United States of America

The pilot reported that after he taxied to the rwy, the n°1 oil temperature was not up to the minimum temperature. He set the parking and advanced the n°1 throttle to 1,500 rpm until the engine warmed up. When both oil temperatures were within limits, he advanced both throttles to 30 inches manifold pressure and 2,250 rpm for a pretakeoff check. At that time, he used the normal (toe) brakes, since the parking brake would not hold the aircraft above approximately 1,700 rpm. He then applied full power and released the brakes for takeoff. As he started to roll with a slight left crosswind, the aircraft began drifting left. He corrected with right rudder, some right brake and right aileron. The aircraft then began drifting right and the pilot suspected a wind-shift from that direction. He applied left rudder and right aileron, but the plane veered right, went off the runway and headed for a ditch. Unable to stop, the pilot tried to clear the ditch. As the aircraft became airborne, the left wing dropped and hit the ground, and the aircraft yawed and crashed. The parking brake was found partially engaged. Tire marks were evident on the runway. All four occupants escaped uninjured.

United Flight 2885 departed Cleveland at 01:15 for a cargo flight to Los Angeles via Detroit. The DC-8 arrived at Detroit at 01:52. Cargo for Detroit was unloaded, the airplane was refueled, and cargo for Los Angeles was loaded. The engines were started, and then the crew called for taxi instructions at 02:45:58. During the taxi, the flightcrew accomplished the before takeoff checklist. The second officer called "trim" and the first officer responded "set". The flightcrew however, inadvertently overlooked setting the stabilizer trim for takeoff, and the setting of 7.5 units ANU was the previous landing trim setting. At 02:49:16, the captain, the first officer, and the second officer discussed the idea of the first officer switching seats with the second officer. They then switched seats about 02:49:40. United 2885 called for clearance onto runway 21R at 02:49:58 and was cleared for takeoff at 02:50:03. The throttles were advanced for takeoff at 02:51:05 and power stabilized 7 seconds later. Speed callouts "eighty knots" and "Vee One" were called by the captain and the airplane broke ground about 02:51:41. The airplane continued to climb with wings level to about 1,000 feet. The airplane then rolled to the right in a gradual right turn until it was in a wings vertical position (right wing down, left wing up) and crashed into a freshly plowed farm field.

Before departing, the pilot obtained a weather briefing and was advised of a sigmet which forecasted severe turbulence below 18,000 feet, strong up/downdrafts, strong surface winds and wind shear near mountains and in passes. He took off with full fuel tanks and approximately 400 lbs of cargo on board. ARTCC reported that the en route portion of the flight was handled routinely. During arrival, the pilot contacted the airport unicom for a landing advisory. A King Air pilot was arriving at about the same time and asked the Aerostar pilot if he was making a full stop. The Aerostar pilot replied that he was. The King Air pilot lost sight of the Aerostar and began a 360° turn. He asked the Aerostar pilot to advise of his position, and shortly thereafter, the Aerostar pilot transmitted three mayday calls. Reportedly, the aircraft nosed up and went into a steep right bank just before impact. No preimpact mechanical failure/malfunction was found. There was evidence that most of the cargo was in the baggage compartment (limited to 240 lbs) and could have moved the CofG well beyond the aft limit. Elevator trim found full nose down. The pilot, sole on board, was killed.

Before takeoff, the pilot received a weather briefing and filed an IFR flight plan to Idaho Falls, ID at 13,000 feet. He took off at 1804 pst. At 1814 pst, just prior to calling level at 13,000 feet, he reported he was encountering light turbulence and light rime ice. Approximately four min later, the pilot reported experiencing heavy vibrations. He requested and received a clearance to return to Portland and descend to 7,000 feet. Shortly after that, the aircraft entered a tight descending turn which the pilot reported he was having difficulty arresting. He reported regaining directional control at 6,000 feet and said the aircraft had a heavy load of ice. Shortly thereafter, the aircraft crashed in mountains at the 3,130 feet level. Due to damage from impact and wreckage retrieval, the preimpact condition of all deicing components was not verified. The aircraft was not certified for flight in known icing conditions. Moderate mixed icing condition and moderate turbulence were forecast. The pilot was briefed there had been reports of moderate icing thru-out the area. All five occupants were killed.

The aircraft crashed into the side of a mountain ridge during a VFR attempt to land at an airport with no instrument approach. The mountain ridge was obscured by broken clouds. The pilot had cancelled his IFR clearance, and during the descent to the airport, he had descended below clouds near the airport with clouds still obscuring some of the terrain. One mile visibility was a requirement for the VFR approach. According to witness statements, the aircraft continued to remain below the clouds and the pilot continued the approach even though he was not properly positioned to make a successful landing. The pilot had a partial occlusion of a coronary artery, but its relationship to the accident was not determined. The aircraft impacted at about 6,250 feet msl. The field elevation is 5,315 feet msl. The accident site was about 2 1/2 mi from the airport. The airport was located in a mountain valley about 1 to 1.25 mi wide. Also, the airport and surrounding terrain were covered with snow. Both pilots were killed.

The aircraft began to lose power at about 400 feet agl after takeoff and the pilot elected to land along the shoreline in the ocean. The aircraft ditched about 100 yards off shore. All 4 occupants were able to exit thru the airstair door and received only minor injuries. The aircraft sank after about 5 minutes. It was not recovered from the 27 feet deep water. Two occupants swam ashore and two were rescued by the coast guard. The line attendant who serviced the aircraft mistook it for a king air. The pilot requested that all four tanks be topped off. The line attendant added 110 gallons of Jet A fuel.

The right front seat passenger, who is a private pilot, stated that the pilot did not use takeoff flaps. The aircraft lifted off at about 85 knots and immediately started buffeting. The aircraft then impacted a highway in a nose high, left wing low attitude and collided with a rock face mountain. According to the aircraft operating manual the rate-of-climb/maximum climb chart indicates that (with wing flaps up at a density alt of 6,000 feet) the aircraft required a climb speed of 103 knots. Flaps up lift off speed is 95 knots. All six passengers were injured while the pilot was killed.

At 2015 the flight contacted ARTCC and requested Dubuque weather. They were advised that Dubuque was 500 feet indefinite ceiling, sky obscured, visibility 1/2 mi fog and they would be vectored for a back course runway 13 approach. The flight then requested the front course approach to runway 31 and the controller advised the flight that it would be vectored to the ILS front course approach to runway 31. Approximately 40 seconds later the flight advised the controller that it would take the back course approach to runway 13. The landing minima for a straight-in ILS runway 31 is 1/2 mile visibility and for a straight-in LOC/DME back course approach to runway 13 3/4 mile visibility. The aircraft's wreckage was found in a valley about 3/4 mile short of runway 13 and approximately 100 feet below the runway elevation about two days after the crash. Both occupants were killed.

A deer hunter saw the aircraft on a final approach to an open field at dusk, with the gear and flaps down. He stated that when it was at about 100 feet agl, the nose pitched down and the plane struck the ground and burst into flames. The aircraft was loaded with an estimated 600 lbs of marijuana, most of which was consumed by fire. A high altitude navigational chart was found near the wreckage. The chart contained a line between two navigational points (one in mexico and one in the united states). The aircraft had been stolen. Both occupants were killed.

The crew was engaged in a local training flight at Sacramento-Mather AFB, consisting in a Minimum Interval Takeoff and Landing (MITO) mission. The crew started the takeoff procedure 10 seconds after a first USAF B-52 that departed the same runway. After liftoff, during initial climb, the airplane encountered wake turbulences. The pilot-in-command decided to reduce the engine power but his reaction was excessive, causing all eight engines to flame out. Due to a loss of speed, the aircraft stalled and struck the ground. It exploded on impact and debris were found on a 400 yards distance. All nine crew members were killed.
Crew:
Maj James Henry York, pilot,
Cpt Lyle Allen Brunner, instructor,
Cpt Dennis Earl Davis, electronic warfare instructor,
M/Sgt Jere E. LeFever, gunner,
2nd Lt Scott A. Semmel, student copilot,
2nd Lt Peter M. Riley, student copilot,
2nd Lt Richard P. Robeson, student navigator,
2nd Lt Benjamin C. Berndt, student navigator,
2nd Lt Daniel N. Bader, student navigator.