United States of America

The aircraft was on final approach to runway 30 at Somerset airport, Somerville, New Jersey when there was a loss of power of the right engine. The pilot raised the landing gear and flaps, and the aircraft rolled to the right, descended toward the ground and crashed. The fuel selector valve to the right wing tank was in the closed position. The right engine magnetos were defective. All four occupants were injured, two seriously.

Approximately 2 minutes after the flight (N84UM) had climbed and leveled at FL290, the ARTCC controller noticed there was no return from the aircraft's transponder. The controller transmitted an advisory, but got no reply. He made several more radio calls and received 2 replies. Later, a review of the radio transcript indicated the pilot's 1st reply was something about 'ice.' In his 2nd response to an inquiry from the controller about 'how do you hear me,' he replied 'good.' After that there was no further contact with the flight. Wreckage from the aircraft was found scattered over a 6 miles area, indicating an in-flight breakup. Pieces from the horizontal stabilizers were found from 2 to 6 miles from the main wreckage. The right wing was found 2 miles from the main wreckage and the left outboard wing panel was found about 1 mile from the right wing. During a preflight briefing, the pilot was advised of turbulences and icing conditions; he was told to expect light to moderate rime icing in clouds thru 15,000 feet, but the aircraft was equipped for flight in icing conditions. A check of the pilot's liver fluid showed a benzoylecgonine (cocaine metabolite) level of 0.136 mg/l. Both occupants were killed.

Before takeoff, the crew indicated the flight would be for 'check rides' and that they planned to 'shoot approaches' and proceed to the practice area to do some airwork. ATC advised the pilots that the cloud bases were at 3,500 feet msl. Elevation of the terrain (where the aircraft subsequently crashed) was 1,225 feet. Prior to the accident, witnesses saw the aircraft circling in a steep turn at low altitude. One witness reported it was circling as if to land. Subsequently, it impacted in a steep nose down, slight left wing low, attitude. Several witnesses reported that one or both engines sputtered before the aircraft crashed; however, an exam of the engines revealed no indication of a preimpact malfunction or failure. An exam of the airframe revealed the landing gear was in the extended position when the aircraft crashed. Exam of the props indicated that both engines were producing an equal amount of power. The airwork to be completed included steep turns, stalls, and flight at minimum control airspeed. Both occupants were killed.

While on final approach to land at night, the left engine lost power due to fuel starvation. Attempts to restart the engine were not successful. While the pilot was attempting a restart, the aircraft drifted to the right of the runway centerline and toward the proximity of hangars. The pilot stated that due to the power loss and wind conditions, he elected to land on airport property. Gear extension was delayed until just before landing. The aircraft touched down before the right main landing gear was fully extended and locked. Subsequently, the right main gear collapsed and the aircraft skidded about 500 feet before coming to rest. An examination revealed the nacelle and main fuel tanks were empty, but fuel was still remaining in the auxiliary tanks.

The pilot planned to land at a seaplane base that was located in a bowl shaped cove. During the landing, the aircraft touched down long on water swells and the pilot elected to go around. Witnesses reported that during the go-around, the pilot initiated a steep turn while still at low altitude to avoid buildings and rising terrain. However, the aircraft entered a steep descent and crashed on a wooden walkway along the shoreline near the seaplane dock. No preimpact part failure or malfunction of the aircraft or engine was evident. The pilot was killed and both passengers were seriously injured.

After encountering icing conditions in flight and experiencing problems maintaining altitudes and headings, the pilot elected to divert from his planned destination of Dayton, OH to Knoxville, TN. While on final approach after descending 1,300 feet below minimum procedure turn altitude followed by being told the aircraft was well above the glideslope, ATC instructed the pilot to maintain 3,000 feet. Shortly thereafter, ATC reported the mode C indicated 1,900. The pilot responded with 'engine quit'. The aircraft crashed in a pasture about 1 mile from the airport. The investigation revealed that the aircraft was not equipped to operate in icing conditions. The evidence indicated that the flaps and landing gear were extended. Approximately 40 lbs of cocaine were found onboard the aircraft. The tox report for the pilot disclosed .05 mg/l benzoylecognite (cocaine metabolite) in his blood. The pilot had received a weather briefing which included a freezing level at 7,000 feet and filed a flight plan requesting a cruising altitude of 14,000 feet. Both occupants were killed.

The aircraft was dispatched at Kenneth Ingalls Sawyer AFB for a local training mission, carrying seven pilot under training and one instructor. Following several touch-and-go maneuvers, the crew attempted to takeoff when an explosion occurred in the rear of the aircraft, causing the tail section to detach. Out of control, the aircraft crash landed on the runway, slid for about 3,000 feet and came to rest, broken in several pieces. All eight crew members were rescued.

According to witnesses, the weather was changing from minute to minute as the aircraft was arriving. Witnesses reported the wind was blowing from east to northeast at 10 to 15 knots, rain fall was varying from strong to periods of light rain, and the ceiling (cloud level) was variable. The pilot began an ILS runway 36 approach; however, before reaching the airport, the aircraft collided with trees and crashed about 2 miles short of the runway. The pilot was seriously injured and could not remember the accident, but did recalled receiving a wind shear alert. The pilot reported an intermittent problem with the autopilot heading mode; however, no other preimpact malfunction or failure of the acft was evident. All five occupants were injured, two seriously.

Before and during flight, the pilot received info about thunderstorms in the vicinity of the destination airport. During arrival, the pilot was given the Little Rock altimeter setting. He was cleared to descend and cross the NDB (initial approach fix) at or above 3,100 feet msl, then was cleared for the approach. About 7-1/2 minutes later, the pilot declared a missed approach and requested another. He acknowledged clearance for the 2nd approach, then there was no further radio contact with the aircraft. Subsequently, the aircraft hit trees and crashed on high (mtn) terrain about 6-1/2 miles west-southwest of the airport. Impact occurred while the aircraft was on an easterly heading at about 1,195 feet msl. Minimum altitude for the approach was 2,300 feet until established inbound from the NDB, then when using a Little Rock altimeter setting, a minimum altitude of 1,860 feet was required until passing the baiks fan marker, 4.6 miles from the runway. A pilot, who was waiting to depart the airport, estimated there was a variable overcast at 300 feet to 700 feet and the visibility was 1 to 2 miles with rain. The airport elevation was 464 feet. The aircraft was destroyed and all six occupants were killed.

The first takeoff was aborted due to a perceived engine problem. Six minutes later on second takeoff, the aircraft climbed to 50 feet, drifted to the right, rolled right and impacted in the infield. This was a single pilot operation in a complex aircraft. Winds exceeded the demonstrated crosswind limitation of the aircraft. There was no evidence that the pilot was using the seat belt or shoulder harness. Post crash investigation of both engines and props determined that there were no operational defects and that both were producing power at the time of impact. Strong gusty winds varying in intensity from 15 to 30 knots and varying in direction from southwest to northwest were prevalent at the airport on the day of the accident. The prop condition levers were found in the taxi position and the power levers were set with the left engine near flight idle position and the right engine at the takeoff position. The pilot, sole on board, was killed.