United States of America

The pilot stated that start, taxi and takeoff were normal until after he raised the gear handle and the aircraft was climbing thru approximately 150 to 200 feet agl. At that time, he noticed that the left engine rpm was decaying. There was insufficient runway remaining to abort, so he elected to feather the left engine and continue the takeoff. The left prop stopped rotating before it feathered. With additional drag from the left prop, the aircraft would not climb or maintain level flight. The pilot was able to fly the aircraft over buildings and other obstacles (up to 75 feet tall) near the airport boundary. Just beyond these obstacles, the aircraft struck trees and crashed in a wooded area. There was a small post-impact fire near the accessory section of the right engine. An exam and teardown of the left engine revealed that an impeller shaft bearing, Pratt & Whitney part number 288943, had failed and allowed the impeller to rub against the diffuser. No other preimpact failures were found. The pilot, sole on board, was slightly injured.

The airplane departed Robins AFB on an exercise (Red Flag mission) bound for California. En route, it deviated from the prescribed flight path several times and was assisted and reoriented by an AWACS crew. While cruising over Utah in poor visibility, the crew failed to realize his altitude was insufficient when the airplane struck the slope of a mountain located 20 miles north of St George. The aircraft disintegrated on impact and all seven crew members were killed.
Crew:
Cpt Donald W. Hiebert, pilot,
1st Lt Thomas C. Lennep Jr., copilot,
Cpt Jonathan M. Bishop, radio navigator,
1st Lt Matthew W. Cervenak, navigator,
1st Lt Bernard S. Russell, EWO,
Col Caroll D. Gunther, pilot observer,
S/Sgt Major Carter, air gunner.

According to the FAA specialist on duty at the Nome flight service station the pilot of Munz Northern flight 601 requested only the Ambler weather at 0030 gmt. The only surviving passenger stated that the flight departed Nome, AK at 1330 bst and as the flight continued north she could only see straight down and was nervous because the ground was so close. She further stated that the props changed their sound which related to the sound they made earlier in the flight when the aircraft climbed to clear a mountain. She also added that they were in whiteout conditions prior to impact and there were no mechanical irregularities that she was aware of. The pilot and a passenger were killed.

The aircraft was on a flight to a private ranch landing strip at night. The strip had an unlighted windsock at midfield and portable runway edge lights were in use. During arrival, the aircrew estimated the visibility was 3 to 4 miles and reported they would be able to land. Personnel at the ranch heard the aircraft fly over. One of them reported that earlier, the wind had been blowing hard and the air was full of dust, but at the time the aircraft arrived, dust had settled. A deputy sheriff noted that at times, the visibility was good, but at other times, it was poor. The aircraft owner, who was at the ranch, said he could see the aircraft lights at times (in the traffic pattern), but at times, he could not see them. After making two passes, the aircraft crashed in the area where it should have been on a base leg. An exam of the wreckage revealed it was in a left turn during impact. After initial impact, it bounced/slid 663 feet, then hit a tree covered canal levee and burned. No evidence of a preimpact/mechanical malfunction or failure was found. All four occupants were killed.

The aircraft was on a night check courier flight. During arrival, the indicated airspeed was well above the legal limit of 250 knots for flight below 10,000 feet. Runway 04R was selected for landing after the crew were advised that their original choice (runway 11) was noise sensitive. They were advised not to descend below 2,000 feet until on final approach. The turn to final was completed about one mile from the runway at an altitude of approximately 700 feet. A steep (5°) final approach was flown with an estimated 1,000 fpm rate of descent. On landing, the aircraft bounced, banked/turned to the right, then it hit the ground, right wing first and burned. An exam of the wreckage revealed the aircraft was configured with the gear extended, the flaps down 20° and the spoilers retracted. No evidence of a preimpact part failure or malfunction was found. The trim was set for a heavy right wing and the fuel switches were set to x-feed fuel. Toxicological checks showed that both pilots had used or been exposed to marijuana and had CO2 in their blood from smoking; use of medication (phenylpropanolamine) by copilot. Evidence of possible fatigue/stress to both. Both pilots were killed.

The aircraft was on the return portion of a round trip flight, hauling canceled bank checks. When they boarded before takeoff, the pilot's wife, who was not a pilot, occupied the right front seat and his two daughter's, ages 4 and 6, were in the passenger seats. Previous legs of the flight were accomplished without incident. While en route on the 4th leg, a radar handoff was made from Jacksonville to Atlanta Center at 0225 est and the pilot reported at FL180. This was his last known transmission. At 0230, the ATC controller noted the aircraft was passing Macon VOR. Shortly thereafter, radar contact was lost and efforts to make radio contact were unsuccessful. Several persons in the vicinity heard the aircraft engines alternately at high speed, then demishing, before the accident. The wreckage was found scattered over a 2 miles area. An exam revealed the right wing had failed upward and the left wing and left horizontal stabilizer had failed downward from overload. There was evidence of course reversal and descent before breakup; light turbulence and icing at cruise alt. Reason for descent unknown. All four occupants were killed.

At 1145 the pilot reported VFR conditions and requested radar vectors to the airport. He was issued a cruise clearance of 5,000 feet and given a heading. 18 miles from the airport he reported visual contact with the ground. At 1151 he was asked if he was familiar with the area to which he responded negative. He was then advised of rising terrain in all quadrants, including a mountain '...to almost 3,700 feet, three miles south of the airport.' At 1154 the pilot was advised that the airport was less than a mile at 12 o'clock. The aircraft impacted a mountain two miles south of the airport at about 2,700 feet msl. A witness described the sky conditions as a low ceiling with clouds obscuring the mountain peaks. The airport is uncontrolled and has no published instrument approach procedure. Both occupants were killed.

On a flight from Newark, NJ to Richmond, VA, the departure time was delayed, and subsequently, the aircraft did not arrive at Richmond until after the refueling facilities were closed. The pilot decided there was sufficient fuel aboard to complete the next flight to the Washington National Airport, so he departed on that flight. However, about 21 mikes from his destination, he declared a low-fuel state and requested vectors to the nearest airport. Vectors were provided toward Davison Army Airfield. However, both engines subsequently lost power from lack of fuel and the aircraft crashed in a wooded area approximately 500 yards short of runway 32. The aircraft was destroyed and both occupants were seriously injured.

The pilot and aircraft had been fighting forest fires earlier in the day. A late developing fire necessitated another dispatch. The aircraft arrived on scene and checked in with the lead aircraft circling overhead coordinating the fire fighting efforts. The tanker made two runs over the fire area following the lead aircraft. After the second run, the aircraft banked left in a level turn to make another run without using the lead aircraft. During the third run the tanker struck trees near the top of a 1,800 feet ridgeline. Witnesses on the ground remarked how low the aircraft was. According to the pilot's peers, he took pride in doing his job well and always strove to put the chemical right on target. There had been occasions in the past where this zeal to succeed had resulted in his going lower than the 150 feet agl minimum altitude mandated by forestry service regs. He had, on occasions, returned to base with tree foliage stuck in his aircraft. The pilot, sole on board, was killed.

While taking off, the aircraft climbed approximately 100 to 200 feet, then began loosing altitude. During a forced landing on a street, it hit a parked car and a light pole and burst in flames. The pilot, who later expired, said that neither engine developed full power (2575 rpm). He said this was not unusual when power was 1st applied, but said full rpm was generally obtained shortly after the roll was begun. After being committed for takeoff, both rpm's were reportedly between 2,300 and 2,400 rpm. Several witnesses stated the engines sounded like they were running rough. A witness reported the aircraft swerved 'as tho the pilot had difficulty with the left engine.' Reportedly, the pilot 'dropped some more flaps' below the 20° takeoff setting 'in order to pull it off' and raised the gear immediately after liftoff. Engine teardowns revealed excessive spark plug gaps, 1 magneto on the right engine had a .008 point gap (.016 required), its #1 and #4 distributor blocks were cracked and the #1 and #6 leads would not fire properly. Hartzell f-6-5a prop governors installed in place of f-6-35a. Aircraft was approximately 348 lbs over max weight limit. All five occupants were killed.