United States of America

After takeoff, the pilot received progressive altitude clearances to FL200. While cruising at FL200, he reported 'moderate chop.' At about 1025 cdt, he requested and received clearance to FL220. About 3 minutes later, he inquired about cloud tops and said he was 'in a layer right now at about flight level 200 to 210.' Soon thereafter, the aircraft began altitude deviations and went above the assigned altitude of FL220 (22,000 feet). It then descended to about 20,500 feet, where it pitched up to an altitude of about 23,000 feet. The aircraft then went into a steep descent. Subsequently, an in-flight breakup of the aircraft occurred at about the time it emerged from the clouds near the 2,000 feet level. Pieces of wreckage were found over a wide area. The left wing was found about 0.2 mile from the fuselage; pieces of the rudder and stabilizers were found about 100 yards from the fuselage. An exam of the fractures on major structural components revealed features typical of overstress separation. No preexisting cracks were found. An area forecast had flight predictions for IFR, thunderstorms, icing in the vicinity of convective activity. The pitot heat switch was found in the 'off' position. Both occupants were killed.

While spraying gypsy moths with dimilin over wooded/hilly terrain, the DC-3 collided with power lines in a valley area. Witnesses in an nearby observation aircraft reported the DC-3 entered a gradual climb, which continued until the DC-3 was in a steep nose high attitude. The pilot of the observation aircraft tried to communicate with the DC-3 pilots, but could not make radio contact. The observation pilot reported the DC-3 entered a stall/spin at about 1,200 feet agl, then crashed. An investigation revealed no evidence of a preimpact failure. The DC-3 was not equipped with a wire cutter kit. Both pilots were killed.

During arrival, the pilot made an ILS localizer back course approach to runway 16 and was cleared to land. He reported he was initiating a missed approach. Approximately 10 seconds later, he reported the runway in sight and requested a visual approach to land on runway 34. The pilot was cleared to land and the aircraft was observed to maneuver to the right (west of the runway), then turn back left to a final approach. However, it crashed short of runway 34. An exam of the crash site revealed evidence that the aircraft was in a normal upright attitude on a heading of 340°, when it crashed. Initial impact was with the approach lighting system short of runway 34. A King Air pilot, who landed on runway 16 before the accident, estimated the cloud bases were about 400 feet agl. Minimum descent altitude (MDA) for the back course approach was 460 feet msl. MDA for a circling approach to runway 16 was 550 feet msl. The airport elevation was 32 feet. Both occupants were killed.

The crew was completing a local training flight at Chico Airport. After touchdown, the nose gear collapsed. The airplane slid on its nose for few dozen yards before coming to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The pilot reported to ATC that he intended to make an unscheduled fuel stop. ATC advised that Cedar City Airport was 15 minutes away. Radar vectors were requested and were issued. Although dark night conditions existed and the pilot controlled airport lighting was never activated, the pilot reported the airport in sight and was cleared for a visual approach. Three minutes later radar contact was lost. Impact occurred in mountainous terrain at 9,100 feet elevation about six miles east of the 5,622 foot elevation airport. Minimum safe altitude was 12,400 feet. All four occupants were killed.

The instrument-rated pilot departed Springfield, MO, at night on a VFR flight to Mt Vernon, MO. After taking off from runway 20, a right turn was made for a climb to 3,000 feet. Shortly thereafter, tower personnel lost radar contact with the aircraft and notified the FAA regional operation center. The aircraft crashed about 7 miles southwest of the airport. A witness reported seeing an aircraft descend out of low clouds in the area, but did not see the actual crash. An investigation revealed the aircraft crashed on an easterly heading, while at a high rate of speed. Impact occurred in a left wing down, nose low attitude. No preimpact part failure or malfunction of the aircraft was found. Also, no record of a preflight weather briefing was found. The pilot, sole on board, was killed.

According to witnesses, the aircraft was about to touchdown from a normal approach to runway 21, when it encountered variable wind conditions and ballooned to about 70 feet agl. The pilot initiated a go-around. Shortly thereafter, witnesses observed a puff of smoke emanate from the aircraft, then the pilot transmitted that the flight was 'going down.' Subsequently, the aircraft collided with trees on wooded terrain about 1/2 mile from the departure end of the runway. An examination revealed a lack of power signatures on the propeller; evidence of sooting was found on the spark plugs (indicating a rich mixture). Testing of the turbo-controller revealed evidence that it had been adjusted to a low setting; the turbo would only produce a maximum air flow equal to high cruise power. The engine manufacturer reported that this situation could produce an over-rich mixture, particularly if the throttle and/or mixture controls were improperly manipulated. The pilot lacked experience in aircraft with turbocharged engines and he was not trained in accordance with the company training program.

During the takeoff roll on runway 24 at McClellan-Palomar Airport, one of the engine failed between V1 and VR. After both wings struck the runway surface, the crew lost control of the airplane that crash near the runway end. Both pilots were slightly injured and the aircraft was written off.

The airplane was observed flying erratically at a low altitude, then enter a left wing, nose low attitude, impacting the ground in a residential area. Autopsies on both occupants included findings of massive traumatic injuries sustained during a struggle. The passenger reportedly planned to take his life by jumping out of an airplane over the mountains of Colorado because he believed he had an inoperable brain tumor.

The pilots were making an NDB approach to an uncontrolled airport that was 941 feet msl. The NDB was 1.8 nm from the airport, and the pilots were supposed to maintain minimum descent altitude (MDA) of 1,540 feet until the runway was in sight. Prior to the crash, ATC had told them that they were 15 miles from the airport. Approximately four miles from the airport, the airplane impacted the top of a hill, at a point 990 feet msl. The airplane was demolished by impact and post impact fire. The weather was estimated to be 300 feet overcast and one mile visibility. No mechanical malfunctions were reported or discovered. The lack of a local altimeter setting increased the mda by 240 feet.