Colorado

The non instrument-rated pilot filed an IFR flight plan, but did not request nor was given a weather briefing. Shortly after taking off into low instrument meteorological conditions, he reported he was returning to the airport, but did not give a reason why. He never declared an emergency. The last transmission was when the pilot said he had 'the problem resolved,' and was continuing on to his destination. Various witnesses said the engines were 'revvying' and 'unsynchronized,' and that the propellers were being 'cycled.' One witness said brownish-black smoke trailed from the right engine. The airplane struck one ridge, then catapulted approximately 1,000 feet before striking another ridge. There was post impact fire. Both propellers bore high rotational damage. Disassembly of the engines, propellers, turbochargers, and various components failed to disclose what may have prompted the pilot to want to return to the airport. Internal components of the right engine, however, were black and, according to a Textron Lycoming representative, were indicative of 'an excessively rich mixture.' A psychiatrist had recently treated the pilot for depression, attention deficit and bipolar disorders. The pilot also had a history of alcohol and drug abuse. Postmortem toxicology protocol disclose the presence of Fluoxetine (an antidepressant), Norfluoxetine (its metabolite), and Hydrocodone (the most commonly prescribed opiate).

The pilot-owner/operator, who was seated in the right seat, said the left seat pilot made the approach to runway 15. The wind was reported as being from the southwest at 20 knots with no reference to gusts. He said the pilot aligned the airplane 40 feet left of runway centerline and failed to flare. The airplane contacted the runway, bounced back into the air with the right wing high, and began drifting to the left. The right seat pilot took control, first trying to lower the wing then attempting to abort the landing. The airplane struck the ground and cartwheeled. The left seat pilot said he was 'receiving training' from the pilot-owner and was 'not at the controls' at the time of the accident.

While in a descent for arrival at the destination airport, the aircraft sustained structural failure with the right outer wing, horizontal stabilizer, and vertical stabilizer separating from the aircraft. The aircraft impacted approximately 10 miles from the planned destination. According to radar data and other research, the descent was conducted at vne and known severe turbulence was present in the area at the time of the accident.

In preparation for a cross country flight with takeoff occurring during a snow storm, the aircraft was loaded in the hangar and towed out by fbo personnel. Following the tow, the torque link was not properly connected and separated during the takeoff run. Due to a loss of nose wheel steering, the takeoff was aborted. The aircraft departed the side of the runway during the abort and the nose wheel was sheared off causing damage to both engines, wings, the fuselage, and landing gear. All four occupants escaped uninjured.

The commuter air carrier departed Moab, Utah, and flew to Grand Junction, CO, via rnav direct Macks intersection. After crossing macks intersection, the airplane turned right but instead of intercepting the localizer course, the airplane continued on a slightly divergent track to the east of the localizer. The pilot told control tower personnel, 'I'm showing twelve miles out on the ILS...getting real...erroneous signal, here. Any complaints?' the pilot was advised no difficulty reports had been received. The airplane impacted a mesa one minute later about five miles to the left of the localizer course. The cockpit was destroyed and no meaningful information was obtained from the navigational radios. All of the airport's navigational aids were later flight checked and no discrepancies were found. Although Vmc prevailed at the airport, the accident site was above the reported ceiling height. All three occupants were killed.

The airplane impacted mountainous terrain approximately 10.5 dme from the airport while executing a LOC/DME instrument approach. The airplane was configured for landing. The elevator trim jackscrew was approximately 18° nose up. The altitude preselect, coupled to the sperry autopilot system, was set at 9,500 feet. Minimum descent altitude until reaching the final approach fix is 9,500 feet. Final approach fix is located at 9.3 dme. Twenty four prescription and nonprescription drugs were found aboard the airplane. The pilot's toxicology report disclosed 0.206 (ug/ml, ug/g) chlorpheniramine, an antihistamine, in his liver fluid. According to an FAA flight surgeon, this would equate to approximately .034 ug/ml in blood. Therapeutic dosage is .01 to .04 ug/ml. The drug is contraindicated for flying due to its capability of producing drowsiness. Chlorpheniramine is an ingredient found in comtrex, one of the drugs found aboard the airplane. All six occupants were killed.