United States of America

Approximately 3/4 of an hour after departing for Wrangell, Alaska, the pilot of the regularly scheduled commuter flight contacted company dispatch approximately 30 miles from Ketchikan, and reported that he was returning due to weather. Shortly thereafter, the pilot communicated with another company pilot flying in the same vicinity and both pilots described the weather at their respective locations as 'marginal'. Weather conditions at the Ketchikan International Airport (18 nautical miles from the crash site) at the time of the accident were characterized by low ceilings, multiple cloud layers and reduced (3 mile) visibilities with light rain. The aircraft collided with trees/rising terrain at 800 feet msl while in a near level flight path headed east southeast. Right wingtip impact signatures indicated a very shallow right wing down/nose up attitude at the initial tree impacts. All four occupants were killed.

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 single engine rated pilot and 2 passengers were returning from Florida after picking up a newly acquired Cessna 402. The pilot called Macon FSS for fuel availability, and began a night, VFR descent. At about 5,300 feet msl, the airplane began rapid altitude excursions, while in a tight, right hand turn. During this time, it descended 2,600 feet in 37 seconds, then climbed 1,200 feet in 12 seconds. Subsequently, the airplane impacted gradually rising terrain at high speed. The engines were buried, and all prop blades showed evidence of power at impact. Weather in the area was reported to be: sky partially obscured with fog. An investigation revealed that the pilot was not multi-engine rated. A pilot for the seller flew with the accident pilot a few hours prior to the crash; he reported that the accident pilot had difficulty flying the airplane. He recommended that the accident pilot get additional training prior to leaving florida, but the accident pilot refused. All three occupants were killed.

The accident occurred during the pilot's second attempt to fly to his destination. According to airport personnel, he did not refuel the airplane after he returned from the first attempt. He had onloaded 43.6 gallons of fuel before departing on the first flight. After departing Rutherfordton on the second flight, the airplane was observed about 400 feet above the ground and 4 miles north of Monroe. One witness reported that the right engine was sputtering as it flew overhead; seconds later, the airplane crashed into a wooded area. A wreckage examination disclosed that the fuel system was empty. No fuel was found in the left engine fuel flow divider. Airport personnel also reported the pilot was not knowledgeable of the aircraft fuel system. According to the owner's manual, the fuel consumption rate for cruise at 75% power was about 16 gallons per hour per engine. The pilot had operated the engines approximately 2 hours 10 minutes before they lost power. The pilot, sole on board, was killed.

Both aircraft departed Wichita on IFR flight plan in VFR weather conditions. They flew northwest toward their respective destinations, and cancelled IFR about 20 minutes before the accident. ATC observed the airplanes on radar, and stated they were 'dogfighting back and forth' prior to the collision. One pilot's roommate reported the two pilots, who were close friends as well as co-workers, often cancelled IFR and flew in formation if the weather was VFR. He reported the pilots often videotaped each other, and he had watched some of the tapes. He stated 'it was hard to tell from the videotape how close they were because they could use the zoom feature, etc. You could read the N numbers.' Investigation revealed brown paint transfer on the bottom of the right wing of the blue and white airplane, which had separated and was located 1.5 miles from the main wreckage. There were light colored scuff marks on the top of the left engine nacelle of the brown and white airplane. Both aircraft and both pilots were killed.

Both aircraft departed Wichita on IFR flight plan in VFR weather conditions. They flew northwest toward their respective destinations, and cancelled IFR about 20 minutes before the accident. ATC observed the airplanes on radar, and stated they were 'dogfighting back and forth' prior to the collision. One pilot's roommate reported the two pilots, who were close friends as well as co-workers, often cancelled IFR and flew in formation if the weather was VFR. He reported the pilots often videotaped each other, and he had watched some of the tapes. He stated 'it was hard to tell from the videotape how close they were because they could use the zoom feature, etc. You could read the N numbers.' Investigation revealed brown paint transfer on the bottom of the right wing of the blue and white airplane, which had separated and was located 1.5 miles from the main wreckage. There were light colored scuff marks on the top of the left engine nacelle of the brown and white airplane. Both aircraft and both pilots were killed.

A lineman noted parking brake (p/b) was set before flight. Pilots began takeoff on 5,147 feet runway with 10 knots crosswind. A witness said aircraft rotated for takeoff about 4,500 feet down runway and lifted off about 50 feet later. Reportedly, it remained low and slow (20-60 feet agl) after lift-off, then banked (rocked) left and right in nose high attitude, settled, hit trees and crashed abt 200 feet beyond runway. One person said aircraft went out of control before impact; another said it was 'in or on the edge of stalled flight.' Examination showed rotational damage occurred in both engines during impact. The braking systems had evidence that p/b control valve was partially on; brake torque tube contained heat blueing. On this early model (Learjet 23/sn: 23-45a), p/b had to be released by depressing brake pedals first; pilot handbook did not address this. On later models (sn: 23-050 and up), p/b needed only to be moved 'off.' Investigations showed left seat pilot had training in later models (Learjet 24/25); but only a biennial flight review was noted in the model 23. Company dispatcher said no training would have been performed on accident flight (with passenger aboard). Aircraft was about 430 lbs over max weight limit. All three occupants were killed.

The pilot reported that shortly after takeoff the aircraft yawed to the right, left then right again. The passenger in the copilot seat stated the right engine rpm gauge indication needle was fluctuating. The pilot positioned the right engine mixture control to idle cutoff and the propeller control to feather. The propeller continued to windmill. Unable to maintain altitude, the pilot attempted to land on a highway but the aircraft collided with an unmarked power line, light pole, then the ground and was destroyed by a post crash fire. The right engine was recovered and due to impact damage, the propeller and fuel servo were replaced. The engine was placed on a test stand and was started and found to operate normally. The prop governor and damaged fuel servo were tested and found to operate normally. The damaged propeller was inspected and found to be free of preimpact failure or malfunction. No determination could be made as to the reason for the reported power fluctuation from the right engine. A witness stated gear retraction was delayed after takeoff.

The airplane crashed into houses while on an ILS approach to runway 05 at the Birmingham Airport. The weather briefing data that the captain received in Mobile was accurate, advising him to expect thunderstorms in the Birmingham area. Birmingham atis information whiskey and xray, mentioning thunderstorms, was also accurate, and the flight crew heard them, as well as information from the approach controller that the airport was experiencing thunderstorm activity. The captain and a passenger survived while 13 other occupants were killed. There were no injuries on the ground.

The pilot had computed landing performance information for a landing on a wet runway with anti-skid; sufficient runway surface was available. Touchdown was normal, however during the braking process, the airplane started to fishtail and the pilot believed that the anti-skid system had failed. Therefore, the pilot turned the antiskid system off and continued the rollout with normal braking. The airplane went off the departure end of runway 05 and sustained substantial damage. Performance data indicated more runway surface was required for a safe landing on a wet runway without anti-skid assistance. The braking sequence of events described by the pilot resembled dynamic hydroplaning where there was a complete loss of braking effectiveness rather than an anti-skid malfunction. An examination of the airplane failed to disclose any mechanical problems.