Colorado

The pilot was operating his aircraft under the rules of 14 cfr 135, i.e., a scheduled domestic cargo flight. He made a normal departure and climb en route to Salt Lake City, UT. Normal communications and radar flight following was established with Denver ARTCC. Approximately 8 miles west of fort collins, the aircraft suddenly disappeared off of radar and voice contact with the pilot was lost.

Pilot-in-command stated that he waited approximately 90 seconds after a B727 departed on runway 08R due to possible wake turbulence. Pilot continued to state that he used a short field takeoff procedure to climb above the flight path of the B727. He stated that during climbout N3643R began an uncommanded roll to the left at approximately 600 feet. The pilot regained roll control just prior to ground impact. The Piper Aerostar is certificated without a stall warning device. The wind at Stapleton Airport at the time N3643R took off was 170° at 20 knots with gusts to 28 knots. According to the pilot operating handbook, the demonstrated crosswind component is 15 knots. All four occupants were injured, one seriously.

Ground witnesses observed the aircraft enter low clouds going south, then emerge from clouds going went. Aircraft collided with mountain in wings-level and powered attitude. Mountains were reported to be obscured by clouds and fog. All eight occupants were killed.

During a cross country flight from WI to CA and return, the non instrument, low experienced private pilot, flew into IMC conditions. The aircraft impacted flat snow-covered ground, destroying the aircraft and fatally injuring his passenger. Examination of wreckage revealed no evidence of pre-accident malfunction of the aircraft or its powerplants. A passenger was killed while three other occupants were injured.

The aircraft was flying at a very low altitude over mountainous terrain. As the aircraft approached a crest of a ridge the aircraft started to buffet and then encountered a downslope wind condition. The combination of approaching a stall and encountering a downdraft forced the aircraft into trees. The pilot, sole on board, was killed.

During a preflight weather briefing, the pilot was advised of thunderstorms and intense rain showers on the route of flight. However, he filed an IFR flight plan and took off. During flight, the ATC controller advised the pilot of a level 6 cell ahead and noted that he had no report on its top. The pilot reported that he was 'not showing anything' on his radar. Attempts were made to deviate. Approximately 20 minutes later, the pilot reported the aircraft was encountering icing conditions and was losing altitude. After another 1 min and 38 seconds, he reported 'we're going in.' Subsequently, an in-flight breakup occurred. The wreckage was found scattered over a 1/2 mile area. An exam revealed that the outboard wing panels had failed in flight. Witnesses reported seeing either smoke or fire in flight before the aircraft crashed. Evidence of an electrical discharge was found on the outboard portion of the right wing. However, the pilot had not mentioned any encounter with lightning on this flight. No evidence of metal fatigue was found. All three occupants were killed.

While en route, the aircrew encountered stronger headwinds than expected. They realized there would not be enough fuel reserves for an IFR flight to Aspen, so they elected to divert to Eagle, CO. However, their landing at Eagle was delayed due to a snowplow (with no radio) on the runway. After circling and reentering final approach, the aircrew noted that the snowplow was still on the runway, headed in their direction. They continued their approach and the snowplow cleared the runway. According to the snowplow operator, the aircraft was 100 to 200 feet agl when it crossed the threshold. A FSS specialist noted that the aircraft was still airborne when it passed the 2nd turnoff, approximately 2,300 feet from the threshold. After touching down on the snow covered runway, the pilot deployed the spoilers and immediately applied braking action, but was unable to stop on the remaining runway. The aircraft continued off the end of the runway, went down a 15 feet bank and ran into a small ravine. The runway gradient was 1.4% downhill, elev 6,538 feet. Drag chute was not deployed, 600 lbs fuel remaining. All six occupants were evacuated, among them five were injured, one seriously.

During weather briefings the pilot was advised of icing conditions in the Denver area. While approaching the Denver area the pilot radioed 'can you get me down, it's a little bit icy up here.' The pilot was subsequently asked and was given a close turn onto the outer marker. The aircraft was observed to overfly the airport at about 500 feet agl. The pilot then acknowledge the missed approach instructions, and 1 minute later reported ...'lots of ice...' and '...i'm stalling out...' The pilot reportedly did not like to fly approaches to minimums and set the altitude alerter to an altitude above minimums as a safety margin. The pilot had logged 3.5 hours actual and 4.1 hours simulated instrument time, and 3 instrument approaches in the last 6 months. The aircraft's cg was 6 inches aft of the aft cg limit.

During arrival, the pilot checked the lighted windsock and estimated that the wind was from 020° at 10 knots. He elected not to land on runway 31 since there were obstacles near the approach end. He stated that when the aircraft was about to touch down on runway 13, there was a big gust of wind which made the aircraft land long. As the aircraft landed, the pilot selected max reverse, but got no response. He decide he could not make a successful go-around so he applied max braking, but was unable to stop on the remaining runway. Subsequently, the aircraft departed the runway, went thru a fence, crossed a road, hit a pole and then the gear collapsed as it went over railroad tracks. A witness estimated that at about the time the aircraft was landing, the wind shifted to the north and increased to about 35 to 40 mph. Reportedly, the final approach speed was about 13 knots too fast. Skid marks were found on the runway, starting about 2,000 feet from the approach end. With a 35 knots tailwind, landing roll without reverse thrust would have been 3,015 feet. No malfunctions found, but it was noted that reverse system was inoperative above 90 knots. All three occupants escaped uninjured.

Prior to departure the flight was given an IFR clearance which began at Herls intersection (16 miles NNE) and to cross Herls at or above 16,000 feet msl. Departure airport field elevation is 7,793 feet. Flights are required to proceed VFR to the initial fix of the IFR clearance. After takeoff the aircraft was observed heading northeast toward the mountains. Aircraft departing Aspen usually fly a northern heading, then turn northeast after clearing the mountains. Witnesses stated that the weather was good in the valley north of the airport, but the mountain tops east of the airport were obscured by low clouds. The aircraft crashed 3 1/2 miles northeast of the airport at the 9,000 feet level of an 11,000 feet mountain. The last time the pilot had flown into Aspen was in 1980. All four occupants were killed.