Positioning

The pilot (a part time employee of the owner) was ferrying the aircraft for maintenance. Witnesses, who saw the pilot before take- off, noted that his speech was slurred and that he seemed angry because a tug would not start. One witness characterized him as being 'very mad' and said his face was 'flushed red.' The aircraft was observed to takeoff in a high nose-up attitude and climb about 500 to 1,000 feet before turning to the southwest and leveling. Subsequently, the plane turned back toward the airport, then it crashed and burned approximately 1-1/2 mile ssw of the airport while on a heading of northeast. Impact occurred while the aircraft was descending in a slightly left wing low attitude. The wreckage was scattered over an area that was approximately 600 feet long and about 45 feet wide at the widest point. According to witnesses, the engines were operating normally when the aircraft crashed. No preimpact mechanical problem was found. A toxicology check of the pilot's liver tissue fluid showed an alcohol level of 2,26‰. The pilot, sole on board, was killed.

On approach to Borlänge-Dala Airport, the twin engine aircraft struck tree tops and crashed in a wooded area located 11 km short of runway 14. The pilot, sole on board, was killed.

The crew attempted an ILS approach with indefinite ceiling and RVR down to zero due to fog. The copilot was at controls. During a missed approach, the aircraft contacted runway where glideslope intersects terrain with sufficient force to shear all three landing gear. The right engine spolled down during climbout. The crew diverted to Detroit-Metropolitan Airport and complete a gear up landing. Minor fire broke out during ground slide. Both altimeters bench checked within tolerances. All three crew escaped with minor injuries.

The aircraft took off from Glasgow at 0317 hrs to fly to Barrow-in-Furness via Dean Cross. It left Dean Cross at flight level 50 on track for Walney Island aerodrome using radar advisory service from Manchester Control. When 12 miles north of his destination, the pilot began a slow descent over a layer of stratus cloud. On reaching Walney Island, he was still above cloud so, using positional advice from radar, he turned out to sea to continue his descent. He turned back to the airfield,still in cloud at 1500 feet and, shortly after fading from radar at approximately 1200 feet over the sea, he advised Manchester Control that he vas overhead the airfield. Air traffic control at Walney Island was not manned at the time and no formal record of local weather exists. Witnesses close to the airfield reported that the wind was calm and visibility was reduced by patchy, low-lying, sea fog. One witness, some 600 meters southwest of the touchdown zone of runway 06, saw the aircraft flying due north at a height he estimated to be between 50 and 100 feet but heard nothing unusual. Another witness, also near the southwest corner of the airfield, heard the aircraft pass overhead travelling north and then heard a cessation of engine noise followed immediately by a dull thud. Both witnesses estimated the surface visibility to be more than 200 meters at the time. The aircraft struck the ground on the centerline but some 30 meters short of the beginning of runway 06 in a steep nose-down, left wing low attitude, and came to rest within 10 meters of the initial impact. Ground marks showed the first impact to have been by the port wingtip followed immediately by the nose of the aircraft, which was crushed. The aircraft appeared then to have pivoted to the right about the nose and starboard wingtip, and to have bounced laterally to the right of the centerline before coming to rest with its tail toward the runway. The flaps were set to 25°. The main undercarriage was relatively undamaged and showed no evidence of having struck the ground during the initial impact sequence.

On approach to Mombasa-Moi Airport while on a positioning flight, both engines failed simultaneously. The crew attempted an emergency landing when the aircraft struck trees and crash landed near a road about 18 km from the airport. Both pilots were slightly injured and the aircraft was damaged beyond repair.

Crashed in unknown circumstances on a glacier located on Mt Lloyd George. The pilot, sole on board, was killed.

The two commercial rated pilots were returning from a part 135 flight at night. The fuel tanks were inadvertently not switched from mains to auxiliary. Fuel starvation occurred when aircraft was at low altitude. Insufficient altitude remained to restart the engines. Aircraft impacted ground. A post accident fire erupted destroying the aircraft. Both pilots were seriously injured.

On final approach to Malmö-Sturup Airport, the pilot encountered poor weather conditions and limited visibility due to heavy snow falls. Too low, the twin engine aircraft struck power cables, stalled and crashed in a wooded area. The pilot, sole on board, was killed.

The pilot, sole on board, departed Courchevel Altiport on a positioning flight to Geneva-Cointrin Airport. En route, he encountered poor weather conditions when the single engine aircraft struck the slope of a mountain located near the Plateau des Glières, in the region of Usillon. The pilot was killed.

The pilot experienced inadequate left engine manifold pressure during a takeoff attempt at Newport. The takeoff was aborted and afterwards the pilot decided to ferry the aircraft to New Bedford for inspection. The engine were restarted and operation was good. The flight to New Bedford was without incident until the aircraft was on a two miles final to runway 05 at this time the left engine stopped while the pilot attempted to feather the engine, both the engine and part of the left wing caught on fire. The pilot continued to the airport with the flaps and gear down and a speed at 125 mph. The pilot stated he was in a good position to land when he heard a loud bang which he described sounded like a cable. The aircraft entered a 25° left bank. He leveled the wings by reducing right engine power. Collision with trees to the left of the runway occurred afterwards. Examination of the aircraft disclosed that the left engine exhaust manifold header assembly, which is connected to the turbocharger, was cracked along a weld seam. Also revealed was that the aileron cables that are routed behind the left engine were burned to separation. Both occupants were injured.