United States of America

A Beech C90 (N3804F) and a Cessna 172 (N52244) collided at an altitude of about 200 to 300 feet agl as the two aircraft were taking off on intersecting runways at an uncontrolled airport. The Beech pilots were departing from runway 06 with an IFR flight plan, while the Cessna pilots were in the pattern on an instructional flight, performing a touch and go. Two ATP pilots were in the Beech; an instructor pilot (cfi) and a low-time student were in the Cessna. Based on witness information, the Cessna crew made at least one radio call on unicom while in the pattern before landing, and another call while taking off. The Beech crew reportedly made a radio call as the takeoff roll was begun. Neither flight crew appeared to take any evasive action until just before impact. The Beech pilots had received a flight plan clearance on another frequency shortly before taking off. Both pilots in the Beech were killed.

The air taxi aircraft departed Shreveport, LA, at approximately 0500 cst on an unscheduled, domestic, cargo flight. At about 0815 est, the pilot reported on company frequency that he was approximately 30 minutes from the destination (Orlando, FL). Subsequently, the aircraft crashed in the northwest part of Lake Apopka, approximately 15 to 20 miles west-northwest of the destination airport. A witness heard it crash, then saw parts from the aircraft, but did not see the actual impact. There was evidence the aircraft impacted in a shallow descent, while in a slight left wing low attitude, traveling at a relatively high speed. No preimpact part failure or malfunction of the aircraft or engine was found, though the aircraft was extensively damaged and some of the wreckage was not recovered from the lake. The Orlando weather was in part: 2,500 feet scattered, visibility 6 miles with fog and haze, wind from 350° at 4 knots. Both occupants were killed.

The aircraft departed Miami at night on an on-demand, air taxi flight to Fort Myers, FL. During arrival at the destination, the flight encountered IFR conditions. The pilot obtained clearance for an ILS runway 06 approach and was told to report at the outer marker (om). At 0152:25 est, he reported to Miami center that he was over the om. This was his last transmission to an ATC facility. At about 0203 est, he made a transmission on unicom frequency to inform airport operations personnel that he could not get the approach lights to operate. He was asked if he had used the proper frequency and had keyed the mike the required number of times. The pilot indicated that he had properly keyed the mike; however, unicom personnel did not hear any keying of the mike except for 2 clicks. The aircraft contacted the ground in a nearly level attitude and with the gear extended, approximately 1.5 mile short of runway 06. It then skidded about 90 feet and hit a tree before coming to rest. No preimpact part failure/malfunction was found with the aircraft, engine or approach/runway lights. The 0149 est weather at Fort Myers was in part: sky obscured, visibility 1/4 mile with fog. While the pilot was seriously injured, the passenger was killed.

The passenger sitting in the copilot's seat stated that she saw fire coming from the right wing and engine area. She stated that she could see a bright 'glow' beneath the skin of the wing. The pilot made a forced landing on a freeway and the aircraft struck a light pole on the highway median. Heavy fire damage was found in the aft portion of the right engine nacelle and right flap assembly. In addition, heavy fire and soot were evident in the interior of the right wing assembly. The passenger was seriously injured and the pilot was killed.

De Havilland DHC-6, N707PV (Aloha Islandair flight 1712), collided with mountainous/hilly terrain near Halawa Bay, HI, while en route on a scheduled passenger flight at night from Maui to Molokai, HI. Impact occurred at an elevation of about 500 feet, shortly after the aircraft had descended over water, then crossed the shoreline. There was evidence that the captain had made a navigational error and mistakenly believed that he was circumnavigating the northern portion of Molokai Island. The aircraft crashed while on a heading that was parallel with the island's northern shoreline. Low clouds obscured the mountain tops in the area of the accident. There was also evidence of inadequate supervision of personnel, training and operations by Aloha Islandair management and insufficient oversight of Aloha Islandair by the FAA during a period of Aloha Islandair's rapid operational expansion. All 20 occupants were killed.

The airplane was flying a scenic tour when there was a loss of engine power. The pilot switched fuel tanks to the fullest tank and power was regained momentarily. The engine stopped. The propeller did not windmill. The pilot accomplished an off airport landing in rugged mountainous terrain. Disassembly of the engine revealed the crankshaft had fractured. Examination of the fracture revealed subsurface metal fatigue. The aircraft was destroyed and all three occupants were seriously injured.

The aircraft took off at night from a private/unlighted strip with a professional (ATP) pilot and the non-instrument rated owner/pilot at the controls. After takeoff, the aircraft entered a slight left turn. Subsequently, it hit the top of a tall pine tree, about 80 feet agl and 202 feet left of the runway centerline. The aircraft then crashed into other trees after traveling about an additional 450 feet. No preimpact mechanical problem was found during the investigation. The investigation did not determine which pilot was actually flying the aircraft. Toxicology checks showed the owner had a blood/alcohol level of 0.41‰ (41 mg/dl) and a urine/alcohol level of 0.12‰ (12 mg/dl). Toxicology checks of the professional pilot's blood and urine were negative for alcohol. All five occupants were killed.

During arrival, the pilot contacted Sedona unicom and was advised that runway 21 was in use and that the winds were gusting to 25 knots. He reported that turbulence was strong thru-out the traffic pattern. Full flaps were lowered on final approach. A strong downdraft was encountered on final approach and power was increased 'to maintain vasi and vref.' Turbulence and a downdraft were reported to be exceptionally strong over the threshold. The pilot stated the aircraft touched down on all three gear, then it pitched up and began to porpoise with increasing amplitude. On the 2nd touchdown, power was applied, but the engine needed 5 to 7 seconds to spool up. The pilot said that after the aircraft porpoise three times, it was in a stall from which it would not recover. Subsequently, it went off the right side of the runway, crossed a parallel taxiway and entered a wooded area before stopping. No mechanical problem of the aircraft was reported that would have resulted in the accident.

During arrival, flight was vectored for NDB runway 06 approach, and advised Raleigh-Durham weather was 500 feet overcast, visibility 3 miles with fog, wind from 140° at 12 knots, altimeter 30.01. After clearance for approach, aircraft crossed final approach fix (faf) at 2,100 feet msl. Radar service was terminated and frequency change was approved. When aircraft did not arrive, search was initiated. The wreckage was found about 2.5 miles southwest of runway 06, where aircraft hit trees and crashed. Elevation of crash site was about 600 feet msl. MDA for approach was 1,160 feet msl (with local altimeter setting; 1,260 feet with Raleigh-Durham setting). Exam revealed aircraft hit trees, while on runway heading in wings level attitude; configured for landing. No preimpact part failure/malfunction was found. Toxicological check of pic's blood showed 0.10 mg/l of diazepam and 0.09 mg/l of nordiazepam. Check of his urine showed metabolite of marijuana (11- nor-delta-9-tetrahydrocannabinol-9-carboxylic acid) at level of 0.117 mg/l. After surgery for malignant lymphoma (feb 89), pic was restored to flight status on 8/9/89 and cleared for pic duty one week later. He continued flying tho he received maintenance chemotherapy and associates noted that he tired easily. Both occupants were killed.

After taking off, the pilot established radio contact with departure control and reported a directional gyro problem. Seconds later, he reported that he was losing all instruments. Departure control attempted to provide no-gyro vectors. The pilot was instructed to make a frequency change. Soon thereafter, radio and radar contact were lost and the aircraft crashed. Before crashing the aircraft was observed in a rolling attitude. Wreckage was found scattered over a 600 feet by 150 feet area. An exam revealed the right wing had separated in flight. There was evidence that the right wing had failed in an upward (positive) direction. The pilot's attitude gyro was damaged during impact, but no rotational damage was noted. The pilot's attitude indicator and copilot's turn indicator were air driven, the pilot's turn indicator was dc powered and the copilot's attitude indicator was ac powered. The maintenance log did not have a current static/altimeter and transponder check. Both occupants were killed.