, but no plug was attached to the lead. The spark plug hole and b-nut threads were undamaged. A white deposit was found inside the cylinder spark plug threads and outside the cylinder, adjacent to the hole. The deposit was identified to contain high concentrations of lead and bromine, most likely formed from exhaust gases and fuel during cylinder operation. A company mechanic reportedly worked on the plugs on the previous day. The aircraft was destroyed and all three occupants were killed.

The aircraft crashed into trees 2 miles short of the runway during an instrument approach in IMC weather. A pilot in the right front seat said that just prior to impact, the aircraft was descending at 2,500 fpm, and when he looked ahead, he saw trees. He said he yelled at the pilot to 'pull up' but the pilot did not react. The pilot was killed and the passengers was injured.

The aircraft took off with 4 occupants and an estimated 596 lbs of cargo on board. After it took off, the ATC controller noted that it was climbing slower than expected. After climbing to about 4,200 feet msl, the aircrew reported a problem with the left engine and said they did not believe they could make it back to the departure airport. They expressed a desire to continue toward the southwest. ATC proceeded to vector them to the Weston Airport, but informed them that it had no instrument approach. After the reported engine malfunction, ATC personnel noted that the aircraft continued in a gradual left turn. About 8 minutes after takeoff, radio contact was lost. A witness on the ground saw the aircraft come over a hill with the sound of an engine at high power. At about that time, the aircraft collided with a power line cable, then crashed into two trees, impacted the ground and burned. An examination of the wreckage revealed no significant preimpact failures. The aircraft was estimated to be approximately 400 lbs over its max certificated gross weight. All four occupants were killed.

The aircraft had been on sales demonstration flights and was on a delivery flight from Memphis, TN to Dallas, TX. The plane was observed departing at 1550 CDT in a max performance climb. Radar info from mode C of the transponder returns indicated that the aircraft climbed from 1,000 to 16,000 feet in 7 min and 14 seconds. Level flight was indicated at 16,300 ft from 1558:16 to 1601:17 CDT. The last alt return was from 16,000 ft at 2201:07. Two more returns were received at 2201:49 and 2202:08, but with no altitude readout. At about that time, the aircraft was observed spiraling down, counterclockwise, with a portion of the left wing missing. The wing tip (outer wing panel outboard from about wing station 190), left aileron and left engine tail cone panel were found about 3 miles from the main wreckage impact point. An examination revealed that the wing panel separation occurred upward from positive overload forces. No evidence was found of fatigue or pre-existing failure. Light to moderate turbulence was reported between 14,000 and 18,000 ft msl. The pilot, sole on board, was killed.

The pilot, sole on board, was completing a night cargo flight from Cedar Rapids to Springfield with an intermediate stop in Memphis. Cleared by ATC to align on runway for takeoff, the pilot increased engine power and entered the runway when the aircraft was struck by a Federal Express (FedEx) Dassault Falcon 20 registered N36FE that just landed on the same runway. The right wing of the Falcon struck the Beechcraft that caught fire instantly. The crew of the Falcon 20 was able to stop normally and the aircraft was slightly damaged. The Beech 18 was destroyed by fire and its pilot evacuated with minor injuries.