New York

Prior to takeoff the pilot was informed of wind shear as centerfield winds as 270° at 25 knots gust to 46 knots and northwest boundary winds as 280° at 13 knots. During takeoff the pilot reported an opened door and requested to return to land. The aircraft turned left and descended to the ground. Examination of the aircraft did not disclose evidence of malfunction. Examination of the aircraft doors revealed the right side cargo door securing mechanisms were relatively undamaged. Flight test conducted to evaluate the effects of a opened door disclosed in part the following. The door will open and remain open during rotation; results in noise and vibration; no abnormal flight characteristics; no significant change in multi-engine climb performance. Pilot landing in jet aircraft prior to accident reported moderate turbulence with a plus or minus 10 to 15 knots change in airspeed from 2,000 feet msl to the surface. The pilot, sole on board, was killed.

The aircraft crashed in a wooded area after the loss of engine power. The weather was VMC. The pilot made a missed approach after trying to land on runway at Oneonta, at 1838 hrs. Later the pilot radioed that he was unable to 'pick up' the Kring beacon. Boston center vectored the flight to the area of the Kring beacon. The pilot then proceeded to question his position. When boston terminated radar service the pilots answer was unintelligible. No further communications were received from the flight. The wreckage was found about 1/2 mile from the airport. The left full tank selector was found on the left outboard tank. This aircraft is restricted to level flight for use of fuel from the outboard tanks. All five occupants were killed.

The pilot landed on the ice and snow covered runway after loading 1,512 lbs of cargo in freezing drizzle conditions, he taxied for takeoff for an IFR departure shortly after rotation, the right wing dropped and the aircraft touched down back on the runway. Visual exam of the aircraft revealed ice accumulations on the leading edges and upper wing surfaces. The pilot attempted to get deice equipment, which was not available. The pilot was offered use of a hangar which he declined. The airport manager was en route to check runway condition for plowing the ice and snow covered runway when the pilot returned to the aircraft. An unsuccessful attempt was made to remove ice from the leading edges by hand. The pilot decided to attempt another takeoff and at this time was almost 1/2 hour beyond his scheduled departure time. Liftoff was approximately 1/5 of way down and after flying at 50 feet agl initiated climb. After attaining an altitude of several hundred feet, the aircraft stalled and descended uncontrolled to impact. The aircraft was destroyed by impact and fire and the pilot was fatally injured.

At approximately 2330 est, witnesses near the crash site heard an aircraft, and shortly thereafter, they saw a flash. One of them, who was driving a car, went back to the area the next day and found the aircraft wreckage. The aircraft had crashed and burned about one mile from the approach end of runway 24. Wreckage was strewn along an area of about 250 feet long and was oriented on a heading of 230°. The aircraft was descending in an estimate 40° dive when it hit the ground. An exam of the wreckage did not disclose any evidence of a malfunction. About 3,500 lbs of marijuana was found in the wreckage. The 2010 weather at the airport was: indefinite 500 feet obscuration, visibility 1 1/4 mile with rain and light fog, temperature 33°, wind from 280° at 5 knots. Another pilot had landed at 2015. He said his aircraft had accumulated a trace of rime ice. At the time of the accident, witnesses said the roads were lightly covered with ice snow. Both occupants were killed.

The pilot stated that he was utilizing the autopilot and flight director to execute the ILS approach to runway 32. The autopilot was tracking the localizer while the pilot controlled the rate of descent along the glideslope with pitch command wheel on the autopilot, using the command bars as a steering reference in addition to the raw data glideslope needle on the hsi. All seemed normal, according to the pilot, until the aircraft struck trees about 450 feet above airport elevation two miles short of the runway and came to rest on the localizer centerline. A zero feet ceiling with an eighth mile visibility existed at the airport. During the investigations, it was determined that the 1000 a ifcs will not provide vertical steering commands as operated by the pilot, but is driven by the pitch wheel. This is not specifically stated in the poh. The pilot had flown extensively with the 800 series ifcs which will provide the expected steering commands. Extensive damage precluded a functional test of the raw data glideslope needle. Both occupants were slightly injured.

At 1442 on January 13, 1984, Pilgrim Airline Flight 35, a scheduled 14 CFR Part 121 flight with 21 passengers and a crew of three took off from runway 04L at John F. Kennedy International Airport, Jamaica, New York, en route to Ottawa, Canada. The weather was, in part, ceiling 2,700 feet overcast, visibility 7 miles; wind, 050° at I4 knots; and temperature 26°. As the captain raised the landing gear, the propeller on the left engine autofeathered. The captain initiated emergency procedures and told the first officer that he was retarding the power lever for the left engine. Concurrently, according to the cockpit voice recorder, the right engine experienced a power loss, and the airplane began to descend. The first officer, who was flying the airplane, maintained directional control, and the captain immediately put the landing gear lever down. however, the airplane struck the runway before the landing gear extended fully, and slid about 1,200 feet before stopping near the intersection of taxiway "G" and runway 04L. The captain and 13 passengers incurred minor injuries, and the flight attendant incurred a fracture of the spine. The airplane was damaged substantially; there was no postcrash fire.

During arrival, there were indefinite delays at White Plains, NY, so the pilot diverted to Newburgh, NY. He was vectored for an ILS runway 09 approach. While en route, the pilot requested and was given the ILS frequency, minimums for the approach, the airport elevation (491 feet msl), the Newburgh weather and the frequency for the outer compass locator (even tho, current approach charts were on board). He was cleared for the approach, but the aircraft hit trees and crashed, 2.58 miles west of runway 09. Elevation of the crash site was about 580 feet. The minimum descent altitude (MDA) for the approach was 682 feet. An exam of the wreckage revealed no preimpact part malfunction or failure. The pilot was required to wear lenses to correct his vision. The area forecast called for icing, turbulence, low level wind shear, low ceilings, rain, drizzle, fog and a chance of light freezing rain/drizzle. Reportedly the pilot received a full weather briefing, but was not briefed on sigmets Juliett 7 and Lima 4 which called for moderate to severe turbulence and low level wind shear and occasional moderate to severe mixed/clear icing in clouds and precipitations below 8,000 feet.

At about 60 feet agl black smoke was observed coming from the left engine. The aircraft continued a climb in a nose high attitude and the nose pitched down and the aircraft rolled inverted. Engine teardown revealed extensive damage to the supercharger assembly. The impeller shaft was bent and its associated bearing damaged. The aircraft had not flown for about 14 years. Engine service instructions describe pre-oiling of the supercharger drive shaft bearing after any prolonged period of inactivity. The owner, a paraplegic, was seated in the left seat. The pilot seated in the right seat had a history of heart and pulmonary disease. The gear and flaps were in the down position. Prior to departure, a witness asked the owner 'are you doing the elevators and ailerons and is he your rudders.' the owner responded with 'we have an arrangement'. Both occupants were killed.

The airplane crashed while attempting an approach to Tompkins County Airport, Ithaca, New York, an en route stop from schedule flight 141 from Utica to Washington DC. The flight crew had contacted Elmira approach control and had received instructions for an instrument landing system (ILS) approach to runway 32 at Tompkins County Airport. About 07:40 EST, the copilot declared an emergency stating that the airplane had a landing flap problem; he later stated that only one flap was down. He also stated that they were not able to maintain altitude and that the airplane was descending. Elmira approach lost radar contact with the airplane about 07:41 EST; the last radio transmission from the flight was recorded about 07:45 EST. The airplane crashed in a wooded area near three suburban residences. The pilot and copilot, the only persons aboard, were killed. There were no injuries to personnel on the ground. The airplane was destroyed by impact and post impact fire.

About 1840 e.s.t., on February 11, 1981, a Lockheed JetStar L-1329-731, N520S, crashed during an instrument landing system approach to runway 16 at the Westchester County Airport, White Plains, New York. The area weather was dominated by low obscured ceilings, rain, fog, and reduced visibility. Winds were strong and gusty with moderate to severe turbulence in the lower levels. Following a recent modification of the generator control. circuitry, the aircraft's electrical system had experienced several multiple generator failures.