Colorado

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.

While initiating a cross country flight, the eight place aircraft with nine persons aboard, impacted terrain shortly after takeoff. Ice had been seen on the wings and horizontal stabilizer, and icing conditions were present. The aircraft was over maximum gross weight by a minimum of 258 pounds, and the pilot held an expired student pilot certificate dated august 17, 1984. A copy of a private pilot certificate designating multiengine land and instrument was found in the pilot's personal belongings. Faa officials concluded that it was not a valid certificate. An application for a medical certificate dated may 30, 1991, indicated the pilot had 4,000 hours of flight time. This figure could not be verified. Just prior to takeoff the pilot was observed brushing snow off the wings. Following the accident granular ice was found on the aerodynamic surfaces. The pilot and two passengers were killed while six other occupants were injured.

Shortly after takeoff, while climbing to cruise altitude, the pilot reported the left engine cowl assembly had come off. Witnesses observed the airplane at low altitude and noted that it was 'yawing, sputtering, and rocking back and forth.' They indicated the left engine was not running and that the airplane banked sharply to the right and disappeared behind trees before crashing. An investigation revealed the left propeller had not been feathered. The left engine cowling was found 1.8 miles from the accident site. The three primary (eyebolt) cowl fasteners on the outboard side of the left upper cowl were found unlocked & seven other cowl attaching studs (screws) were missing. The cowling had been removed 16 days before the accident to install an oil/air separator. This was the first flight since that work was performed. The mechanic, who did the work, said he noted several cowl stud fasteners were missing and that he had notified the pilot. The pilot was reported to have replied that he had some fasteners and would take care of the problem. The pilot, sole on board, was killed.

The flight departed without a flight plan or weather brief. En route deteriorating weather was encountered and an IFR flight plan was filed to a revised destination. Clearance was received for a VOR approach and the pilot was advised of 1/2 mile visibility in snow and fog. A missed approach was reported over the unicom frequency. Impact occurred with a heading of about 170° at 7,700 feet msl in mountainous terrain on the 173° radial, 7.3 miles from the VOR. The inbound course to the final approach fix was 170° with an inbound final approach course of 196°. Airport elevation was 5,914 feet msl. The airport was located on the 196° radial, 5.5 miles from the VOR final approach fix. The VOR approach to runway 21 called for a missed approach to be executed at 5.5 DME from the VOR and a minimum descent altitude of 6,600 feet. All five occupants were killed.

On March 3, 1991, a United Airlines Boeing 737, registration number N999UA, operating as flight 585, was on a scheduled passenger flight from Denver, Colorado, to Colorado Springs, Colorado. Visual meteorological conditions prevailed at the time, and the flight was on an instrument flight rules flight plan. Numerous witnesses reported that shortly after completing its turn onto the final approach course to runway 35 at Colorado Springs Municipal Airport, about 0944 mountain standard time, the airplane rolled steadily to the right and pitched nose down until it reached a nearly vertical attitude before hitting the ground in an area known as Widefield Park. The airplane was destroyed, and the 2 flight crewmembers, 3 flight attendants, and 20 passengers aboard were fatally injured.

The flight crew reported to the tower controller that they were over the airport and requested a right downwind circling approach to runway 15. The tower controller and other witnesses observed the airplane in a steep right bank on base leg. The airplane overshot the extended runway centerline. The tower controller observed the airplane entering a steeper right bank to correct back to the runway centerline. The controller stated that he observed the airplane "flutter" and then crash right-wing first, about one mile north of the runway threshold. Other witnesses reported a variety of indications consistent with a loss of control. The last recorded transmission was "Oh no you're (stall…)." The ( ) indicates that the word was questionable text. Both engines were producing about 1,700 pounds of thrust (2,561 pounds available). A snow squall had just passed over the airport and was obscuring mountains to the east. The terrain was snow covered. The accident occurred about eight minutes before official sunset. The approach procedure is not authorized at night or for category D airplanes. Minimums for the approach were three miles visibility with an MDA of 10,840 feet. Airport elevation is 7,815 feet. Both pilots were rated in the airplane. It could not be determined which pilot was at the controls at the time of the accident.

The airplane was observed flying erratically at a low altitude, then enter a left wing, nose low attitude, impacting the ground in a residential area. Autopsies on both occupants included findings of massive traumatic injuries sustained during a struggle. The passenger reportedly planned to take his life by jumping out of an airplane over the mountains of Colorado because he believed he had an inoperable brain tumor.

The Cessna 208A was on an IFR flight to haul freight from Aspen to Denver, Colorado. Moderate to heavy icing conditions were forecast for the Denver area. While on an ILS runway 36 approach, the aircraft encountered icing conditions. Subsequently, it entered a steep descent and crashed about 3 miles from the approach end of the runway. No preimpact part failure of the aircraft was found during the investigation. The 1950 mst weather at the airport was in part: 800 feet scattered, 1,000 feet broken, visibility 4 miles with freezing drizzle and snow showers, temp 28°, dew point 25°.

N3554p was on a maintenance test flight after the right wing was repaired. The pilot lost control of the airplane shortly after liftoff and was unable to regain control prior to the ground impact. The a&p mechanic who performed the repairs, re assembled the right wing aileron control cables per the Piper service manual. Post accident examination of the aileron control system revealed the right wing control cables were reversed on the aileron bellcrank, resulting in both ailerons moving the same direction (either up or down) when the control wheel was turned left or right. Both occupants were seriously injured.

PM Air flight 824, a Federal Express scheduled domestic cargo flight, departed Denver, CO, at 0642, IFR to Montrose, CO. Flight was cleared to FL180, but pilot cancelled IFR at 0653. Radar showed aircraft leveled off at 14,500 feet on southwest heading. Aircraft maintained relative constant altitude and heading before crashing 50 feet below summit of 14,221-feet Mt Massive, second tallest peak in Colorado, at approximately 0719. Weather was cavu. Toxicological tests revealed marijuana metabolite level of 37 ng/ml in urine and 1 ng/ml in blood. Pilot was once convicted in 1974 for possession of controlled substance, but had no other alcohol/drug convictions. Evidence indicates pilot obtained adequate sleep prior to flight. During autopsy, two pages from airmen's information manual were found clutched in plt's hands. The pilot, sole on board, was killed.