United States of America

A Piper PA-28, N55354, had departed Plymouth, MI and was climbing from 1,300 feet msl on a course of about 282° with a ground speed of 80 knots. At about the same time, a Piper PA-60, N8060J, was cruising at 2,100 feet msl on a flight from Detroit to Jackson, MI, on a course of about 258° with a ground speed of 165 knots. Subsequently, the 2 aircraft converged and collided at 2,100 feet msl. Both aircraft then plunged to the ground and crashed. Radar data and wreckage exam revealed the PA-60 had converged from the right rear of the PA-28; the PA-28 converged on the PA-60 from its lower, left, forward area. The PA-28 was on an instrument training flight with a rated private pilot and an instructor pilot (cfi) aboard. The investigation did not reveal which seat the cfi was occupying. No flight plan had been filed for either flight, nor was there any indication that either flight crew had obtained ATC/radar assistance. The pilot, sole on board, was killed.

As engine power was increased for takeoff, the n°1 engine accelerated beyond target epr. Engine shut down had to be done with the fuel shut off lever. The asymmetric thrust was controlled with nose wheel steering. Before the airplane could be stopped the nose wheels separated from the landing gear. The investigation revealed that the fuel pump output spline to the fuel control had stripped. It occurred at such a time that the fuel control sensed an underspeed and increased Fuel flow. Misalignment of the spline shaft resulted from improper machining during pump modification. The nose gear inner cylinder failed in fatigue in an area of excessive grinding during overhaul. Two passengers were slightly injured.

The pilot reported a substantial loss of power while in cruise flight. He was unable to maintain altitude and the aircraft crashed into trees. An examination of the recently overhauled engine revealed a fractured exhaust rocker arm that caused the loss of power.

During IFR departure, pilot received progressive altitude clearances to climb to 15,000 feet. At 1607 edt, he was vectored for 'a good rate of climb' thru 14,000 feet with clearance to proceed on course after leveling 14,000 feet for 15,000 feet. Radar data indicated a steady climb til aircraft was above 13,000 feet. As it climbed from 13,300 feet to 13,900 fet (max recorded altitude), its speed slowed from about 115 knots to below 80 knots. At 1613 edt, pilot was cleared to proceed direct and change frequency. Radar data showed that after reaching 13,900 feet, aircraft deviated from course and entered steep descent. Radar contact was lost and inflight breakup occurred. Pieces of wings and stabilizers were found up to 1.5 mile from fuselage. Trajectory study disclosed breakup occurred between 6,000 feet and 9,000 feet msl. Exam of fractures on major components revealed characteristics typical of overstress; no preexisting cracks were found. No autopilot failure or bird strike was found. Clouds were layered to 20,000 feet; freezing level was about 12,500 feet. There was evidence aircraft was in or near convective precipitation above freezing level for about 1.5 minute before rapid descent. Found Pitot heat switch 'off' and induction air door in its primary position. The pilot, sole on board, was killed.

Witnesses described the takeoff as a long ground roll, slow climb, and engines not sounding normal. The airplane then settled into trees. Teardown of the left engine revealed water present in the fuel injector lines of #1, #3 and #5 cylinders. #3 nozzle plugged. Intake valves dark and sooty. Pistons 1, 3 and 5 had considerable amounts of dark carbon deposits. Teardown of right engine revealed extensive carbon buildups throughout. An engine test run was performed by the director of maintenance day before accident. Personnel formerly employed by the operator provided written statements of allegations pertaining to the general condition of company airplanes, falsification of maintenance records, and improper maintenance procedures being performed on company airplanes. Both occupants were killed.

Two airplanes departed Seward within minutes of each other on a local flightseeing trip, and their flight routes were to be the same. After reaching Aialak Bay, this airplane passed the other and started the return trip to seward. The pass they would normally use was obscured by clouds. The peninsula that separated Aialak Bay and Seward was the only part of land that was obscured by weather. The bases of the clouds were at 1,200 feet msl. The airplane was located on the northeast side, at the 2,700 foot level of a mountain, and the wreckage was scattered along 330°. The pilot had been hired less than 2 months before the accident as a ground handler and fueler, and for pilot training. Two days before the accident he was authorized to fly part 135 flightseeing trips.

The non-scheduled, all cargo, air taxi flight was landing at the mining strip and upon touchdown the pilot-in-command released the yoke with his left hand and grabbed the nose steering tiller. The pilot-in-command stated that before he could apply reverse thrust, the nose of the airplane came up off the ground and the airplane began to veer to the right. He applied left rudder and power to the right engine, but the airplane left the right side of the runway.

The engine lost oil pressure while climbing through 6,000 feet, and the pilot requested to return to his departure airport. ATC informed the pilot of a closer airport. The pilot secured the engine, feathered the prop, and made a power-off descent to the airport. The pilot elected to make a downwind approach to runway 12L due to his altitude. The airplane overflew the runway and touched down past the departure end. It penetrated the airport perimeter fence, struck several trees, a sign post, a light pole, and an auto before coming to rest in a residential area. Examination of the wreckage revealed the loss of pressure was due to oil leaking. The oil filler cap was found improperly adjusted after the original installation. The maintenance manual does not approve any field repairs on the oil filler cap engaging mechanisms. The airplane's flaps were found at a 7° intermediate setting.

On june 2, 1990, at 09:37 Alaskan daylight time, Markair, Inc., flight 3087, a Boeing 737-2X6C, registered in the us as N670MA, crashed about 7.5 miles short of runway 14, Unalakleet, Alaska, while executing a localizer approach to that runway. The flight originated at 0828 at Anchorage International Airport, Anchorage, Alaska. Instrument meteorological conditions existed at the time, and the flight was on an IFR flight plan. The captain, the first officer, and a flight attendant sustained minor injuries. Another flight attendant sustained serious injuries. There were no passengers on board, and the aircraft was destroyed. The flight was operated under far part 121.

During an NDB approach in instrument conditions with the landing gear extended, the fire warning light for the right engine illuminated. The right engine was shut down and a missed approach was initiated; however, the landing gear would not retract and the aircraft would not maintain altitude. As it descended into the top of an overcast at an altitude of about 600 feet, the pilots tried to restart the engine, but to no avail. Subsequently, the aircraft descended below the clouds at an altitude of about 150 feet to 170 feet. As the instructor (cfi) landed the aircraft in an open field, the nose gear encountered soft dirt and the aircraft nosed over. An exam revealed that an electrical power jumper wire between 2 bus bars had become chafed and shorted. The left and right isolation circuit breakers and the bus tie circuit breaker were found in the tripped (open) position. This resulted in a false fire warning light and prevented the landing gear from being retracted.