Wilmington

On June 28, 2008, about 2215 Pacific daylight time, an ABX Air Boeing 767-200, N799AX, operating as flight 1611 from San Francisco International Airport, San Francisco, California, experienced a ground fire before engine startup. The captain and the first officer evacuated the airplane through the cockpit windows and were not injured, and the airplane was substantially damaged. The cargo flight was operating under the provisions of 14 Code of Federal Regulations Part 121. At the time of the fire, the airplane was parked near a loading facility, all of the cargo to be transported on the flight had been loaded, and the doors had been shut.

The airplane was in instrument meteorological conditions and the pilot was cleared for an approach. As the airplane neared the final approach fix, the controller observed the airplane diverge from the approach course and change altitude rapidly. Shortly thereafter, the pilot said he had "all sorts of problems." The pilot requested and received vectors to an alternate airport. At 1748:29, the pilot was cleared for an ILS approach and was told to report when "established" on the approach. When asked if he was established on the ILS course, the pilot replied "I sure hope so." The controller observed the airplane descend below the published glide slope intercept altitude and advised the pilot to climb back to 2,000 feet. The pilot reported "I have problems." When asked the nature of the problem, the pilot reported "...I'm all over the place...I think I'm iced up..." Radar data indicated the airplane's radar track began following a left descending turn from 1,900 feet, about 1 minute before radar contact was lost. At 1751:33, the controller advised the pilot that his altitude was 1,000 feet, and requested that he climb to 3,000 feet. The pilot responded, "hey, I'm trying like hell." Radar contact with the airplane was lost about 1752, at 800 feet. A witness near the accident site stated he observed the airplane come out of the clouds, "wobbling" from side to side, make a "hard" left turn and strike the ground. He stated the engine was "loud" and seemed to be at "full throttle." Examination of the airplane did not reveal any pre impact mechanical malfunctions. The pilot purchased the accident airplane about 2 months prior to the accident. His total flight time in make and model was estimated to be about 200 hours. Airman's Meteorological Information (AIRMET) Zulu, Update 4, for Ice and Freezing Level was valid for the accident site area at the time of the accident. The AIRMET advised of occasional moderate rime/mixed icing in cloud in precipitation below 12,000 feet. The AIRMET reported the freezing level was from the surface to 4,000 feet. According to United States Naval Observatory astronomical data obtained for the accident site area, Sunset occurred at 1723, and the end of civil twilight was at 1751. The airplane was equipped with both wing leading edge and empennage de-icing boots. The switches for the de-icing boots were observed in the "Auto" position. The propeller de-ice and windshield anti-ice switches were observed in the "off" position.

The airplane was observed to depart normally for a positioning flight conducted during night visual meteorological conditions. In addition, the landing gear was observed to retract after takeoff. A witness who lived near the accident site heard a "loud" engine noise and observed the airplane just above the trees. The airplane then pitched down, impacted the ground, and exploded. The airplane impacted in a soybean field about a 1/2 mile from the departure end of the runway. Two pairs of ground scars were observed at the beginning of the debris path. The initial pair of ground scars were about 2 to 3 feet in length and were located about 380 feet south of the main wreckage. A pair of 10 to 12 foot long ground scars were located about 10 feet forward of the initial ground scars and they contained portions of the left and right engines; respectively. There was no impact damage observed to the portion of the soy bean field located in-between the second ground scar and the main wreckage. Prior to the flight, maintenance personnel replaced a frayed elevator trim cable. The work was supervised and checked by the accident pilot. Examination of the airplane did not reveal any evidence of a preimpact failure; however, a significant portion of the airplane was consumed in a post crash fire. Examination of the propellers revealed damage consistent with engine operation at the time of impact. The pilot reported 22,500 hours of total flight experience, with over 17,00 flight hours in make and model.

The crew departed Wilmington-Air park (Clinton County Airport) on a local training flight. On final approach to runway 22, the crew forgot to lower the undercarriage and the aircraft landed on its belly. It slid for few dozen yards and came to rest on the main runway. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

After takeoff at 600 feet, the right engine quit. The pilot said, '[the] altitude dropped about 100 feet and airspeed at 120 knots. The right engine came back again . . . It ran for about 10 seconds. [I] adjusted power on left engine . . . Feathered right prop and tried to maintain altitude, but airspeed kept diminishing, so I had to descend to maintain airspeed.' The pilot put the landing gear down to absorb the shock of landing in a field. An examination revealed no malfunctions in the engine or carburetor. The airplane was within allowable gross weight and center of gravity limits. The weather was: ceiling 600 feet broken, 1,500 feet overcast, visibility 3 miles, light rain and fog. The pilot escaped with minor injuries and the aircraft was damaged beyond repair.

The pilot was approaching Atlantic City Airport by night and poor weather conditions when the twin engine aircraft struck the ground and crashed few miles short of runway. The aircraft was destroyed and the pilot, sole on board, was killed.

While level after descending, the right engine quit. Pilot feathered the propeller, advised ATC, and was diverting to alternate when left engine quit. He positioned the left engine boost pump to high and low with negative results, but did not feather the propeller. Position of boost pumps, when engines quit, was not determined. Aircraft landed on overpass that was under construction. There was fuel leakage after accident due to aircraft damage. Fuel quantity was sufficient. Examination of aircraft revealed right engine flexible duct from turbocharger to plenum chamber separated due to loose clamp. Hose was installed and club prop installed for each engine run. Both engines operated normally. Induction air hose was pulled during right engine run. Engine ran rough due to excessive rich mixture. No determination could be made for the reason of the left engine power loss.

After lift-off a flock of birds approached from left to right at about 400 feet. The pilot maneuvered the aircraft behind and above the birds in an attempt to avoid them. Both engines flamed out and the aircraft made a forced landing on a road. Ground witnesses described the climbout as '...very steep...' and '...a steep angle, between 40° 45°.' There was some bird residue on the engines. Both pilots escaped uninjured.

The crew was completing a night cargo flight from San Jose, California, to Atlanta with intermediate stop in Wilmington, Ohio. On approach, the airplane became unstable and rolled left and right. Despite the situation, the crew decided to continue the approach to runway 26 when the airplane landed hard. Upon touchdown, the left main gear collapsed. The airplane rolled for about 4,526 feet then veered off runway to the left and came to rest 250 feet further in a grassy area. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

En route from South Caicos to Wilmington, the pilot encountered technical problems with both engines that failed in flight. He reduced his altitude and ditched the airplane into the sea off Charleston, South Carolina. Both occupants were quickly rescued while the aircraft was lost.