United States of America

During arrival for an ILS runway 21R approach, the aircraft encountered icing conditions for about 9-1/2 minutes. As the aircraft was vectored for the approach, the Seattle ARTCC controller used an expanded radar range and did not provide precise positioning of the aircraft to the final approach course. The flight crew attempted to continue on a steep, unstabilized approach for a landing. Recorded radar data showed that the aircraft was well to the right of the ILS course line and well above the glide slope as it passed the outer marker/final approach fix (faf). It did not intercept the localizer course until it was about 1.5 mile inside the faf. Also, it was still well above the ILS glide slope were recorded altitude data was lost when the aircraft was abt 2.5 miles from the airport. The tower had closed, but the controller saw the aircraft in a higher than normal rate of descent in a wings level attitude. Before reaching the runway, the aircraft nosed over and crashed in a steep descent. There was evidence that ice had accumulated on the airframe, including the horizontal stabilizers, which may have resulted in a tail plane stall. All six occupants were killed.

The aircraft was on an IFR flight from Kenai to the Beluga Airport. The airport did not have an instrument approach procedure, a co-located navaid or a co-located intersection or fix. Reportedly, pilots would routinely file IFR for the route, fly outbound from Kenai for 34.5 miles, then atmt visibility acquisition of the airport. On this flight, ARTCC cleared the pilot to fly direct to the airport at an altitude of 2,000 feet. Before reaching the airport, the pilot acknowledged receipt of a clearance to cruise at 2,000 feet and to report cancellation of IFR, then there was no further communication between ARTCC and the flight. Mode C radar data showed the aircraft descended to 600 feet as it was approaching about 5 miles south of the Beluga Airport. Subsequently, the aircraft flew past the uncontrolled airport and crashed into trees about 8 miles northwest of the airport. Marks on the trees showed the aircraft was in a right descending turn on an easterly heading, when it crashed. Elevation of the crash site was 560 feet. Minimum safe (IFR) altitude for the Beluga Airport area was 2,000 feet. There were indications that the destination weather was below VFR conditions. No preimpact mechanical problem was found that would have resulted in the accident. The pilot, sole on board, was killed.

On January 16, 1989, Machen nacelle mounted induction air intercoolers were installed on N6894Y. On December 14, 1989, an annual inspection was performed, and a Machen superstar i-680 kit was installed. On December 21, 1989, N6894Y was at 6,000 feet when the pilot reported a problem with the right engine. The pilot reported a fire in the right engine. A couple of minutes later, he radioed he could not shut down the right engine. At 1034:37 the pilot advised his 'right engine just tore off' and that he was 'in a spin heading down.' The exhaust tailpipe of the left turbocharger on the right engine was found to have separated. Metallurgical examination revealed the tailpipe failed due to fatigue cracking. Records showed that part I of piper service bulletin 920 (engine tailpipe inspection) had been completed, while part II (addition of fire detection system) had not been accomplished due to the lack of available kits. The pilot, sole on board, was killed.

During a preflight weather briefing, the instrument rated pilot was told by the AFSS specialist that marginal VFR and IFR conditions would prevail along the route of flight. The pilot did not file a flight plan. The airplane was last depicted on radar at 2,500 feet msl and heading towards high terrain. A NY state trooper leaving his office about the time the accident occurred stated snow was falling very hard and visibility was low. The state trooper's office was about 5 miles from the crash site. The airplane hit a 3,400 foot mountain at an elevation of 2,500 feet. The airplane was missing 4 days and was found by the crew of a NY state police helicopter. All six occupants were killed.

Witnesses heard the airplane circling in the vicinity of the NDB. Other witnesses saw the airplane exit the cloud base in a near-vertical dive and impact the ground approximately one mile east and 1/2 mile north of the NDB. Both occupants were killed.

Following an uneventful flight from Davison AAF (Fort Belvoir), the aircraft was approaching Patuxent River NAS when, at a height of about 800 feet, the aircraft entered an uncontrolled descent and crashed in the Chesapeake Bay. The wreckage sank by a depth of 45 feet and was found less than 100 yards offshore. All five crew members were killed. The aircraft was operated by the US Army Intelligence and Security Command (INSCOM) and carried both civil N296CA and military 88-0321 registrations.

The pilot was cleared for takeoff on an IFR flight. After takeoff, the pilot did not contact departure control. A search was initiated and the aircraft was found near the departure end of runway 07. There was evidence the aircraft had impacted in a left wing down, nose low attitude. No preimpact part failure or malfunction of the aircraft was found. Both occupants were killed.

On dark (moonless) night, non schedule domestic passenger flight departed Block Island for Westerly, RI, with 7 passengers and 2 dogs. It crashed along route in Block Island Sound, 3 to 5 miles northwest of island (an area lacking visibility reference on SFC). Later, main wreckage was found in 130 feet of water. Additional wreckage and bodies of pilot, 3 passengers and 2 dogs were found. Aircraft was badly damaged during impact (left wing separated outbound of left engine, extensive damage to forward part of aircraft), but no preimpact part failure/malfunction was found. Commercial/instructor rated pilot was part time employee. He was on medication for lyme disease, but no physiological problem was found that would have resulted in accident. At approximately 1720 est, there was a pirep of a broken cloud layer at 10,000 feet. Another pilot, who was flying at about the same time, reported scattered clouds above 10,000 feet, over 10 miles visibility, wind westerly at 15 to 25 mph and light to moderate turbulences. Sigmet (golf 4) warned of moderate occasional severe turbulences below 6,000 feet and potential of low level windshear. Accident occurred along bird migratory route. There had been no recent FAA inspection of base, ramp, cockpit (en route check), ground/flight training program, crew/dispatch/trip record. All eight occupants were killed.

The pilot returned to the airport at dusk and made a visual approach to runway 23. He reported that as the aircraft was descending thru 350 feet msl on final approach, it was aligned with the runway, the airspeed was 105 knots and the flaps were extended 25°. However, the aircraft hit trees and crashed about 1/8 mile short of the runway. No mechanical malfunction was reported. The airport elevation was 20 feet. Both occupants were slightly injured.

The aircraft was on an ILS approach at dusk in IMC and icing conditions with the alternate air on. According to the pilot, he had just descended below an overcast, on final approach, when the engine lost power and would not respond to throttle application. A forced landing was made in a wooded area short of the runway and the aircraft was extensively damaged. During an exam of the engine, the turbocharger and wastegate transition pipes were found separated at the flange. Carbonaceous residue was found in the area of separation, but no heat damage was noted. The gasket, bolts, washers and self-locking nuts (for holding the pipes together) were not found. Later, the engine ran successfully during an operational check. During the investigation, 3 similar cases of pipe separation were identified, which involved another aircraft; these resulted in only partial losses of power. The right front seat passenger reported seeing a trace of ice on the wings as the aircraft was descending thru clouds. The pitot heat, stall warning heat, and ice light switch were fnd in the 'off' position. At 1650 cst, the temperature and dew point at the surface were 36° and 35° respectively. All three occupants were seriously injured.