United States of America

For undetermined reasons the pilot experienced a power loss on both left engines while turning from left base to final for landing. The pilot was unable to maintain directional control and elected to reduce power on the right engines. During the forced landing roll the aircraft collided with three ditches as well as small trees. As the aircraft touched down both left engines resumed full power. The pilot, sole on board, was uninjured.

A popping or backfiring sound was heard by several people who later observed the aircraft flying at low altitude on what appeared to be a final approach to runway 13 at Jennings Airport (located about 75 miles southwest of the departure point.) No radios were onboard the aircraft so no distress calls were made. Because of the wind this would have been a downwind landing. The aircraft then aborted the approach due to an aircraft landing from the opposite direction and appeared to start a left turn onto abase leg when it stalled, pitched nose down and impacted the ground with its landing gear and flaps extended. Wreckage examination revealed that all 3 blades of the right prop were bent smoothly and symmetrically rearward. However, no preimpact failure or malfunction of the right engine was found. There were no entries in the aircraft's logbook from 7/1/78 until 4/3/84 when the aircraft was inspected for the ferry flight. The pilot was not multi-engine rated and had not flown this type aircraft in about 10 years. The pilot's commercial certificate was revoked on 11/21/81. The pilot, sole on board, was killed.

The pilot said that when he called on the radio prior to the approach for an altimeter setting the reply was '30.11 or 30.12, something like that.' The aircraft altimeter was found after the accident set at 30.22 inches of mercury. The visibility was described as 1 and 1/2 miles in snow showers. He continued the approach 'because minimums are one mile.' He descended outbound to 4,500 feet. Minimum procedure turn alt is 4,700 feet msl. The pilot then descended to 3,700 feet msl as he approached the VOR. Power was reduced to 17-18 inches of manifold pressure and airspeed reduced to 120 knots. As the VOR was crossed he glanced at the altimeter and 'the hands were in the two o'clock position.' Landing gear was extended and approach flaps set. The pilot said all seemed normal. He looked out the window and saw 'wispy clouds going by rapidly. Then there were the sounds of impact.' The next thing remembered was the sound of dripping gasoline. The pilot said he crawled out of the cockpit window and wandered 'for a couple hours trying to chase down the searchlights.'

The aircraft collided with trees and the ground during flight in adverse weather. There is no record of the pilot receiving a pre-flight briefing and no flight plan was filed. Witnesses heard an aircraft flying low followed by a loud thud. About 16 miles north at Sarasota, FL, the 2128 est weather was: 200 feet partial obscuration, visibility 3 miles with fog. Persons in the vicinity of the accident stated that the area had heavy, patchy ground fog. All four occupants were killed.

The aircraft crashed in a wooded area after the loss of engine power. The weather was VMC. The pilot made a missed approach after trying to land on runway at Oneonta, at 1838 hrs. Later the pilot radioed that he was unable to 'pick up' the Kring beacon. Boston center vectored the flight to the area of the Kring beacon. The pilot then proceeded to question his position. When boston terminated radar service the pilots answer was unintelligible. No further communications were received from the flight. The wreckage was found about 1/2 mile from the airport. The left full tank selector was found on the left outboard tank. This aircraft is restricted to level flight for use of fuel from the outboard tanks. All five occupants were killed.

The pilot landed on the ice and snow covered runway after loading 1,512 lbs of cargo in freezing drizzle conditions, he taxied for takeoff for an IFR departure shortly after rotation, the right wing dropped and the aircraft touched down back on the runway. Visual exam of the aircraft revealed ice accumulations on the leading edges and upper wing surfaces. The pilot attempted to get deice equipment, which was not available. The pilot was offered use of a hangar which he declined. The airport manager was en route to check runway condition for plowing the ice and snow covered runway when the pilot returned to the aircraft. An unsuccessful attempt was made to remove ice from the leading edges by hand. The pilot decided to attempt another takeoff and at this time was almost 1/2 hour beyond his scheduled departure time. Liftoff was approximately 1/5 of way down and after flying at 50 feet agl initiated climb. After attaining an altitude of several hundred feet, the aircraft stalled and descended uncontrolled to impact. The aircraft was destroyed by impact and fire and the pilot was fatally injured.

At approximately 2330 est, witnesses near the crash site heard an aircraft, and shortly thereafter, they saw a flash. One of them, who was driving a car, went back to the area the next day and found the aircraft wreckage. The aircraft had crashed and burned about one mile from the approach end of runway 24. Wreckage was strewn along an area of about 250 feet long and was oriented on a heading of 230°. The aircraft was descending in an estimate 40° dive when it hit the ground. An exam of the wreckage did not disclose any evidence of a malfunction. About 3,500 lbs of marijuana was found in the wreckage. The 2010 weather at the airport was: indefinite 500 feet obscuration, visibility 1 1/4 mile with rain and light fog, temperature 33°, wind from 280° at 5 knots. Another pilot had landed at 2015. He said his aircraft had accumulated a trace of rime ice. At the time of the accident, witnesses said the roads were lightly covered with ice snow. Both occupants were killed.

Crashed on approach to Orange Grove AFB, killing all three crew members.

Pilot cleared for night NDB runway 19 approach to Folsom Field. Erratic radar track during procedure turn and inbound intercept. Witnesses described 200 feet ceiling and reduced visibility in fog at airport. Other witnesses observed aircraft on northbound course, followed by turn to west at rooftop height, well below MDA, at a point one mile northeast of airport. Engine operation sounded normal. Aircraft contacted trees at about airport elevation, one mile north of airport. Wreckage produced 632 feet path. Severed limbs, prop damage and engine examination revealed evidence of power at impact. 62 year old pilot had not flown with cfi in years, instrument currency unknown. Pilot found to have severe coronary atherosclerosis with near total occlusion of right coronary artery and evidence of past total occlusion of left circumflex coronary artery. Ceiling lower than forecast for area. Flight purpose to carry employees to meet truck, go job site. Limitation on pilot medical certificate, not for night flight. Sunset at 1745 cst, 51 minutes before accident. All six occupants were killed.

Approximately 16 minutes prior to the accident the pilot was cleared for the localizer DME approach. The aircraft collided with the mountainous terrain on a heading of about 220° at approx 8.5 dme on a bearing of 051° from the airport. As indicated on the loc/dme runway 23 approach plate, the minimum altitude between the outer marker, 6.6 dme, and 10 dme was 3,000 feet. Elevation at the accident site was 2,000 feet; airport elevation was 776 feet. Post crash fire consumed most of the wreckage but the cabin heater was not in the fire area. The pilot's reported carboxy hemoglobin (co) was 20%. Autopsy revealed multiple extreme impact injuries. Products of combustion were found on fresh air side of cabin heater/heat exchanger. Source of combustion products were not determined. All three occupants were killed.