United States of America

The pilot was executing a second attempt for an instrument approach to runway 19, following a missed approach on the first attempt. The pilot last reported over the iaf, 9 miles north of the airport. The aircraft collided with a mountain at an elevation of 1,700 feet and 5 miles south of the airport. The wreckage was oriented on a 190° magnetic heading and near the extended centerline of runway 19. The mda for the approach is 1,680 feet msl. The map is a climbing right turn to 5,000 feet direct to the iaf. The airport is surrounded by mountains. The landing gear and flaps were found extended. Examination of the aircraft disclosed on evidence of malfunction. Both occupants were killed.

The aircraft was found abandoned. Wreckage scene indicates collision with trees prior to collision with terrain. Aircraft suspected of being used for illegal cargo operations. The pilot was not found.

On post-production test flight, pilot noted symptoms of uncommanded lean mixture and turned to return for landing. En route to airport, engine lost power completely. On base leg for forced landing (off airport) fire broke out in engine area and burned through hydraulic line causing gear to extend. Due to increased glide angle, planned flight path would not clear obstruction (Draw Bridge). When the pilot maneuvered to avoid the obstacle, the aircraft stalled, mushed and collided with a boat dock. Investigation revealed a loose fuel line fitting. The pilot, sole on board, was seriously injured.

The pilot was flying inbound for the ILS runway 02 approach via the Gardner VOR transition. While on the transition, the aircraft descended below the 4,000 feet msl minimum altitude to 2,600 feet msl. The pilot was alerted by ATC. He responded that his chart read 3,000 feet. The aircraft then climbed above 2,700 feet, but descended again (to 1,500 feet msl) until about 2 miles outside the outer marker. The minimum published altitude to intercept the glide slope was 2,600 feet and the recommended (glide slope) altitude for crossing the outer marker was 2,548 feet. Before reaching the outer marker, the aircraft made an abrupt turn to the southwest, entered a steep descent and crashed in a wooded area. An exam of the aircraft did not disclose any evidence of a malfunction. A flight inspection of the nav aids disclosed satisfactory operation. A post mortem exam was inconclusive to possible physical impairment. The procedure turn altitude for the approach was 3,000 feet, but the Gardner transition did not require a procedure turn. The pilot, sole on board, was killed.

Moments after the DC-3 took off, the tower controller noted the left engine was torching and asked the flight if it was 'having a problem.' The crew replied 'affirmative,' then the controller cleared the flight to land on any runway. The aircraft began turning left at the end of the runway and continued turning at low altitude until it struck utility poles and crashed thru a warehouse roof about 2 miles from the airport. A witness reported the aircraft was at an altitude of approximately 100 to 150 feet agl, the left propeller was feathered and the right engine was at full power. An exam of the left engine disclosed the #14 cylinder was missing a spark plug from the front spark plug hole. The spark plug lead and 'b' nut were attached to the ignition harness, but no plug was attached to the lead. The spark plug hole and b-nut threads were undamaged. A white deposit was found inside the cylinder spark plug threads and outside the cylinder, adjacent to the hole. The deposit was identified to contain high concentrations of lead and bromine, most likely formed from exhaust gases and fuel during cylinder operation. A company mechanic reportedly worked on the plugs on the previous day. The aircraft was destroyed and all three occupants were killed.

According to witnesses, the aircraft entered clouds at low altitude during the initial climb after takeoff. They reported that the aircraft then turned sharply back toward the airport and descended below the clouds. It rolled out in the direction of the crash site with the wings rocking. One witness said the aircraft 'turned over 2 or 3 times' before it crashed. No preimpact part failure or malfunction was evident. All four occupants were killed.

The flight departed Fort Lauderdale, FL, on 8-2-84 at approximately 0815 edt for Cincinnati, OH. The aircraft wreckage was found on 11-17-84 on an up slope of big Fodderstack Mountain. The aircraft had contacted a 25 feet tall tree located 200 feet west of the main wreckage. The only known radio contact was recalled by the Monroe County airport manager who stated the pilot radioed to exchange the day's greeting. Exact weather at the accident site could not be determined. However, the airport manager recalled the high terrain being obscured with poor visibility. Both occupants were killed.

During a preflight weather briefing, the pilot was advised of thunderstorms and intense rain showers on the route of flight. However, he filed an IFR flight plan and took off. During flight, the ATC controller advised the pilot of a level 6 cell ahead and noted that he had no report on its top. The pilot reported that he was 'not showing anything' on his radar. Attempts were made to deviate. Approximately 20 minutes later, the pilot reported the aircraft was encountering icing conditions and was losing altitude. After another 1 min and 38 seconds, he reported 'we're going in.' Subsequently, an in-flight breakup occurred. The wreckage was found scattered over a 1/2 mile area. An exam revealed that the outboard wing panels had failed in flight. Witnesses reported seeing either smoke or fire in flight before the aircraft crashed. Evidence of an electrical discharge was found on the outboard portion of the right wing. However, the pilot had not mentioned any encounter with lightning on this flight. No evidence of metal fatigue was found. All three occupants were killed.

During preflight preparation for departure from a short field the pilot failed to remove the Pitot tube covers. On takeoff roll, the stall warning light began to flicker. Pilot noted airspeed was not registering but did not consider this unusual in the early part of a takeoff roll. Pilot turned left stall warning switch off, then back on, warning light remained on. Pilot then initiated abort procedures, using full reverse thrust and brakes. The aircraft overran runway by about 100 feet and down a rough embankment which separated the landing gear.

The pilot flew into a canyon with a climb-out gradient in excess of the aircraft capability and collided with the upsloping terrain. The pilot said he had hit a downdraft and turned away from the rising terrain just as collision occurred. Surviving passengers do not recall any turbulence or sinking sensation before the crash. The pilot did not report any turbulence or downdrafts anywhere except at the accident site. Two passengers were killed.