California

While on a day/VFR flight from Ontario, CA to Las Vegas, NV, the aircraft collided with mountainous terrain near the top of a 6,500 feet peak. Radar data showed that approximately 20 minutes before the accident, the aircraft began a gradual descent from about 10,000 feet. No preimpact part failure or malfunction of the aircraft, engine or autopilot was found. The pilot had a rest period on the previous day, but the investigation did not determine whether he had obtained any sleep before a 1700 pst flight. After the 1700 pst flight, he voluntarily flew on a late night flight with another company. That flight was delayed in returning and did not land at Ontario until about 0500 pst the next morning. Approximately 41 min later, the pilot took off on the accident flight.

During a pleasure flight, the pilot reported that the right engine caught on fire. The pilot made a landing on dry lake bed and disembarked from the plane examination of the wreckage revealed that the path of the landing roll showed no signs of melted metal or debris. There was a large fuel stain visible around the remains of the right wing, right engine and right cowling. The engine components and accessories showed moderate heat distress with no evidence of a blow torch effect. The right wing fuel sump drain valve was located inside a cup of melted aliminum and was in the open position.

On approach to Travis AFB, the crew was advised of a bomb threat at the passenger terminal. In night-time conditions, he had to park the aircraft which was normally reserved for tow-in parking. The captain complained about this to the marshaller, but he was told to taxi the aircraft to the parking spot. Wingwalkers were present by each wing. While completing a sharp turn to the right, the left wing struck a light pole, rupturing the n°1 fuel tank. Fuel leaked down the light pole and ignited after contacting a high voltage junction box located at the base of the pole. An intensive fire erupted, destroyed the left part of the aircraft. All occupants evacuated safely and were unhurt.

AeroMéxico flight AM498 was a scheduled passenger flight from Mexico City to Los Angeles with intermediate stops at Guadalajara, Loreto and Tijuana. The DC-9, named 'Hermosillo', departed Tijuana Airport at 11:20 and proceeded toward Los Angeles at FL100. At 11:44 Coast Approach Control cleared the flight to 7,000 feet. Just three minutes earlier Piper PA-28-181 Cherokee N4891F departed Torrance Airport, CA for a VFR flight to Big Bear, CA. On board were a pilot and two passengers. The Piper pilot turned to an easterly heading toward the Paradise VORTAC and entered the Terminal Control Area (TCA) without receiving clearance from ATC as required by FAR Part 91.90. At 11:47 the AeroMéxico pilot contacted LA Approach Control and reported level at 7,000 feet. The approach controller cleared flight 498 to depart Seal Beach on a heading of 320 degrees for the ILS runway "two five left final approach course...". At 11:51:04, the approach controller asked the flight to reduce its airspeed to 190 KIAS and cleared it to descend to 6,000 feet. At about 11:52:09, flight 498 and the Piper collided over Cerritos at an altitude of about 6,560 feet. The Piper struck the left hand side of the DC-9's horizontal and vertical stabilizer. The horizontal stabilizer sliced through the Piper's cabin following which it separated from the tailplane. Both planes tumbled down out of control. The wreckage and post impact fires destroyed five houses and damaged seven others. Fifteen persons on the ground were killed. The sky was clear, the reported visibility was 14 miles.

After dropping company executives off at Medford, the pilot was to return to Santa Rosa empty. Witnesses along the 25 nm valley which ends at the accident site reported that the aircraft buzzed their locations at agl altitudes variously described as '10 feet' and 'so low you could count the rivets.' US forest services personnel near the accident site reported that the aircraft flew over their position 'just above the trees' following the slope of the mountain upward. The accident site is on a popular hiking trail the pilot's girlfriend reportedly said she would like to visit. On site examination revealed that the aircraft first contacted the upper 5 feet of the treetops in a climb attitude. No preimpact failures of the acft were identified. The pilot, sole on board, was killed.

The crew was engaged in a military exercise consisting of an aerial attack of a US Navy vessel. In unknown circumstances, the aircraft collided with a second Flight International Learjet 35 registered N39DM. Both aircraft crashed in the sea about 27 miles southeast of San Clemente Island and all four crew members were killed.

The crew was engaged in a military exercise consisting of an aerial attack of a US Navy vessel. In unknown circumstances, the aircraft collided with a second Flight International Learjet 24D registered N97DM. Both aircraft crashed in the sea about 27 miles southeast of San Clemente Island and all four crew members were killed.

Aircraft took off in clear weather but below-freezing temperatures with heavy frost on aircraft surfaces. No preflight, run-up or warm-up performed. On initial climb, left engine power loss occurred for undetermined reason, but probably associated with temp/cold engine operation. Pilot turned into dead engine in apparent course reversal, failed to feather propeller and lowered landing gear during turn. Aircraft stalled, rolled inverted and crashed into residential area. Engine teardown revealed no mechanical defects. Post-mortem and toxicological tests revealed no physiological impairment. All three occupants were killed.

On 12/3/85 at approximately 0830, the aircraft was found lying inverted in a canal adjacent to the airport where it had been on 24 hour standby for medical flights. Twelve days later, the pilot's body was also found in the canal. An investigation revealed the aircraft had been taken sometime during a period when the tower was closed between 2200 pst on 12/2/85 and 0600 pst the next morning, without the knowledge or consent of the operator. Main gear tire marks were found in mud where the aircraft had continued off the departure end of the runway. Beyond the end of the runway, the aircraft hit a fence and a 5 feet dirt bank, then hit the ground after being airborne about 200 feet and came to rest in the canal. Sheriff's personnel contacted friends of the pilot, who had spent the evening with him. Base on information that they provided concerning the consumption of alcoholic beverages, the sheriff's personnel stated that the pilot would have been legally intoxicated. The overrun was presumed to have occurred during either a landing or a takeoff on 12/3/85.

The aircraft collided with trees during a forced landing following a loss of power. The student pilot stated the flight was normal until a 'violent right yaw' developed when the throttles were advanced to recover from a practice stall. As the cfi took over the controls and attempted recovery a 'substantial loss of power' occurred on both engines. A forced landing was made in a field during which the left wing contacted trees and the aircraft was engulfed in flames. Post accident examination of the left engine failed to disclose any discrepancies. Discrepancies were noted on the right engine.
1) The fuel controller fuel line 'tee' fitting was cracked around 50% of its circumference. (ductile overload).
2) The turbocharger gasket on the inlet side of the turbine showed leakage around 70% of the gasket are. The aircraft had a history of symptoms of fuel vaporization which subsided with use of the aux fuel pump as the engine manufacturer suggests. It is unknown if the aux pump was used during this accident.