United States of America

Before departing Youngstown, OH, the pilot filed two IFR flight plans, one for a flight to Plattsburgh, NY, the other for a return flight from Plattsburgh back to Youngstown. After a 2 hour and 10 minutes flight to Plattsburgh, 70 gallons of fuel was added, but the person who serviced the aircraft indicated the tanks were not full after servicing. The plane then made a 10 minutes flight to Burlington, VT, but no fuel was added at Burlington. The pilot then took off on a return flight to Youngstown. During the descent phase to Youngstown, the pilot requested vectors to the closest airport. He was provide vectors to the Chess Lamberton Airport and advised it was 6 miles away. A short time later, the pilot said the aircraft had lost power. Subsequently, it crashed in rolling, wooded terrain. During an exam, no fuel was found in the aircraft. No other evidence of a malfunction or failure was found. With the passenger and cargo load, a maximum of about 104 gallons of fuel could have been used without exceeding the certificated gross weight of the aircraft. At 45 to 55% power, the aircraft burned 17 to 22 gallons per hour. Wind gusts 30 knots. All six occupants were killed.

The aircraft disappeared from radar coverage while in cruise flight at 10,000 feet msl near Orangeville, FL. The ATC transcript revealed that the pilot had been inquiring about the weather ahead of him and was cleared to descend to 6,000 feet in order to get below strong headwinds. One minute later he transmitted that he was going to stay at 10,000 feet because he did not have any choice (strong turbulence). His last transmission stated the weather was getting worse. The aircraft has not been located.

The aircraft was first radar identified about 18 miles north of the airport and was given radar vectors for a right downwind and base to runway 36R. While on a downwind heading 150°, the pilot was assigned a heading of 270° and was queried if the airport was in sight. The pilot responded '...we got it.' However, radar data shows the aircraft continuing the turn through 270° to about 350°. After about 1/2 mile, the aircraft turned left to 250° descending. The turn continued to a southwest heading approximately aligned with a city street that passes south of the airport on a course of 250°. The altitude decreased with a consistent rate to 900 feet when radar contact was lost. Elevation at the approach end of runway 36R is 724 feet. Wreckage distribution was along a 245° heading. A flight inspection of the runway 36R edge lights at night during VFR conditions indicated the lights were not visible beyond 30° of the runway centerline. The pilot got up at 0730 on 11/14.

The non-instrument rated pilot was on ferry flight from Bartlesville, OK to Ontario, CA. An en route stop was made at Tucumcari, NM, where the aircraft was refueled and 14 qts of oil was added to the left engine. The line boy who serviced the aircraft saw no visible oil leaks or spillage around the engine. While on the next leg of the flight, the aircraft crashed near interstate highway 40. Two witnesses that saw the crash stated rain was falling, the wind was blowing very strong and there were low ceilings. Reportedly, a squall line was moving thru the area and there was moderate to severe turbulence. An exam of the wreckage revealed the aircraft had crashed in a steep nose down attitude, with 20° to 30° left bank and at high speed. No preimpact, mechanical failures were found and both engines had evidence that they were operating during impact. The weather briefer said the pilot indicated he would fly around the area of precipitation and remain VFR. Radar info showed the pilot had been following the interstate highway and varying his alt between 7,900 and 6,300 feet msl. Both occupants were killed.

The pilot took off from the Simplot Ranch Airstrip which was located beside the middle fork of the Salmon River, approximately 27 miles northwest of Challis, ID. He departed downriver toward the northeast, but the destination was a usfs strip about 7 miles upriver to the southwest. A course reversal normally would have been made about 6 miles downriver. However, a turn-around was attempted over a relatively shallow (bench) area on the west side of the river, about 1-1/4 mi from the departure strip; where, according to the operator, it could have been made under ideal conditions. The aircraft crashed in the bench area while on a westerly heading. It came to rest in an upright attitude with little evidence of forward velocity, but with severe vertical collapse. No evidence of a pre-impact mechanical malfunction or failure was found. All four occupants were killed.

The original flight was aborted due to a magneto problem. The defect was corrected, but due to the delayed takeoff, the pilot elected to fly to McAllen, TX, for further repairs. During the takeoff roll, the aircrew noted sparks/flares on the left side of the cargo/cabin area, behind a bulkhead. The aborted the takeoff and attempted to extinguish the fire, but were unable. The crew then evacuated the aircraft and the aircraft was destroyed by fire. An investigation was made, but the source of the fire was not determined.

At 1604 est, the aircraft departed Fort Wayne on a ferry flight. IFR conditions prevailed and the pilot had filed an IFR flight plan. While climbing after takeoff, the pilot passed his assigned altitude of 2,500 feet msl and flew to 4,200 feet. Also, he failed to turn to his initial assigned heading of 130°. He had problems contacting departure control as he was not on the assigned frequency. He reported problems with his heading indicator and his 'gyro'. Shortly after his last transmission, the aircraft left 4,200 feet msl and crashed in a steep dive. Before takeoff, the atp pilot reported he had flown all King Air aircraft and was currently flying the Beech 200. A review of his last log book revealed over 2,000 hours in the Beech 200, but showed no time in the Beech C90. A witness that reviewed the aircraft with the pilot before the flight believed he (the pilot) was very familiar with the aircraft systems. During an inspection of the wreckage, no evidence was found to verify a pre-impact malfunction or failure of the aircraft or engines. All instruments were destroyed. The pilot, sole on board, was killed.

While descending into the Patterson area on an IFR flight plan, the pilot was cleared to hold and was advised that he would be the #2 aircraft for an approach to the Patterson Airport. A few minutes later the pilot asked how long the delay would be. He subsequently stated he had the airport, cancelled IFR and was going in VFR. A pilot who had just departed the airport heard a Mitsubishi call 'turning base.' He could not see an aircraft on base for runway 05. He called but did not receive a reply. The aircraft contacted trees along a heading of about 225°. The flaps were extended about 5° and the landing gear were extended. All three occupants were killed.

The twin engine airplane departed Dobbins AFB on a local training flight, carrying two pilots and one instructor. While flying at an altitude between 1,900 and 2,100 feet, the crew reduced the speed, lower the gears and the flaps then initiated a 180 turn when control was lost. The aircraft entered a dive and crashed in a wooded area located in Hiram, bursting into flames. All three occupants were killed.
Crew:
Cw2 James Q. Tyner Jr.,
Civ John R. Bailey,
Maj David M. Bishop.

At approximately 2130 edt, the aircraft collided with a tree while the pilot was making a low pass over a wooded area. After hitting the tree, the plane crashed into a pond. Reportedly, the aircraft had returned from Columbia (South America) and the aircrew were preparing to drop duffel bags of cocaine. When the aircraft hit the tree, the pilot was flying while the other person was getting ready to throw out the bags. Both occupants were seriously injured.