California

The airplane was observed making several low passes, with its smoke generators operating, over seaplanes anchored in a lake. The last pass was reportedly at an altitude less than 50 feet, and then the airplane was observed entering an abnormally steep climb, followed by a near vertical nose-down attitude to impact. A video tape shows that both propellers were turning. The pilot had received his multi-engine rating in a Beech 76 on 3/6/90, and his type rating in the airplane 3/28/90.

The crew was taking part to an airshow at Crows Landing-Aux Field AFB and practicing touch-and-go. For unknown reasons, the aircraft landed hard, went out of control and came to rest, bursting into flames. All four crew members escaped uninjured while the aircraft was destroyed.

The flight was cleared for a loc runway 11 approach. About 3 minutes later, the 2nd-in-command (sic) reported '. . . We don't get the localizer can you see if we're on course.' The LAX ARTCC R-15 controller confirmed the flight was right of course and below the required altitude. The aircraft's mode C indicated an altitude of 1,400 feet; the controller advised the flight crew to maintain at least 2,300 feet until past the final approach fix (faf). The crew then replied that they were in VMC. Radar svc was terminated and a frequency change to tower was approved. Shortly thereafter, the aircraft hit a eucalyptus tree at about 90 feet agl, 2.05 miles from the approach end of the runway and about 195 feet right of the loc. Elevation of the crash site was 101 feet; minimum descent altitude (MDA) for the approach was 640 feet. The 0645 pdt weather was, in part: indefinite ceiling, 100 feet obscured, vis 1/8 mile with fog, wind from 220° at 4 kts. No preimpact part failure or malfunction of the aircraft was found. All four occupants were killed.

The engine lost oil pressure while climbing through 6,000 feet, and the pilot requested to return to his departure airport. ATC informed the pilot of a closer airport. The pilot secured the engine, feathered the prop, and made a power-off descent to the airport. The pilot elected to make a downwind approach to runway 12L due to his altitude. The airplane overflew the runway and touched down past the departure end. It penetrated the airport perimeter fence, struck several trees, a sign post, a light pole, and an auto before coming to rest in a residential area. Examination of the wreckage revealed the loss of pressure was due to oil leaking. The oil filler cap was found improperly adjusted after the original installation. The maintenance manual does not approve any field repairs on the oil filler cap engaging mechanisms. The airplane's flaps were found at a 7° intermediate setting.

The crew was completing a local training flight at Chico Airport. After touchdown, the nose gear collapsed. The airplane slid on its nose for few dozen yards before coming to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll on runway 24 at McClellan-Palomar Airport, one of the engine failed between V1 and VR. After both wings struck the runway surface, the crew lost control of the airplane that crash near the runway end. Both pilots were slightly injured and the aircraft was written off.

The pilot reported that the aircraft landed normally and during the landing roll a loud 'bang' was heard and the right main landing gear collapsed. An investigation was conducted by an FAA airworthiness inspector. During this investigation, it was noted that a washer in the right main landing gear assembly failed. Subsequent investigation, including a review of the aircraft maintenance records, revealed that cessna aircraft service information letter number ME83-37, dated november 23, 1983 had not been complied with. This service letter recommended replacement of the original washers with a new washer, Cessna part number S1450-5H12-063. (Old part number 5045018-2)

Before takeoff, pilot was advised of IFR conditions along 1st part of route, with flight predictions for occasional moderate turbulences below 15,000 feet and mixed icing from freezing level (6,000 feet) to 18,000 feet. He filed IFR flight plan with cruise altitude of 11,000 feet. During departure, pilot was cleared to climb to 9,000 feet and told to expect clearance to 11,000 feet 5 minutes later. Radar data showed aircraft climbed at about 1,500 feet/minute and 100 knots, slowing slightly above 8,000 feet. At abt 9,000 feet, aircraft started to level and accelerate. It then climbed momentarily, deviated laterally from course and entered steep descent. Inflight breakup occurred and wreckage was scattered over 4,100 feet area. Trajectory study showed breakup occurred between 4,500 feet and 6,500 feet as aircraft was in steep descent in excess of 266 knots. Metallurgical examination of wings and stabilizers revealed features typical of overstress separation; no pre-existing cracks or defects were found. The aircraft was recently purchased. Pilot's son indicated principal problem was 'twenty year leap in technology' from previously owned PA-24, that pilot had difficulty with avionics and flight director/autopilot, and that he lacked detail training in autopilot emergencies. Both occupants were killed.

The propeller separated from the right engine during the initial climb. Examination of the wreckage revealed the propeller hub fracture resulted in one of the three propeller blades detaching from the hub. The rest of the propeller hub then separated striking the right front of the fuselage. Oil was spread across the aircraft nose and windshield. The fuselage right side damage increased aerodynamic drag. Witnesses reported the engine cowling was torn. The aircraft entered a right turn and dive. It impacted the ground in a near inverted attitude. Metallurgical examination of the failed prop hub revealed metal fatigue emanating from the threaded hole for the grease fitting. The threads had been deformed by shot peening, resulting in increased stress concentrations at the threads. The pilot, sole on board, was killed.

The instrument rated pilot took off from his home, uncontrolled airport, for a flight under visual flight rules to a distant airport. A ground witness stated that instrument meteorological conditions existed at the airport of departure at the time of the takeoff. The pilot inadvertently entered instrument meteorological conditions, began an uncontrolled descent, and collided with the terrain. The pilot, sole on board, was killed.