United States of America

Twelve minutes after departure, the left engine began to run rough and vibrate. The pilot said he could not correct the problem and shut the left engine down. No emergency was declared and the pilot told ATC that he would continue to his destination, 210 nm and 1.5 hours away. The pilot overflew 5 airports with runways over 5,000 feet long and a mountain range. The pilot executed a VOR approach and entered an extended downwind pattern. On short final the pilot executed a go around because he did not get any gear down indications. He then maneuvered for a downwind landing on runway 12. The aircraft hit the ground 100 yards short of the runway, then collided with a ditch and the airport fence. An FAA inspector said there were three clear tire tracks from the point of touchdown to the ditch, where the gear was sheared off. He found no problems with the gear system. Exam of the left engine revealed a left magneto internal failure due to lack of lubrication and wear, which caused cylinder cross firing.

While climbing in moderate icing conditions after takeoff, pilot was cleared to 17,000' feet. Radar data showed aircraft climbed at an indicated airspeed (IAS) of 82 to 123 knots. A Beech safety info booklet stated that a minimum airspeed of 140 knots must be maintained in icing conditions. Climbing at reduced airspeed would have increased angle of attack and allowed ice to accumulate under the wings and aft of the de-icing boots. Aircraft climbed to 13,500 feet, descended momentarily to 13,300 feet, then continued climbing as airspeed decreased abruptly. After slowing to 60 knots ias at 13,700 feet, the aircraft entered a steep descending turn and accelerated to high speed (above VNE). An emergency was declared, stating the aircraft 'lost an engine.' Soon thereafter, radar contact was lost and the aircraft crashed. Pieces of empennage surfaces separated in flight and were found at remote location from the main wreckage. Both counterweights separated from the elevators. Post crash tests disclosed no mechanical evidence of engine malfunction. Low ceiling, fog, light rain, snow and icing conditions were reported in area. All six occupants were killed.

In preparation for a cross country flight with takeoff occurring during a snow storm, the aircraft was loaded in the hangar and towed out by fbo personnel. Following the tow, the torque link was not properly connected and separated during the takeoff run. Due to a loss of nose wheel steering, the takeoff was aborted. The aircraft departed the side of the runway during the abort and the nose wheel was sheared off causing damage to both engines, wings, the fuselage, and landing gear. All four occupants escaped uninjured.

The pilot of the Cessna 207, who was attempting to complete a VFR flight in mountainous, hilly terrain, flew into falling snow which reduced his visibility to approximately one half mile. When he realized that he was lost, he attempted to reverse course, but impacted the terrain while attempting to turn in the steep canyon. All three occupants were killed.

The crew started the descent to Juneau Airport in poor weather conditions. At an altitude of 2,600 feet, while cruising in clouds, the twin engine aircraft struck the slope of a mountain located in the Chilkat Mountain Range, about 38 miles northwest of Juneau Airport. The aircraft was destroyed upon impact and all eight occupants were killed among them General Thomas C. Carroll, second Chief of Staff of the USAF in Alaska.
Crew:
Col Thomas Clark, pilot,
Cwo John Pospisil, copilot.
Passengers:
Sfc Richard E. Brink,
Gen Thomas C. Carroll,
Mg Kenneth W. Himsel,
Sgm Llewellyn A. Kahklen,
Sgt Michael J. Schmidt,
Col Wilfred E. Wood.

The airplane was on a VFR flight from Kotzebue to Noorvik, Kiana, Selawik, and return to Kotzebue. The flight had overflown Kiana due to unplowed runway conditions, and was proceeding to Selawik when it crashed into Shelly mountain. According to the rescue personnel, the mountain tops in the area of the accident were obscured by snow, fog and clouds. The terrain was covered with snow. The pilot had a previous accident involving whiteout conditions where he flew into rising terrain. All three occupants were killed.

Upon landing at the completion of a cross country flight, the captain of the turbojet aircraft employed aerodynamic braking and thrust reverse to slow the airplane to about 60 knots. The captain was allowing the airplane to roll toward the end of the runway where the owner/copilot's hanger was located. With about 4,000 feet of runway remaining, the captain applied the brakes. No braking action was noted. The airplane continued off the end of the runway, through a fence and block wall into a parking lot where the left wing of the airplane was severed. A post crash fire consumed about half of the airplane. Emergency braking procedures were not employed. The crew reported that the were unable to shut down the engines. The copilot lacked experience in the aircraft and crew coordination during the approach, landing, and emergency was ineffective. The airplane traveled about 11,000 feet from point of touchdown to point of rest. Examination of the braking and hydraulic systems failed to pinpoint a malfunction.

This was 1 of 2 company airplanes that had landed on a beach to pick up hunters for a return trip to Seward. The other airplane, a Cessna 206, was flown by the company chief pilot. The witnesses in the Cessna 206 said that the accident airplane took off 5 minutes before their Cessna 206 and 'disappeared into the weather and was never seen again.' They described the weather at the bay and along the route to Seward to be 400- 600 feet ceilings and visibility approximately one mile in fog. The wreckage was located 6 miles west of the takeoff point at an elevation of 1,000 feet in mountainous terrain. Both occupants were killed.

The crew reported over radio that the #4 engine failed shortly after takeoff, and they were attempting to dump fuel when the #2 engine overheated. They then intentionally ditched the airplane. The wreckage was recovered about 2 weeks afterward, and the airplane was about 50% corroded away. Due to massive salt water corrosion, no preimpact failure/malfunction of the #4 engine could be identified. No record of airplane/operator being granted cfr part 129 certificate authority. No substantiation of the times in service for the airplane, engines, propellers, and time change components or airworthiness directives could be determined.

The commuter air carrier departed Moab, Utah, and flew to Grand Junction, CO, via rnav direct Macks intersection. After crossing macks intersection, the airplane turned right but instead of intercepting the localizer course, the airplane continued on a slightly divergent track to the east of the localizer. The pilot told control tower personnel, 'I'm showing twelve miles out on the ILS...getting real...erroneous signal, here. Any complaints?' the pilot was advised no difficulty reports had been received. The airplane impacted a mesa one minute later about five miles to the left of the localizer course. The cockpit was destroyed and no meaningful information was obtained from the navigational radios. All of the airport's navigational aids were later flight checked and no discrepancies were found. Although Vmc prevailed at the airport, the accident site was above the reported ceiling height. All three occupants were killed.