Nebraska

The pilots flew to Lawrence, MA to refuel for the return flight back to the west coast. They stated the fuel truck malfunctioned and stopped after it had pumped about 221 gallons into the airplane. They were warned about possible fuel contamination, but they reported sump samples did not reveal abnormal amounts of water. The pilots observed erroneous fuel totalizer indications during the low alt flight to Burlington, VT, where they topped off with fuel. The flight crew stated while in cruise flight at FL410, the left engine low fuel pressure light illuminated. Sometime later, the left engine lost power, followed by a loss of power in the right engine. Numerous restart attempts on both engines and the apu were unsuccessful. The pilots maneuvered towards the nearest airport, but were unable to visually identify the runway in time to land on it. The airplane touched down in a field, striking an irrigation structure and trees. Water-contaminated fuel was found in the fuel tanks, fuel filters, and throughout the fuel system.

The part 135 on-demand air taxi flight departed Denver, Colorado, with a destination of Columbus, Nebraska. Weather forecasts were for icing conditions along the entire route of flight. While en route, ATC advised the pilot of reported icing ahead. The pilot was cleared to climb to 19,000 feet to get on top of the clouds. The pilot reported 'some alternator problems,' and requested to divert to North Platte, Nebraska. He then elected to divert to McCook, Nebraska, due to the weather at North Platte. ATC lost communication with the pilot during the diversion. Witnesses reported the airplane circled the McCook Airport twice. According to them, the airplane entered a bank of about 45°, then stalled. Subsequently, it traveled about 190 feet through a stand of trees before coming to rest. Witnesses reported the airplane was covered with ice. One-half inch of mixed ice was found on a piece of windshield. Both alternators had one phase in the stator winding shorted.

The Rockwell 690A, N707BP, was flying a straight-in entry to a downwind leg for runway 19 at the non-controlled airport. The only radio call heard from the Rockwell was a request for an airport advisory when it was about 20 miles southeast. The Piper PA-28R, N33056, had departed from runway 19. No radio calls were heard from the Piper. Witnesses observed the Rockwell heading north and the Piper heading east moments before the collision. The witnesses stated the Piper pitched up and banked steeply moments before the collision. The collision occurred approximately 2 miles east-southeast of the airport. On-scene investigation showed that the Piper's left main landing gear tire had made an imprint on the bottom of the Rockwell's outboard left wing. Paint color from the Rockwell had transferred to the Piper's left wing skin. All six people in both aircraft were killed.

The flight was a part 135 six-month proficiency check for the pilot in the left seat. Both pilots were check airmen for the commuter air carrier. The flight took off at 2343 after cessation of company revenue operations. The cockpit voice recorder recorded conversation of both pilots discussing aerobatics. The pilot in the left seat started to describe the performance of a prohibited maneuver (apparently a barrel roll). The recording ended before description of the maneuver was completed. The airplane impacted in a nose level attitude with the left wing slightly down. There was evidence the maneuver was performed at an altitude insufficient to assure recovery of the airplane. A filled out grade sheet for the flight being flown was found in the check airman's mailbox. Both pilots were killed.

The aircraft was on a flight to Chadron via Chadron VOR. About 30 miles south-southeast of the VOR, the pilot requested and was cleared to fly direct to Ackme IAF for an NDB runway 02 approach. The aircraft continued toward the VOR which was in the same general direction, but 11.9 miles south of Ackme. The NDB was at the airport. Ackme IAF was 9 miles southwest of the airport on a bearing of 227° and defined by an intersection with the 356° radial of the VOR. About 3 to 4 miles southeast of the VOR, radar service was transmitted and frequency change was made. Subsequently, the aircraft struck trees on a ridge and crashed. Initial impact occurred in wings level flight at approximately 4,480 feet on a direct route between the VOR and Ackme IAF. An investigation revealed that after the frequency change, the aircraft continued to the VOR, then maneuvered as if the pilot was flying the NDB approach, but was using the VOR as the IAF. Radar data showed contact was lost after a procedure turn was made and the aircraft was outbound about 6 miles northeast of the VOR. The crash site, however, was about 3 miles west-southwest of where radar contact was last recorded. The weather at Chadron was in part: 500 feet overcast, 1.5 mile visibility with light snow and fog. No preimpact part failure/malfunction was found. The passenger was seriously injured and both pilots were killed.

The twin engine aircraft crashed and burned 4 miles north of the airport while on an instrument approach. The pilot had transmitted that he had an engine problem. The #5 cylinder was found detached from the left engine but the left propeller was not feathered. An engine teardown revealed evidence to indicate the #5 cylinder attachments were not properly torqued. No preimpact failure could be found with the right engine. The right propeller was found in feathered position. The pilot, sole on board, was killed.

The airplane departed on runway 31 with a low ceiling and visibility variable from 1/4 mile to 1/16 mile and winds from 290° at 38 knots, gusting to 47 knots. A witness stated that the airplane was airborne no more than two minutes after the engines were started. The airplane was heard and observed 1/4 of a mile northeast of the airport at low altitude. It climbed into the clouds and impacted the terrain in an almost flat attitude, 1/8 of a mile beyond and was demolished by impact and post-impact fire. All five occupants were killed.

The airplane departed Appleton, Wisconsin, at 1245LT on a regular schedule service (ZW965) to Lincoln, Nebraska, with an intermediate stop in Minneapolis. En route, while cruising at 12,000 feet, the crew encountered moderate turbulences and precipitation and was cleared to descend to 8,000 feet then later at 6,000 feet. As turbulences were getting worse, the crew was later cleared to descend to 4,000 feet and finally 3,000 feet. While descending to 6,000 feet, massive water ingestion caused both engines to lose power simultaneously. Both engines were restarted but the Metro couldn't recover and struck a muddy field in a slight nose down, right wing-down attitude. The aircraft bounced and hit the ground 288 feet further on. The plane skidded 1,022 feet before coming to rest inverted. There was no fire. Two passengers were seriously injured while 13 other occupants were killed.

Shortly after takeoff from Omaha-Eppley Airport, while climbing, the airplane suffered an engine fire. It stalled and crashed in a huge explosion on a dyke located near the runway end. The aircraft was totally destroyed and all seven occupants were killed. The airplane was en route to Mexico following maintenance at Omaha facilities.

The takeoff from Lincoln Airport was initiated in low ceiling and fog. Just after liftoff, the twin engine airplane went out of control and crashed. The aircraft was destroyed and all three occupants were killed.