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The pilot reported the right engine failed, followed by the left engine approximately one minute later while he was in cruise at 25,000 feet. He said he initiated a steep descent to get below 18,000 feet, and attempts at restarting the left engine were unsuccessful. The pilot landed 500 feet down a 1,900 feet long runway and ran off the departure end, 300 feet, into a wooded area. Post accident investigation found 130 gallons of fuel onboard in the main tanks. The fuel was tested and found to be free of water. The fuel lines were free of obstructions and the fuel pumps worked. A failed torque sensor was found on the left engine which would disconnect the left engine driven fuel pump. The right engine was test run satisfactorily.

Because of the failure of the thrust reverser relay circuit board, the thrust reversers failed to deploy when selected by the pilot. Because the reversers failed to deploy, the 'reversers in transition' lights, and the 'reversers deployed' lights did not illuminate. Even though the aircraft flight manual warns against moving the reverser throttle levers into the power range without the illumination of these lights, the pilot did so anyway. The pilot continued to select reverse power even after the activation of the throttle mismatch warning horn, resulting in an increase in forward thrust while attempting to stop. During this sequence of events the second-in-command moved the parking brake lever to full override, locking the main wheel brakes and overriding the antiskid system.

The pilot was deviating around weather during descent when he noted the fuel flow and manifold pressure on the left engine oscillating. Because the propeller was still turning he elected not to feather the left propeller. The airplane would not maintain altitude so he lowered the landing gear and ditched the airplane in a swamp. Examination of the left fuel tank revealed the fuel float valve actuators and float arms excessively worn. This condition would allow unmetered air into the fuel lines. Also noted was the condition of one of the left fuel valves that could jam open allowing the fuel pickup to unport and induce excessive air into the fuel lines.

The on-demand fishing/hunting charter air carrier pilot experienced a total loss of power and landed in a small lake. During the ground run following the emergency landing a oil-fed fire destroyed the aircraft. Investigators found inadequate flight following documentation, and fuel records or maintenance records for accident acft or operation. Passenger witnesses reported low fuel gauges prior to takeoff. Fuel pump examination indicated fuel starvation.

On an approach to land at the destination, the second-in-command (sic) was flying the airplane. The plane touched down with the landing gear retracted, and the propeller blades contacted the runway. The sic initiated a go-around (aborted landing). Witnesses saw the airplane in a steep left bank just before impact in a river next to the airport. Propeller strikes on the runway extended 380 feet, indicating a touchdown speed of 96 knots. The last propeller strikes on the right side indicated a speed of 86 knots. The last strikes on the left side indicated a slowing propeller. Published VMC for the airplane was 94 knots. The CVR tape revealed the crew completed a descent arrival check, performed an incomplete approach briefing, and did not perform a before landing check. The CVR revealed no sound of a gear warning horn. Company personnel stated that the circuit breaker for the warning horn had been found pulled at the completion of previous flights by other crew; this was to prevent a warning horn from sounding during a high rate of descent. Both pilots were killed.

The business flight departed Lavrentya, Russia with what the pilot-in-command estimated to be 50 gallons of usable fuel on board the airplane and landed in Provideniya, Russia around 40 minutes later with about 30 gallons of fuel remaining. The plane took on an additional 30 gallons of fuel. The pilot said that he normally departed Provideniya with 120 gallons of fuel but that there was no additional fuel available. The flight departed Provideniya with what the pilot estimated to be 1 hour and 45 minutes of fuel endurance and landed in Gamble, Alaska on St Lawrence Island approximately 25 minutes later. The pilot did not dip stick the fuel tanks to verify the amount of fuel on board. The pilot did not check on the availability of fuel in Gamble. The right and left engines lost power approximately 40 minutes and 50 minutes, respectively after departing gamble. The airplane did not carry personal flotation devices for the passengers.

This flight was the ninth sightseeing flight of the day for this airplane and pilot. No problems had been reported on the earlier flights. After takeoff and at an altitude of approximately 150 feet, the engine lost power and it began to sputter. The pilot initiated a left turn to land on a field north of the airport. During this turn, the pilot lost control of the airplane, and it impacted the ground in a nose low attitude. A post-impact fire destroyed the airplane and severely burned the engine. An examination of the engine revealed no discrepancies. The pilot was seriously injured while both passengers were killed.

The instrument flight was cleared for an ILS approach to the destination airport. While maneuvering for the final approach course, the flight encountered convective activity (thunderstorms). The pilot was questioned by the tower concerning his position on the approach course. The tower radar placed the flight's position 1/4 to 1/2 mile east of the final approach course. The pilot stated that he was on the localizer. Subsequent functional checks of the ils system by air ways facilities, failed to reveal a problem with the ils approach system. The airplane collided with trees about one and one half miles northeast of the airport and one half mile east of the approach course. Weather reports recorded level four thunderstorm activity within the immediate vicinity of the destination airport. Wreckage examination failed to disclose any mechanical problems with the airplane. The air traffic controllers provided the pilot with current weather conditions at the airport throughout the final minutes of the flight, therefore the pilot was aware of the thunderstorm activity near and at the airport. All four occupants were killed.

On August 2, 1993, at 1500 Alaska daylight time, an amphibious Cessna 208 airplane, N9526F, operated by MarkAir, Inc., nosed over after landing on the water with the wheels extended at Geographic Harbor, located about 75 miles west of Kodiak, Alaska. The commercial pilot, the sole occupant, sustained minor injuries, and the airplane was substantially damaged. The unscheduled domestic cargo flight, operating under 14 CFR Part 135, departed King Salmon, Alaska at 1426. Visual meteorological conditions existed, and a company VFR flight plan was filed.
During a telephone conversation with the pilot shortly after the accident, he stated that he "just failed to use and comply with the airplanes checklist to ensure that the wheels were retracted for the water landing". He further stated that he was very distracted and preoccupied with several other mission related activities.