Colorado

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.

The pilot of the air ambulance feathered the right propeller after reporting 'a bit of a problem' with the right engine. He attempted to divert to the nearest suitable airport, but after receiving its latest weather report, elected to return to base. The airplane made a left turn, reentered IMC, and impacted a mountainside on a magnetic heading of 092°. The heading to the airport of intended landing was 272°. The accident occurred during a snowstorm at night. All five occupants survived and were rescued the following afternoon. Thick grease on the right engine fuel control camshaft prevented a spring from returning the 3d cam to a lower altitude position. The cam was found struck on the shaft at a position equating to an altitude of approximately 15,000 feet. The fuel flow schedule for flight idle was below specifications. In addition, shroud material was found delaminated from the left engine second stage compressor housing.