United States of America

On final approach, after being cleared to land, the pilot informed the controller that he might have to shut down an engine. He declined to declare an emergency or request assistance. On short final, the aircraft was observed to roll to the left and descent into the terrain. Subsequent examination revealed evidence that the left engine was not developing power, although the left propeller was not feathered. There was evidence that the right engine was producing high power during impact. No mechanical deficiency of the left engine or propeller was found. The pilot, sole on board, was killed.

The pilot was approaching Atlantic City Airport by night and poor weather conditions when the twin engine aircraft struck the ground and crashed few miles short of runway. The aircraft was destroyed and the pilot, sole on board, was killed.

The pic/cfi was conducting a public use instructional flight with two military rated student pilots. The airplane was observed at about 60 to 80 feet agl south of the approach end of an active runway. It yawed to the right, and back to the left, colliding with the terrain in a 45° leftwing-low attitude, and disappeared from view. He flight had been in the pattern making touch-and-go's, and had earlier reported a single engine approach. This landing was to be a full-stop. All three occupants were killed.

As the aircraft (N21ST) was en route on a flight from Key West to Naples, FL, the pilot of another aircraft saw a 'fireball' in the vicinity of where N21ST subsequently crashed. When N21ST did not arrive, a search was initiated. The wreckage was found the next day at 1704 est, in the Everglades National Park, near Flamingo, FL. During impact, the main wreckage was buried in 30 feet of mud. The left outboard wing section (from just outboard of the engine nacelle to the wing tip) was found approximately 1 mile from the main wreckage. An exam revealed the wing had failed where the nacelle fuel tank and the aux fuel tank boost pumps were mounted. No exhaust system failure or leakage from the fuel tanks was found in the area of the fire. The greatest fire damage was at a point where the left nacelle fuel tank boost pump was mounted and aft from there to where the rear wing spar had burned thru. The electrical fuel boost pumps were not recovered after the accident. The ignition source for the fire was not determined. All three occupants were killed.

The pilot, a company check airman, and an FAA inspector were on board the aircraft for a checkride which was intended to reassess the pilot's competency. A maintenance test (aileron rigging) was to be performed in conjunction with the check ride. The first maneuver to be performed was a no-flap landing. All three pilots stated that the pilot had difficulty managing the aircraft while in the traffic pattern; airspeeds were too slow, and the pilot was constantly manipulating power. The pilot never called for the before landing checklist, and the aircraft touched down on the runway with the landing gear up. The check pilot stated that the landing gear warning horn came on briefly, but the pilot added power and silenced the horn. The FAA inspector was seated in a passenger seat for takeoff and landing, and was not aware that the landing gear was not extended.

At about 1744 cst, before reaching his destination, the pilot reported that during the flight, he had encountered head winds and had only 50 minutes of fuel remaining. He was provided preferential handling, but another flight was also low on fuel. The pilot was cleared for an NDB runway 15 approach. At 1756:49, he acknowledged clearance for the approach. At approximately 1800, unicom advised the current weather was: 700 feet broken, sky obscured with heavy rain, wind variable from 090° to 240° at 24 gusting 29 knots. The pilot did not acknowledge the weather, except to saying a calm voice, 'I hope you have your lights on.' The FBO heard several clicks on the unicom (as if to activate the runway lights), then there was no further radio contact with the aircraft. The aircraft hit trees and crashed about 6 miles west-northwest of the airport. Witnesses reported it was at low altitude and had reversed course before crashing on a southerly heading. The main wreckage came to rest about 380 feet from the initial impact point with trees. No preimpact part failure/malfunction was found. About 42 miles south-southeast at Lufkin, the 1751 cst weather was in part: 200 feet overcast, visibility 3/4 mile with thunderstorms, heavy rw and fog, wind from 020° at 12 knots. Approach minimums: 600 feet cig and 1 mile visibility. All five occupants were killed.

The airplane had not flown since June 1989. The flight had made 2 high speed taxi operations before takeoff. Immediately after takeoff the flight called to land. The airplane was observed on downwind 200-800 feet agl, 15-25° nose high. The airplane then stalled. The compressor surge valves for the left and right engines were found in the open position. Both occupants were killed.

The pilot initiated a takeoff with snow and ice on the aircraft. During takeoff roll the aircraft became airborne, settled back onto the runway and the pilot attempted to abort the takeoff. The aircraft departed the end of the runway, impacted navigation antennas and rough terrain. All four occupants escaped uninjured.

The flight was from Monongahela to Pittsburgh to Teterboro, NJ, then return to Pittsburgh and back to Monongahela. The flight departed Monongahela with 100 gallons of fuel; 160 gallons were added at Pittsburgh; and 80 gallons were added at Teterboro. The pilot wanted to add more fuel at Teterboro but the owner did not due to the higher cost of fuel and the fuel gage indications. During the return trip no fuel was added at Pittsburgh because the pilot did not have a credit card provided by the owner or money to buy fuel. The flight experienced a two-engine power loss due to fuel exhaustion while approaching the Monongahela Airport. Subsequent examination of the cockpit fuel gages showed a total of 125 gallons in the left tank and 90 gallons in the right tank; the reading remained the same with or without power.

A Cessna 172N registered N738AQ crashed in the Olympic National Forest earlier that day and a fire erupted. The crew was dispatched in the region of Lake Wynoochee to proceed in a fire fighting mission. After the retardant was dropped, the crew initiated a climb when control was lost and the aircraft crashed in a wooded area located near the Wynoochee Dam. Both pilots were killed.