United States of America

The pilot-in-command stated that shortly after takeoff, when the airplane was about 150 feet above the ground over a stand of trees, the left engine lost power. The pilots made a hard forced landing in a field, skidded and came to a stop against a farm building. The power loss occurred over a wooded area. Postaccident examination revealed the left engine driven fuel pump shaft had failed. Airplane records indicated the most recent maintenance occurred in november 1991. The airplane had flown 148 hours since that date.

During the night before the accident, freezing rain followed later by snow, fell on the ramp where the airplane was parked. A witness reported that while assisting the pilot in removing snow from the airplane, he noted that 80% of the wing was covered with a coarse layer of ice, from 1/16 to 3/16 in thickness, that was not removed before flight. After the accident, a fireman from the city of lubbock fire department noted ice on the wing approximately 1/16th of an inch thick that had a rough texture that looked as if deposited by freezing rain. The pilot reported that shortly after take off she heard a power decrease and felt surges in the aircraft. The pilot then looked for a place to land. A detailed examination of the engine revealed no mechanical deficiencies.

A Cessna 208B struck a ridge line about 14 miles from the destination airport. The pilot reported to atc he had the airport in sight from 7,000 feet msl more than 30 miles away. A weather reporting station located 5 miles east of the accident site was reporting two cloud layers; a scattered layer at 1,500 feet agl, and a broken layer at 5,000 feet agl. The airplane was descending after the pilot was cleared for a visual approach. The airplane collided with a tree and the ground in a wings level attitude at an elevation of 1,500 feet msl. There was no evidence of mechanical failure or malfunction found with the airplane.

While climbing through 6,300 feet, the pilot reported the complete loss of power on the right engine. Approx 4 min later, and after the pilot had established an emergency descent for a landing, he reported that the left engine had also lost power. The airplane impacted a driveway and skidded into a building. Examination revealed that the right engine failed due to shifting of the engine case halves. Review of the engine maintenance records indicated that several cylinders had been replaced in recent months; the cylinder through bolts are used to torque the engine case. A reason for the loss of power on the left engine was not determined.

A witness located near the departure end of the runway saw the airplane initially climb in a normal manner, then stay below the clouds and make a shallow bank 180-degree left turn and descend below a tree line. Tower tapes revealed that the pilot twice transmitted that he was "coming back" to the airport during which the background sound of the "fuel selector off" warning horn was heard. The pilot then informed the controller "I've got to get back", and no warning horn was heard. The airplane collided with trees and came to rest about 6,500 feet sse of the runway's end. Prior to departure, the airplane was refueled with 40 gals of jet a (20 gals per tank), which increased the total fuel load to 148 gals. The flight manual required that the fuel balance between the left and right tanks be kept within 200 pounds, and suggested turning off one fuel selector to correct unbalance situations. The condition of one fuel selector turned off will cause the "fuel selector off" warning horn to sound. Exam of the aircraft revealed no evidence of preimpact failures. Prop blade butt signatures indicated it was operating in the governing range, and engine power was being produced at impact.

During an international cross country flight the private pilot, certificated single engine land, experienced a dual engine power loss as he was being vectored to the Brownsville Airport. Following the accident the aircraft was examined by a Federal Aviation Administration inspector who found that there was fuel in the left fuel tank and that the fuel selector was in the right tank position. The pilot had reported, prior to loss of engine power, that he had low fuel indications in the right tank and that he needed a vector to Brownsville. The aircraft was landed in rough and uneven terrain, resulting in damage to the structure and wings, approximately 1/2 mile short of the runway.

During climb to cruise the pilot reported a power loss on one engine and received vectors for a return to the departure airport. The pilot was subsequently cleared for the VOR-A approach and reported intercepting the inbound radial. The impact site was right of the inbound radial and short of the extended runway centerline. Weather at the airport was VFR. Post impact fire damaged the airplane. The left engine propeller was in the feather position. Visual and metallurgical examination confirmed the turbocharger shaft separated due to fatigue. The shaft contained chromium. The aircraft overhaul manual states that 'chrome plating...restoration of the shaft...are not permitted.' Metallographics revealed a microstructure of grey iron (automotive application) in the center housing. The turbocharger was overhauled and installed on the left engine in october 1989. All three occupants were killed.

The pilot obtained a weather briefing, filed an IFR flight plan, and took off at night on a flight from Hot Springs, Arkansas, to Pueblo, Colorado. About one minute later, he advised air traffic control that he needed to return to Hot Springs. He then contacted the airplane operator and said the heater was not working. The operator suggested that he return for repairs. The pilot was then heard to say, 'oh, shoot!' No further radio transmissions were received from the flight. The airplane cut a 400 foot swath through trees, and the wreckage path measured 940 feet. With exception of a heater problem, no pre impact mechanical failure was evident. Both occupants were killed.

The airplane departed on runway 31 in instrument meteorological conditions (IMC) and turned right to a heading of 090°. Radar contact (arts tag) was acquired about 1 to 2 miles north of the airport. Reportedly, the arts tag would typically be acquired as the airplane climbed through an altitude of about 700 feet agl. Subsequently, the airplane crashed about 2 miles north of the airport. A witness reported hearing a loud engine noise before the plane crashed. The wreckage path was oriented along a westerly heading and over an area of about 380 feet. There was evidence of an in-flight breakup. An outboard portion of the right wing was found about 150 feet from the main impact crater. An examination revealed the right wing had failed near the production seam. The right spar exhibited features 'typical of an upward bending overstress separation.' Examination revealed no other evidence of preimpact aircraft or engine malfunction. The airplane's gross weight was estimated to be about 4,696 pounds; its max limit was 4,300 pounds. The pilot's logbook indicated that he had flown only 2 instrument approaches in the previous 14 months. All three occupants were killed.

At about 1146 pst, Learjet 35A, N521PA, operating as a public use aircraft, crashed in Fresno, CA. Operating with call sign Dart 21, the flightcrew had declared an emergency inbound to Fresno Air Terminal due to engine fire indications. They flew the airplane toward a right base for their requested runway, but the airplane continued past the airport. The flightcrew was heard on tower frequency attempting to diagnose the emergency conditions and control the airplane until it crashed, with landing gear down, on an avenue in fresno. Both pilots were fatally injured. Twenty-one persons on the ground were injured, and 12 apartment units in 2 buildings were destroyed or substantially damaged by impact or fire. Investigation revealed that special mission wiring was not installed properly, leading to a lack of overload current protection. The in-flight fire most likely originated with a short of the special mission power supply wires in an area unprotected by current limiters. The fire resulted in false engine fire warning indications to the pilots that led them to a shutdown of the left engine. An intense fire burned through the aft engine support beam, damaging the airplane structure and systems in the aft fuselage and may have precluded a successful emergency landing.