United States of America

The aircraft departed during low ceiling, low visibility, and night conditions. Shortly after takeoff the aircraft impacted a reservoir. Analysis of radar data indicated the aircraft was in a 45° descending turn. Examination of the aircraft trim system showed that the aircraft was trimmed for level flight. There was no voice or flight data recorder on board. A review of ATC communications indicated that the captain was communicating with ATC allowing the first officer to accomplish the flying duties. Examination of the wreckage revealed no indications of powerplant or system failures. However, there was evidence that the sas warning light was illuminated, the sas switch was in the off position, and no sas system malfunction could be found. Witnesses stated that before the flight the captain had complained of illness but he decided to report for duty. Company records showed instances of substandard performance by the first officer. The investigation found company oversight of training, operations, and inadequate faa supervision. All 12 occupants were killed.

The non-instrument rated, non multi-engine rated pilot, whose medical had expired, lost control of the aircraft during an IFR flight in instrument meteorological conditions. The aircraft crashed and burned. The pilot was attempting to return and land after he reported a landing gear problem. It could not be determined what landing gear malfunction existed.

The flight was cleared for a night ILS approach and advised that tower at destination had closed. Tower had reported at closing that fog was forming and the flight was advised of the fog. The aircraft was located on a remote part of the airport the next morning. The ELT had activated but the signal was weak due to crash damage. Passenger said they never saw runway lights, only taxi lights, and that pilot attempted to perform a go-around. Gear was retracted and aircraft hit level grassy area in a near level attitude. The pilot was not wearing a shoulder harness. The pax crouched in the aisle next to the pilot, helping him find the runway, not wearing restraining belts. No published approach plate for ILS procedure for that runway was found in aircraft. Toxicological report revealed pilot had 3 mcg/ml dextromethorphan, an ingredient found in over counter cold remedies. According to report, levels of that substance in blood greater than 0.1 mcg/ml was sufficient to cause drowsiness.

The crew was engaged in a training flight out of Castle AFB. During the takeoff roll, the decision to abort was taken for unknown reasons. Unable to stop within the remaining distance, the aircraft overran and came to rest. All crew members escaped uninjured while the aircraft was damaged beyond repair.

A company designated instructor and two f/o trainees were conducting a far 135 training flight. The third approach was terminated with a go-around initiated over the runway threshold at about 50 feet. After climbing to about 150 feet, the aircraft was observed to oscillate in yaw, followed by pitch, and then roll to the right. The aircraft impacted in a near-vertical descent attitude. The investigation revealed that the right engine was operating, but at reduced power. The left engine was at full power. There was no indication of aircraft system malfunction or failure. Company pilots indicated that the captain had a history of demeaning cockpit behavior and roughness with students. The f/o, was small in stature and had 100 hours of multi-engine time and no turboprop time. Company pilots reported the f/o trainee was consistently behind the aircraft in prior flights. Examination of the aircraft revealed the flaps in the retracted position contrary to aircraft handbook. Company pilots further indicated the captain had history of requiring low altitude 1-engine go arounds and delaying offers of assistance to students. All three crew members were killed.

This accident occurred during a night, ILS approach to runway 27 in IMC. The aircraft collided with a mountain 12 nm east-southeast of the airport while turning inbound to intercept the localizer course. Investigation revealed that one VOR receiver was set on the destination ILS frequency, the second VOR was set on an en route VOR 51 nm west of the destination airport, and the DME radio, a separate transceiver, was set on the destination DME transmitter. The frequencies of the en route VOR and the destination VOR were 117.1 and 117.7, respectively. The outbound course for the ILS approach procedure was 088° and the accident site was located on the 088 radial of the en route VOR. Investigation also revealed that the pic was occupying the right front seat and an experienced pilot who was not current in this aircraft was occupying the left seat. The second VOR receiver control head was located in the lower right portion of the instrument panel, in a location where the selected frequency was difficult to read. All three occupants were killed.

After making an IFR approach, the pilot made a go-around because he was blinded by the reflection of the landing/taxi lights against the falling snow. The pilot landed the aircraft after the second approach. The pilot said he sensed the aircraft drifting to the left and he tried to correct, but it collided with a snow bank. The investigation disclosed no evidence of aircraft hydroplaning or skidding. Airport management elected to delay plowing the runway for fear of it freezing over. Passengers claimed there was 2-3 inches of snow on top of a 3/4- inch layer of slush. Further investigation revealed that the runway lights were of various intensities because some unapproved light bulbs of different amperage were used. The runway was not equipped with centerline lighting. The painted white centerline stripe was covered by snow and slush.

The aircraft landed after an ILS approach to runway 03. According to the pilot shortly after touchdown he saw deer ahead on the runway. Before he could take evasive action the aircraft struck two deer. Afterwards brake pressure was lost. The pilot steered the aircraft onto grass off the right side of the runway to avoid going past the runway end and down a hill. Examination of the aircraft revealed that the deer were struck with the left main gear, fracturing a hydraulic brake line. All nine occupants escaped uninjured.

Witnesses stated that the aircraft was climbing and just after takeoff, the left wing dropped, the aircraft then leveled off, climbed approximately 75 more feet. The aircraft then abruptly turned hard left and went straight in, striking a wall surrounding a swimming pool, burst into flames and was consumed by post crash fire. Examination of the left engine revealed evidence that suggests that water was ingested into the cylinders prior to impact. The pilot, sole on board, was killed.

The aircraft departed Garden City under extremely poor weather conditions. More than half way to Dodge City, the pilot reported engine problems to Kansas City (ARTCC). Vectors were provided to the Dodge City Airport, but the pilot did not maintain assigned headings. The aircraft headed back towards Garden City to attempt an instrument approach. Radar vectors were provided for the localizer approach. Radar indicated that the aircraft did not become stabilized on the approach. There was a significant loss of ground speed as the pilot was attempting to get established on the localizer. Radar contact was lost about 2 miles from the airport at a speed approaching stall speed for this aircraft. The aircraft crashed about 2 miles short and to the right of course. The aircraft impacted in a vertical nose down attitude on heading which indicated a turn away from the airport. The left prop was found in the feather position. No mechanical problem was discovered. The right engine appeared to be producing full power at impact. The pilot, sole on board, was killed.