Arizona

Upon landing at the completion of a cross country flight, the captain of the turbojet aircraft employed aerodynamic braking and thrust reverse to slow the airplane to about 60 knots. The captain was allowing the airplane to roll toward the end of the runway where the owner/copilot's hanger was located. With about 4,000 feet of runway remaining, the captain applied the brakes. No braking action was noted. The airplane continued off the end of the runway, through a fence and block wall into a parking lot where the left wing of the airplane was severed. A post crash fire consumed about half of the airplane. Emergency braking procedures were not employed. The crew reported that the were unable to shut down the engines. The copilot lacked experience in the aircraft and crew coordination during the approach, landing, and emergency was ineffective. The airplane traveled about 11,000 feet from point of touchdown to point of rest. Examination of the braking and hydraulic systems failed to pinpoint a malfunction.

Pilot began takeoff on a 5,200 feet dirt runway (upslope to the south, elevation 4,775 feet) with wind from the south at 18-20 knots, density altitude about 7,250 feet. Witnesses observed the aircraft taking off, with the landing gear retracting as it passed their position. Soon thereafter, the pilot transmitted he had 'a problem.' Aircraft was then seen about 200-300 feet agl in right turn, which progressed into a dive. Aircraft impacted in flat attitude 1/2 mile south of runway 17. Passenger video tapes revealed props went out of sync about 6 seconds after takeoff. About 15 seconds later, right prop slowed until blades could be seen turning. Video showed one engine fuel flow at about 90 gph, other engine at minimum setting (about 3 psi), 5° increase in pitch attitude. Exam revealed right engine driven fuel pump drive coupling was scored and only partially engaged. SB ME88-3 complied with; auxiliary fuel pump switches found in low position. Right propeller blades found at fine pitch, lacking rotational damage. Landing gear found up, but unlocked; flaps extended 15°. Emergency procedure training did not replicate high density altitude and max gross weight performance. All 10 occupants were killed.

The certificated airline transport pilot and a passenger were conducting a low level flight over mountainous terrain. The surface wind conditions were reported to be from the south at or above 20 knots. The pilot reported that he approached the mountain peak in a southerly direction and climbed the airplane to an altitude of 150 feet above the ground to clear the mountain. The airplane encountered downdraft conditions on the lee side of the mountain. The pilot failed to immediately correct for this condition and the airplane collided with the upsloping mountainous terrain when the pilot was executing a 180° turn.

The commuter flight was enroute to its home airport and over mountainous terrain when it encountered low ceilings and rain showers. The airplane was not certificated for ifr commuter flights. Instead of going to an alternate airport the pilot attempted to maintain visual conditions and requested and received a visual clearance into the tca and advised the controller that his altitude was 5,100 feet msl. His radio transmission became garbled during the clearance read back and shortly thereafter the controller observed the airplane's radar target turn left from its westerly track and disappear from his scope. There were no further communications between the pilot and the controller. When the aircraft failed to arrive at its destination an alnot was issued. Early the next morning the aircraft's wreckage was found impacted in a mountain approximately 10 miles south of course at an elevation of 4100 feet msl. The investigation revealed that the pilot had previously and successfully flown the accident airplane in ifr conditions.

The airplane crashed into a wooded area about 8 minutes after takeoff. Evidence at the wreckage site revealed that the airplane crashed through the trees at a glide angle of 8°. The glide angle for a power-off forced landing is 6° according to the pilot's operating handbook. The propeller did not exhibit rotational damage. Engine teardown revealed that the #1 cylinder had catastrophic detonation. All seven occupants were killed, among them two British, two German and two Swiss tourists, and the US pilot.

The aircraft was on a night flight from Phoenix to Flagstaff, AZ, to deliver cargo in accordance with an air taxi delivery schedule. Before reaching Flagstaff, the pilot canceled his IFR clearance and proceeded VFR. He encountered lowering cigs and rw. During the approach, he extended the landing gear and partially extended the wing flaps. Subsequently, the aircraft hit trees and crashed in an unpopulated area about 2.5 miles south-southeast of the airport at an elevation of about 6,800 feet; airport elevation was 7,011 feet. Initial impact occurred while the aircraft was in a right 20° bank (toward runway 03). Weather data at the company dispatch was not current and did not depict the adverse local conditions near the destination airport. The pilot, sole on board, was killed.

Witnesses reported 1st attempt to takeoff was aborted after aircraft swerved left and right. On 2nd try, aircraft lifted off about halfway down runway. After lift-off, it rolled right, right wing hit ground and aircraft crashed. Investigations revealed rudder trim was 7.9 to 8.3 units (79% to 83%) nose right. Simulator tests with that setting resulted in consistent right wing collisions with ground after liftoff. Crew's checklist referred to mech checklist for critical items to check before takeoff. Mech checklist and 50 of 54 flight instruments had been removed from aircraft, leaving 2 airspeed indicators, altimeter and standby gyro horizon. In 60 simulated takeoffs in this configuration, there was evidence of insufficient attitudinal ref to recognize rolling of aircraft before sufficient altitude was attained. FAA's designated airworthiness rep (dar) had inspected aircraft three days before and issued ferry permit. He lacked FAA mechanical certification and experience with large aircraft. FAA order 8000.62 and ac 183.33 lacked specific guidance for selection, training and oversight of dar activity. Also, lack of guidance concerning minimum equipment list. Pilot not current or medical qualified to fly aircraft.

According to witnesses, the aircraft was about to touchdown from a normal approach to runway 21, when it encountered variable wind conditions and ballooned to about 70 feet agl. The pilot initiated a go-around. Shortly thereafter, witnesses observed a puff of smoke emanate from the aircraft, then the pilot transmitted that the flight was 'going down.' Subsequently, the aircraft collided with trees on wooded terrain about 1/2 mile from the departure end of the runway. An examination revealed a lack of power signatures on the propeller; evidence of sooting was found on the spark plugs (indicating a rich mixture). Testing of the turbo-controller revealed evidence that it had been adjusted to a low setting; the turbo would only produce a maximum air flow equal to high cruise power. The engine manufacturer reported that this situation could produce an over-rich mixture, particularly if the throttle and/or mixture controls were improperly manipulated. The pilot lacked experience in aircraft with turbocharged engines and he was not trained in accordance with the company training program.

During approach, a fire erupted in the wheel well of the 22-year old airplane. The fire burned thru the hydraulic lines rendering the a, b, and standby hydraulic systems inoperative. The crew landed the airplane using the emergency manual reversion flight control system. However, the airplane was unable to stop on the runway because of the previous failures of the check valves in the backup hydraulic accumulator pressure systems for the #2 thrust reverser and the inboard pair of wheel brakes. During the 2 minutes rollout, the airplane traversed 14,000 feet, overran the runway end, and collided with a concrete structure which collapsed the nose gear. The airplane had recently undergone a 'C' check during which the operator's mechanics failed to observe and repair an electric wire which had been chafing against a hydraulic line. On the accident flight the energized wire arced, punctured the line, and ignited the escaping hydraulic fluid. The hydraulic check valves had failed earlier due to mechanical wear.

The airplane was flying a scenic tour when there was a loss of engine power. The pilot switched fuel tanks to the fullest tank and power was regained momentarily. The engine stopped. The propeller did not windmill. The pilot accomplished an off airport landing in rugged mountainous terrain. Disassembly of the engine revealed the crankshaft had fractured. Examination of the fracture revealed subsurface metal fatigue. The aircraft was destroyed and all three occupants were seriously injured.