New York

Witnesses reported aircraft was high during approach and landed nosewheel 1st about 1,600 feet beyond threshold, then became airborne and bounced 2 times. Pilot stated that before touchdown, he started to 'spool up' engines, but noted lack of response, then retarded throttles and landed. He said he applied brakes and selected 'full reverse' and noted no response. Reportedly, nosewheel 'skipped into air' while aircraft still had flying speed. With insufficient runway remaining to stop, he elected to stow reversers and began go-around. He noted no response from engines, tho aircraft had became airborne. Aircraft then settled beyond departure end of runway and crashed on rough terrain. Examination revealed engines had ingested twigs, grass and dirt. Reverse load limiters (l/l) on both engines were found in tripped position. Flight man stated that to avoid actuation of l/l, do not advance primary throttle after returning reverse thrust lever to stow until unlock light is out; maint required to reset actuated l/l. L/l was incorporated on thrust reverser to reduce engine power to idle, if inadvertently deployed in flight. During post-accident check, both engines were operated to 85% after l/l reset.

During arrival, the cargo flight (reliant 232) contacted Binghamton approach control and received vectors for an ILS runway 16 approach. At that time, the atis had information (information kilo) that there was light freezing rain, that all paved surfaces had a thin layer of ice, and that braking action was poor. The copilot made the approach and landing. The captain reported that touchdown was normal in the 1st 1,000 feet of the runway and that the airbrake was used, but they did not know that braking action was nil until they were on the landing roll. By the time they realized braking was nil, there was insufficient runway remaining for a safe go-around. The captain reported he deployed the drag chute, but a witness who saw the chute, reported it did not open. Subsequently, the aircraft continued off the departure end of the 6,298 feet runway, went down a steep embankment and was extensively damaged. The required distance to stop on an icy runway was estimated to be 5,344 feet.

The flight departed Buffalo under IFR conditions to Jamestown, New York. Several approaches were made to land but due to the weather conditions, the pilot elected to return to Buffalo still under IFR. During initial contact with control tower, the pilot advised them that he was low on fuel and requested direct flight to Buffalo. About 5 miles south-southwest of Buffalo both engines quit and the pilot advised that he was not going to make it. At this time the flight was issued emergency vector to Buffalo, but the aircraft crashed adjacent to route 400 in West Seneca, New York.

The cross country business flight was uneventful from Concord, New Hampshire to white Plains, New York under clear sky. During final approach, the pilot extended the gear but did not notice that the circuit breaker had opened and the gear was not lowered. The aircraft landed gear up and the gear doors partially open. The gear warning horn did not operate. The pilot stated that he failed to check for 3 green lights.

Pilot filed IFR for two flight legs; Baltimore, MD to Teterboro, NJ and Teterboro to Montgomery, NY (Orange County Airport). The pilot received a preflight weather briefing and was advised that the forecast for Stewart, NY, about 10 miles from Montgomery was sky partially obscured 4,000 feet, 500 feet scattered and 4 miles in fog. While enroute to Teterboro, at 0134 hrs, the pilot radioed Stewart airport and was advised of weather there as sky partially obscured with 4 miles in fog and haze. The aircraft landed at Teterboro at 0152 hours and departed VFR at 0200 hours. At 0211 hours the pilot radioed another aircraft and in part stated that he was at Orange County Airport and was attempting to land, however the weather was going down. At 0211 hours the pilot radioed Stewart and was advised that weather there was the same as reported at 0134 hours. The pilot acknowledged. There was no further transmission from the pilot. At 0215 hours a witness near the accident site heard a crash. He reported weather as 400 feet in fog. The aircraft crashed two miles south of runway 03. The landing gear and flaps were down. Examination of the aircraft did not disclose evidence of malfunction. Both occupants were killed.

After a heavy snow shower passed over the airport, the accident aircraft attempted a departure. Immediately after takeoff the pilot transmitted that he was coming back to land. The aircraft crashed shortly thereafter, one mile southwest of the airport. Ground witnesses observed the aircraft use nearly all of the 4,999 feet runway and gradually descend out of sight prior to the crash. A Cessna Conquest had departed the same runway moments prior to the accident aircraft and experienced directional control problems due to slush on the runway and airframe icing on their aircraft. Both pilots were killed.