Arizona

Following a dual engine change, the pilot test flew the aircraft. On initial climb, at about 500 feet agl, both engines began backfiring violently and lost power. According to the pilot, power sufficient for flight could not be obtained, and a forced landing was made about 0.75 miles from the airport. The landing occurred in open desert terrain and the aircraft was substantially damaged. The pilot acknowledged that he did not check the position of the control handles for the superchargers during either his preflight or pre-takeoff inspections. And the blowers had been inadvertently left set to the high blower position. According to the pilot, the checklist which he was using for the aircraft did not address the position of the blowers because for the past 15 years it had been company policy to 'wire the blowers to the low blower position.' Both occupants escaped uninjured.

On final approach about 1.5 miles from the airport the power loss occurred as the pilot attempted to add power. After flying over a ridge and several trees the aircraft touched down in the rough terrain and caught fire. The fire appeared to have started in the vicinity of the fuel strainer and progressed rearward. There were no indications of fire until the aircraft came to rest. The only discrepancy noted during inspection of the aircraft and engine was that 3 left bank fuel injectors were blocked with a substance later identified as primarily being dirt. Both occupants escaped unhurt.

The crew departed Fairchild AFB, WA, on a training mission. While cruising by night, the crew encountered an unexpected situation (unknown technical problems) and decided to abandon the aircraft that crashed in a canyon located in Hunts Mesa, about 13 miles northeast of Kayenta, AZ. Two crew members were killed while five others were rescued. The aircraft disintegrated on impact.
Crew:
Cpt Robert L. Keeney, pilot,
Lt Douglas J. Schwartz, copilot,
Lt Kenneth O. Portis, navigator,
Maj Eugene J. Daspit, radio navigator,
Cpt Sean M. Yeronick, EWO,
Col William L. Ivy, observer, †
Sgt David W. Felix, air gunner. †

The aircraft skidded off the departure end of the runway collapsing the landing gear in a ditch as it caught on fire. This aircraft was on a ferry flight and had several mechanical problems. Among these was the prop reversers which failed on landing. The anti-ice/de-ice systems failed to work properly which contributed to the need to land short of destination. The copilot reported that she did not check the anti-icing equipment on pre-flight. She was also not qualified to be a copilot on this flight. The airspeed indicators were malfunctioning during landing. The crew members all said that they knew the airspeed was much too high. The copilot said she could not understand how the pilot thought he could land at such a high speed. She also said he called for reverse and applied brakes too late in the rollout.

For undetermined reasons the pilot experienced a power loss on both left engines while turning from left base to final for landing. The pilot was unable to maintain directional control and elected to reduce power on the right engines. During the forced landing roll the aircraft collided with three ditches as well as small trees. As the aircraft touched down both left engines resumed full power. The pilot, sole on board, was uninjured.

The aircraft lost power on the left engine during climb to cruise approximately 8 minutes after takeoff. Airport manager heard unicom transmission from N36CA, 'we lost an engine, we're coming back.' A warning horn (possibly gear warning or stall horn) was heard in the background of the transmission. When N36CA failed to return the airport manager called the sheriff and began search in his own aircraft. N36CA was located approximately one hour after it's departure. The forced landing was in a flat, wings level attitude with 22° of flaps extended. Initial impact occurred in area of 8 feet high brush. Distance from initial impact to final rest was 595 feet on heading of 140°. Although restrained by lap belt and harness, pilot hit head on copilot's control yoke during the accident. The left eng turbine blade had failed in fatigue. The pilot's son said his father shut down the right engine in-flight and as a result the aircraft had no power on either engine. All three occupants were injured.

The aircraft departed Las Vegas, NV as the 2nd of 5 aircraft on a scheduled Grand Canyon sightseeing flight. The 1st portion of the flight was over the Las Vegas strip area and Lake Mead and was uneventful. However, weather conditions precluded the pilot from continuing over the Shivwits plateau. Radio conversations between the pilot and other company aircrews indicated that the pilot of N88LV had encountered deteriorating weather conditions in the canyon and that he had decided to abort the flight and climb out. Later attempts to contact the aircraft were unsuccessful. The wreckage was found on 8/18/83 where the aircraft had collided on the west wall of a mesa inside the canyon. A helicopter pilot flying about 14 miles north of the crash site reported clouds at ground level (4,500 feet msl). The elevation of the accident site was 6,320 feet. Shortly before his last transmission, the pilot stated he was 'just short of Twin Peaks.' The pilot had transmitted his position from Peach VOR, indicating he was in the area of the crash site. Twin Peaks was northeast and had similar terrain. All 10 occupants were killed.
Crew:
Wallace S. Gustafson Jr., pilot.
Passengers:
Enrico Annibali,
Maria Vittoria Annibali,
Giancarlo Annibali,
Luciano Annibali,
Guliana Ranieri-Annibali,
Francesca Annibali,
Federica Annibali,
Stefano Annibali,
Daniele Vernava.
Photos: https://www.lostflights.com/Grand-Canyon-Aviation/81783-Las-Vegas-Airlines-Piper/

The aircraft diverted from Scottsdale to a flight course to Sedona because of thunderstorms and high winds at Scottsdale, but after a radio conversation with Scottsdale tower, the pilot decided to reroute to land at Scottsdale. The pilot did not read back the weather correctly to Scottsdale tower. After descending in rain and turbulence, the pilot reported to Scottsdale at 1857 that 'we think we have the arpt at nine o'clock.' the plt was cleared to make a visual approach to rwy 21. The twr never established visual contact with the acft & was unable to make further radio contact the last recorded radar contact showed the acft at 2200 ft descending, 2 miles from scottsdale on a bearing of 075 degrees. The acft contacted the ground left wing & nose low in a landing configuration on a heading of about 300 degrees. The acft slid about 770 ft, losing the engines, wings & landing gear before stopping. A post accident examination of the wreckage showed no signs of pre-impact conditions that would have affected normal operations.

At about 1005 mst the pilot received a weather briefing for a flight to Florida with an overnight stay in Texas. Thunderstorm activity was forecast along the proposed route of flight. The briefer advised the pilot to get an updated briefing before departure because of the developing thunderstorm activity and to use the services of enroute flight watch outlets in obtaining pirep information. At 2045 the pilot contacted Phoenix Tracon and stated his intention to land at Phoenix. The pilot indicated he was in the clouds at 17,500 feet. Radio and radar contact was lost at 2049. The wreckage was found approximately 28 mi wnw of Luke AFB. Portions of both wings were located 3 miles from the wreckage. The above weather is the 2055 observation at Luke AFB. The sheriff's deputy dispatched to the scene reported strong winds and heavy electrical storms in the area. A helicopter pilot estimated a ceiling of 1,500 ft overcast.

At 1027 the pilot received a weather briefing for Holbrook, AZ. The pilot was told of forecasts for "at least moderate icing in clouds or in precipitation above the freezing level" and the briefer stated "I guarantee you moderate to severe turbulence..." for a route into Holbrook. The pilot later got weather info for Amarillo, TX and filed an IFR flt plan to Amarillo. The aircraft departed at 1150. At 1204 the pilot reported he had an engine problem. Radar plots indicate the aircraft was maintaining a climb of about 500 fpm up to 11,200 ft. Thirty seconds later the aircraft had descended to 8,500 ft. Radio and contact was lost about 1207. Based on a weather study the probable meteorological conditions that existed about the time & in the area of the accident were moderate to severe turbulence below 12,000 ft msl & while in the clouds above freezing level the aircraft likely encountered moderate to severe rime icing. The aircraft was not certificated for flt into known icing conditions. The flight was transporting prisoners for various government agencies.