Orlando

Approximately 37 minutes after departing on a 928-nautical mile cross-country flight under instrument flight rules, the twin-engine turboprop airplane experienced an in-flight break-up after encountering moderate turbulence while in cruise flight at the assigned altitude of FL230. In the moments preceding the break-up, the airplane had been flying approximately 15 to 20 knots above the placarded maximum airspeed for operations in moderate turbulence. The airplane was found to be approximately 1,038 pounds over the maximum takeoff weight listed in the airplane's type certificate data sheet (TCDS). The last radar returns indicated that the airplane performed a 180-degree left turn while descending at a rate of approximately 13,500 feet per minute. There were no reported eyewitnesses to the accident. The wreckage was located the next day in densely wooded terrain. The wreckage was scattered over an area approximately three miles long by one mile wide. An examination of the airframe revealed that the airplane's design limits had been exceeded, and that the examined fractures were due to overload failure.

The commercial pilot/owner was on a cross-country flight from Orlando, Florida, to Salisbury, Maryland, on an instrument flight rules (IFR) flight plan. The pilot stated that all five fuel tanks were topped off and verified as full before departure. The fueler, in a written statement, reported that he added 100 gallons of fuel and that the fuel tank levels were topped off. In addition to the main tanks, the airplane was equipped with two large-capacity auxiliary tanks (31.5 gallons of useable fuel each) and a locker tank, and the airplane's total useable fuel capacity was 183 gallons. As the airplane approached Maryland, the pilot requested weather for White Plains, New York (HPN) and then changed his destination to HPN. As he approached the New York area at 21,000 feet, air traffic control (ATC) instructed the pilot to fly a published arrival procedure and to maintain an altitude of 16,000 feet. The pilot stated that, due to poor weather and air traffic congestion, he became concerned about possible delays and informed ATC that he had "minimal fuel." He did not declare an emergency. ATC then issued the pilot a descent clearance, and he reduced both throttles to idle. In preparation to level off at the new altitude, the pilot increased power on both throttles, and the right engine stopped producing power. The pilot was unable to maintain the assigned altitude and told the controller that he had "lost an engine, and needed vectors to the nearest runway." The left engine stopped producing power about 2 minutes later. The pilot ditched the airplane and exited the airplane before it sank. The airplane was not recovered. The pilot reported that there were no mechanical problems with the airplane before the flight.

The non instrument-rated pilot attempted VFR flight into known instrument flight conditions after being briefed by an FAA Automated Flight Service Station that VFR flight was not recommended. The pilot encountered instrument flight conditions while maneuvering on initial takeoff climb, experienced an in-flight loss of control (stall/spin) due to failure to maintain airspeed, and subsequent in-flight collision with trees and terrain.

About 26 minutes after takeoff while at 21500 feet, the pilot requested a non existent route. Seven minutes later, the passenger stated the pilot was light headed and fading then he had passed out. The passenger had once held a student pilot certificate and about 5 years earlier she had accrued 73 hours of flight time in Cessna 150/152 aircraft. The air traffic controller, and other pilots on the radio frequency tried to assist the passenger. The passenger was advised to provide oxygen for herself and the pilot, but she was unable. The airplane climbed to 34,200 feet where the airplane departed controlled flight, recovered, then departed controlled flight several more times before beginning a nose low descent. Witnesses reported hearing the airplane orbiting several times while flying above a cloud layer then observed the airplane orbiting beneath the clouds. While in a descending right wing low attitude, the airplane impacted the ground and came to rest submerged in a pond. Examination of the flight controls, engines, and propellers revealed no evidence of preimpact failure or malfunction. A discrepancy with the regulating valve was noted. Two small holes were noted in the cabin door seal. The left wing pressurization duct had been replaced about 8 years earlier but the right wing pressurization duct, had not been replaced. The ducts are on-condition components. There was no preimpact failure or malfunction noted with the barometric pressure switch, the cabin altitude annunciator bulbs, the safety valve, solenoid valve, or differential pressure/cabin altitude gauge. Testing for carbon monoxide for both was negative.

Pilot reported level at 6,000 feet; no further transmissions were received. Radar data shows that after 5 minutes at cruise flight ground speed began to slow, and as speed reached 85 knots (VMC is 83 knots) aircraft made a rapid turn to the left and the speed dropped to 74 knots. Radar contact was then lost. Witnesses reported hearing and seeing aircraft with an engine sputtering and quitting, at which time no engine noise was audible. Engine would then restart, and at one point aircraft was observed initiating a climb after engine start. Engine restarted and obtained near full power, and a short time later sound of impact was heard. The left engine fuel servo was found contaminated with corrosion and dirt, and would not allow fuel flow to the engine. The fuel strainer for this engine was installed backwards allowing unfiltered fuel to enter the engine. The left propeller was not feathered and had no signs of rotation under power. Right engine fuel servo also contained corrosion and contamination. The aircraft did not have a current annual inspection. All five occupants were killed.

After taking off, the pilot established radio contact with departure control and reported a directional gyro problem. Seconds later, he reported that he was losing all instruments. Departure control attempted to provide no-gyro vectors. The pilot was instructed to make a frequency change. Soon thereafter, radio and radar contact were lost and the aircraft crashed. Before crashing the aircraft was observed in a rolling attitude. Wreckage was found scattered over a 600 feet by 150 feet area. An exam revealed the right wing had separated in flight. There was evidence that the right wing had failed in an upward (positive) direction. The pilot's attitude gyro was damaged during impact, but no rotational damage was noted. The pilot's attitude indicator and copilot's turn indicator were air driven, the pilot's turn indicator was dc powered and the copilot's attitude indicator was ac powered. The maintenance log did not have a current static/altimeter and transponder check. Both occupants were killed.

The two aircraft, a Cessna 340A and a North American SNJ-4, collided in flight at approximately 3,000 feet msl over Orlando, FL in VMC with a visibility of 7 miles. Both aircraft were in contact with and being radar vectored by Orlando Approach Control. The Cessna 340 was in level flight and the SNJ was completing a right turn and still descending to 1,500 feet when the collision occurred. Both aircraft were operating under IFR flight rules with the Cessna 340 being vectored to runway 18R at Orlando-Intl (MCO) and the SNJ being directed to Orlando-Executive Airport (ORL). The accident occurred 7 miles northwest of ORL in the MCO Airport radar service outer area. During the vectoring, there was a lack of coordination between controllers during a transfer of control. The receiving controller failed to maintain radar target identification. There was also a lack of traffic advisories. The aircraft pilots were limited in their ability to see due to aircraft structure and relative positions to each other. After the collision, both aircraft crashed in uncontrolled descent. All four occupants in both aircraft were killed.