United States of America

The airplane was observed to rotate about 3,217 feet down the 3,746-feet runway. One or both engines were heard running rough. The airplane climbed to about 300 feet agl, banked left, pitched nose down and impacted the ground. During the investigation, the left engine operated to full rated rpm after replacement of the damaged ignition harness, adjustment of the turbocharger density controller, and adjustment of the magneto-to-engine timing. The right engine also operated normally after replacement of the magneto, ignition harness, and engine-driven fuel pump. The density controller required adjustment to obtain full rated rpm. The #3 cylinder fuel injector nozzle was also partially blocked by contaminant. The right engine magneto contact assemblies operationally checked ok. The capacitors were heat damaged. Right engine magneto-to-engine timing and internal timing of the magneto were not determined. Pilot's toxicological results were positive for butalbital (1.768 ug/ml blood, 0.553 ug/ml urine), and also positive for acetaminophen and salicylate (aspirin) in urine. Butalbital is a prescription medication (barbiturate) not approved for flying. Both occupants were killed.

Five aircraft departed a lodge, one behind the other. Fog and drizzle were encountered, and the pilot of the first aircraft radioed to the pilots of the other aircraft to cross the river to the east shoreline. A passenger in the fourth aircraft (N13GA) stated that when the aircraft was over the middle of the river, she could not see either shore due to fog. The pilot of N13GA (a floatplane) stated that he encountered deteriorating weather and started a descent, intending to make a precautionary landing. He began to level, expecting conditions to improve. Subsequently, the floatplane hit the surface of 'glassy water' and crashed. Seven passengers were killed and four other occupants were seriously injured. The aircraft was destroyed.

The airplane crashed 0.8 nm south of the threshold of the runway during an ILS approach in instrument meteorological conditions. The captain was not authorized to attempt the approach and was relatively inexperienced for an approach under the weather conditions. The captain failed to adhere to acceptable standards of airmanship during two unstabilized approaches. After the unsuccessful ils approach to runway 01R, the captain should have held for improvements in the weather, requested the runway 19L ILS, or proceeded to his alternate. An operating gpws aboard the airplane would have provided continuous warning to the crew for the last 64 seconds of flight and might have prevented the accident. All 10 passengers were Mexican citizens flying to Washington DC to assist a game of the World Football Championship.

About 2 minutes after takeoff, the pilot declared an emergency, stating that he had lost an engine and needed to return to the airport. The airplane descended into rough, brush-covered terrain and then struck a large dirt berm, about 1-1/2 miles northeast of the departure airport. Examination of the engines did not reveal any obvious mechanical malfunction. The fuel was correct. Combustion chamber signatures indicated that the engines were operated at a lean or mild detonation condition. The flaps were extended about 30 degrees and the landing gear was retracted. The surviving passenger could not recall any dramatic engine problems, only that the airplane could not maintain altitude. The pilot and front seat passenger were not wearing shoulder harnesses.

The PA-28, N4512Z, was westbound in level flight about 1,000 feet agl, about 2 miles north of an airport at which an intermediate stop was planned. The Cessna T207A, N6383H, was maneuvering in left turns while conducting aerial photography, and had just initiated a turn toward the east. The left wings of each aircraft were struck by the other airplane. Witnesses indicated that about 2 seconds before impact, the PA-28 attempted to avoid a collision by beginning a climbing right turn. Each aircraft continued past the other and then both spiraled to the ground. The weather conditions were clear, visibility 3 miles in haze. Neither airplane was in radar or voice contact with any FAA facility. All three occupants in both aircraft were killed.

The corporate jet's sink rate increased during short final approach. The copilot applied elevator back pressure and nose up trim. The sink rate continued to increase. The captain observed the copilot's efforts and began applying back pressure on his control yoke. Through combined efforts of both pilots they were able to increase the pitch enough that the airplane touched down on the main gear first. However, the touchdown was hard. The on-scene investigation revealed that a trip manifest container was lodged between the copilot's control yoke column and seat frame. The pilots stated the container is required to be carried in the cockpit during lights. Both pilots said there is no designated space in the cockpit to retain the container.

The aircraft had not flown for 2 years. Before flight, a mechanic saw evidence of fuel leaking at drain holes in the left wing root, just aft of the main cabin door. He brought this to the attention of the pilotrated passenger, who shortly thereafter, departed in the aircraft with the pilot (pic), the aircraft owner and a passenger/mechanic. About 14 minutes after takeoff, radar data showed the aircraft transitioning from a climb to a descent, while in a 180°turn. Also, witnesses saw smoke/flames trailing from the aircraft. Subsequently, the aircraft impacted trees and power lines, then it crashed in a small flat field in hilly terrain. Post-crash examination revealed melted aluminum spatters on the leading edge and underside of the left horizontal stabilizer. Also, 'focalized' fire damage was noted on the cabin behind the drain holes in the left wing root. Tetrahydrocannabinol carboxylic acid (marijuana) was detected in the pilot-rated passenger's blood (0.004 ug/ml) and urine (0.010 ug/ml).

The non-instrument rated pilot obtained an abbreviated weather briefing for a flight from Las Vegas to Elko, Nevada. He was advised of mountain obscuration, icing and turbulence, and was told that VFR flight was not recommended. A VFR flight plan was filed and activated. The airplane departed Las Vegas at 1414 pdt. The last radio communications with the plane was at 1545 pdt, about 14 miles south of Elko. Several local residents reported a thunderstorm was passing through the area at that time. The airplane was located the next morning about 10 miles southwest of Elko Airport near Grindstone Peak at about 6,000 feet msl. An exam of the airframe and engine at the accident site did not disclose any mechanical problems. During a toxicology test, 4.8 mg/kg of diphenhydramine (an antihistamine) was detected in the pilot's liver tissue. Both occupants were killed.

The captain had ILS glideslope data available during the approach but did not fly the ILS glideslope. The partial obscuration of the airport environment, due to ground fog, contributed to the captain's failure to recognize that the airplane was high on both his approach and landing. The destruction of the airplane and the resulting occupant injuries were a direct result of the collision with the blast fence. FAA interaction and communication with local communities, although persistent, were unsuccessful in gaining support for runway safety area improvements and for the installation of approach lighting for runway 6. The passenger seats had been improperly assembled using unapproved parts, and seat belts had been installed incorrectly.

The ATP and his passenger were en route to pick up a patient for transport to a VA hospital. The destination airport was uncontrolled, and VFR only. The pilot cancelled with ATC and reported the field in sight. The airport was reporting VFR conditions, but rising, mountainous terrain existed to the northeast, and local authorities reported that the top third of the mountain was obscured in clouds during the morning of the accident. After cancelling IFR, no subsequent radio calls were received from the flight, and the flight did not arrive at its destination. The wreckage was found several hours later near the crest of holston mountain, 1/2 mile east of the Holston mountain VOR. An examination of the wreckage indicated the aircraft impacted upsloping, wooded terrain, while at a climb angle of 8°. Disintegration of the wreckage was indicative of a high speed impact. No evidence of mechanical malfunction or failure was found during the examination of the wreckage. Both occupants were killed.