Massachusetts

Before reaching his descent, the pilot advised approach control that his right engine was 'blowing some smoke' and losing oil pressure. Vectors were provided for a visual approach, but there were low clouds in the area and visibility was restricted due to haze. After reaching the vicinity of the airport, the pilot said it was in sight and he was entering a downwind for runway 30. Witnesses saw the aircraft on a left downwind, but said the aircraft overshot the 1st turn to final approach. Subsequently, while maneuvering to land, the aircraft crashed approximately 2,500 feet northeast of the runway in a wooded area. Witnesses agreed the aircraft was slow and in a steep right turn with the gear extended before it crashed in a steep descent and burned. An examination revealed evidence the starter on the right engine had backed off; 3 starter bolts had fractured thru the threaded area with signs of fatigue cracking; wear marks on the starter gear and engine gear ring indicated the starter motor had shifted aprx 3/4' rearward. Also, there was evidence the torsional damper was loose on its shaft before the accident and that both props were operating at low pitch during initial impact.

Shortly after the initial power reduction during takeoff, the pilot noted a partial loss of power in the right engine. He said he 'went to full power on both engines' and noted an 'extremely high' fuel flow indication to the right engine. He said, 'thinking that the engine was flooding, I placed the boost pump switch from high to off to possibly eliminate the problem with no result. I then placed the pump back to high and tried to decrease the fuel flow by leaning the mixture. This also did not seem to eliminate the problem.' While troubleshooting the problem, he turned to a downwind and stayed in the traffic pattern, but could not maint altitude. Subsequently, a wheels-up landing was made in an area of small trees approximately 1/2 mile before reaching runway 24. An examination of the right engine revealed the spark plugs were wet with fuel and black with soot. Also, its #5 fuel nozzle had been cross-threaded and was knocked out of its hole during impact. During an initial test, the right fuel pressure sensing switch did not sense operating pressure (over 6 psi); this would have resulted in a high boost/fuel flow condition. Later, the switch was tested ok. All nine occupants escaped uninjured.

The crew of the PA-31T Cheyenne had made one missed approach and the copilot was calling out the altitudes to the pilot. The pilot's reply to the copilot that he was just going to descend to 400 feet. The approach minimums were published for an MDA of 660 feet plus 80 feet when the control zone is not in effect. The aircraft flew into rising terrain. The copilot suffered minor injuries, the aircraft was destroyed due to impact and fire.

During arrival for a LOC runway 26 approach, the pilot was advised the abyss fan marker was notamed out-of-service. With abyss inoperative, the minimum descent altitude (MDA) was 2200 feet. After N65TD was cleared for the approach, radar service was terminated and the flight was cleared to advisory frequency. The crew contacted unicom and obtained airport and weather advisory. The Unicom operator advised winds light and variable, estimated 800 feet overcast, visibility 5 miles, slush and ice reported on runway 1/2 hr earlier. After the crew reported 'procedure turn inbound,' no further transmissions were received from the aircraft. Subsequently, it hit trees on rising terrain at an elevation of approx 2200 feet, approx 7 miles before reaching the final approach fix (FAF, DALTON NDB). Minimum altitude for the approach in that area was 3000 feet. No preimpact part problems were found during the investigation. Airport elevation was 1194 feet. Radio transcripts indicated the crew were getting a weak signal from the DALTON NDB. Although not a required navaid, CHESTER VORTAC was depicted on the approach chart as an additional source to id the FAF, but was notamed as out-of-svc. The pilot did not obtain notams before flight.

The pilot experienced inadequate left engine manifold pressure during a takeoff attempt at Newport. The takeoff was aborted and afterwards the pilot decided to ferry the aircraft to New Bedford for inspection. The engine were restarted and operation was good. The flight to New Bedford was without incident until the aircraft was on a two miles final to runway 05 at this time the left engine stopped while the pilot attempted to feather the engine, both the engine and part of the left wing caught on fire. The pilot continued to the airport with the flaps and gear down and a speed at 125 mph. The pilot stated he was in a good position to land when he heard a loud bang which he described sounded like a cable. The aircraft entered a 25° left bank. He leveled the wings by reducing right engine power. Collision with trees to the left of the runway occurred afterwards. Examination of the aircraft disclosed that the left engine exhaust manifold header assembly, which is connected to the turbocharger, was cracked along a weld seam. Also revealed was that the aileron cables that are routed behind the left engine were burned to separation. Both occupants were injured.

During IFR flight at 12,000 feet both aircraft vacuum pumps failed. Aircraft descended in right turn off radar. Witnesses observed aircraft at low altitude above trees, circle, make steep left turn, climb and descend to ground. The pilot, sole on board, was killed.

During landing the aircraft impacted hard and skidded down the runway before it went off the left side of the runway. The left main wheel separated and the nose gear collapsed. Both pilots stated the landing approach was normal until the aircraft was approximately 15 feet above the runway at which time the aircraft abruptly descended and impacted hard with the runway. Prior to the impact, the aircraft was configured with 20° of flaps and landing gear was down and locked. The airspeed was 105 knots. Examination of the aircraft disclosed that the aft main gear doors were open and the nose down lock limit switch was defective. The switch is required to close the aft main gear door. The flight test by the mfg determined that opened aft main gear door has none to unnoticeable effect on stall speed. Aircraft speed at touchdown based on computations from prop slash marks was 86 knots. The stall speed of aircraft at prevailing weight and flaps configuration is below this speed, the aircraft weight was approximately 9,000 lbs.

Aircraft collided with trees during final approach to runway 24. No evidence of pre-impact failure or malfunction of the aircraft was found. Reported weather at crash site indefinite 100 feet sky obscured. RVR 2,400 feet. Aircraft should have encountered a decreasing headwind and probably moderate turbulence on the final descent. The aircraft was destroyed and all eight occupants were injured, three seriously.

During arrival, the flight was cleared for an ILS/DME approach to runway 27. While on the approach, the aircraft crashed in the ocean about 2.7 miles east of the runway threshold. The pilot reported that he was making the approach, using instruments, and landed short for unknown reasons. He received a serious head injury, but was rescued by fishermen who heard the aircraft crash and went to where they heard the voices of the victims in the fog. The 0835 weather at Boston was in part: partial obscuration, 25,000 feet overcast, 4 miles visibility with fog and haze, wind from 140° at 7 knots. Other pilots reported low ceilings and a fog bank in the vicinity of the crash site. The captain survived while the copilot died.

At 1145 the pilot reported VFR conditions and requested radar vectors to the airport. He was issued a cruise clearance of 5,000 feet and given a heading. 18 miles from the airport he reported visual contact with the ground. At 1151 he was asked if he was familiar with the area to which he responded negative. He was then advised of rising terrain in all quadrants, including a mountain '...to almost 3,700 feet, three miles south of the airport.' At 1154 the pilot was advised that the airport was less than a mile at 12 o'clock. The aircraft impacted a mountain two miles south of the airport at about 2,700 feet msl. A witness described the sky conditions as a low ceiling with clouds obscuring the mountain peaks. The airport is uncontrolled and has no published instrument approach procedure. Both occupants were killed.