North Carolina

The commercial pilot was on a part 135 cargo flight. Since the destination airport had no weather reporting facility, company policy and far 135 required a VFR descent and landing from the MVA. The pilot requested and received clearance for a localizer approach to the airport, although a nearby airport was reporting 400' broken/3 miles with fog. The pilot reported to ATC that he had missed his first approach, and requested a second approach to the same airport. After executing the missed approach, the aircraft impacted mountainous terrain while aligned with the extended centerline of the localizer. Cap personnel reported that the accident site was obscured in clouds at the time of the accident. The investigation revealed that the aircraft descended about 1,500 feet below a minimum altitude on the first approach attempt. Mode c altitude data was lost during the missed approach. Four years earlier, this pilot descended below glidepath on an ILS approach and crashed into trees with weather below approach minimums. The pilot, sole on board, was killed.

The accident occurred during the pilot's second attempt to fly to his destination. According to airport personnel, he did not refuel the airplane after he returned from the first attempt. He had onloaded 43.6 gallons of fuel before departing on the first flight. After departing Rutherfordton on the second flight, the airplane was observed about 400 feet above the ground and 4 miles north of Monroe. One witness reported that the right engine was sputtering as it flew overhead; seconds later, the airplane crashed into a wooded area. A wreckage examination disclosed that the fuel system was empty. No fuel was found in the left engine fuel flow divider. Airport personnel also reported the pilot was not knowledgeable of the aircraft fuel system. According to the owner's manual, the fuel consumption rate for cruise at 75% power was about 16 gallons per hour per engine. The pilot had operated the engines approximately 2 hours 10 minutes before they lost power. The pilot, sole on board, was killed.

During takeoff from runway 22, the pilot reported that he had a problem, then there was no further communication from the aircraft. Several witnesses saw an object fall from the aircraft and one witness observed that a 'hood' had opened. The aircraft was maneuvered onto final approach to runway 36. A witness said that as the aircraft was lining up on final approach, it entered a steep bank and descended out of his sight. Subsequently, it collided with trees in a 27° descent, crashed and burned. A bag from the nose baggage compartment was found near the departure end of runway 22. No preimpact part failure or system malfunction of the aircraft was found. Before the flight, a ramp person observed the pilot servicing the left engine with oil, but he did not know if the pilot had secured the baggage door. An examination of the recovered door assembly failed to disclose a malfunction of the rear latch assembly. The forward latch assembly area was destroyed by fire. All three occupants were killed.

As engine power was increased for takeoff, the n°1 engine accelerated beyond target epr. Engine shut down had to be done with the fuel shut off lever. The asymmetric thrust was controlled with nose wheel steering. Before the airplane could be stopped the nose wheels separated from the landing gear. The investigation revealed that the fuel pump output spline to the fuel control had stripped. It occurred at such a time that the fuel control sensed an underspeed and increased Fuel flow. Misalignment of the spline shaft resulted from improper machining during pump modification. The nose gear inner cylinder failed in fatigue in an area of excessive grinding during overhaul. Two passengers were slightly injured.

During arrival, the pilot made an ILS localizer back course approach to runway 16 and was cleared to land. He reported he was initiating a missed approach. Approximately 10 seconds later, he reported the runway in sight and requested a visual approach to land on runway 34. The pilot was cleared to land and the aircraft was observed to maneuver to the right (west of the runway), then turn back left to a final approach. However, it crashed short of runway 34. An exam of the crash site revealed evidence that the aircraft was in a normal upright attitude on a heading of 340°, when it crashed. Initial impact was with the approach lighting system short of runway 34. A King Air pilot, who landed on runway 16 before the accident, estimated the cloud bases were about 400 feet agl. Minimum descent altitude (MDA) for the back course approach was 460 feet msl. MDA for a circling approach to runway 16 was 550 feet msl. The airport elevation was 32 feet. Both occupants were killed.

The pilot transmitted on unicom that he was on final for runway 24. Following a double fuel starvation power loss the airplane impacted nose low with trees and terrain about 2.6 miles from runway 24. Last fueling occurred on the previous day at Albermarle, NC, the pilot's primary source of fuel, 50 miles from Burlington. The flight proceeded to Burlington, Teterboro, and was returning to Burlington. Total estimated flight time was 4 hours 32 minutes. Fuel burn was calculated to be 361 gallons. Usable fuel was 384 gallons and 24 gallons were recovered from the right center tank. If the fuel transfer pump does not operate 28 gallons will be unusable. That pump was found in the off position. No fuel spillage occurred at the scene. On 2/8/90 the pilot purchased 361 gallons of fuel for N110LT. Lower fuel prices at the favored location were the pilot's reason for fueling there. Examination of engines, propellers, fuel pumps, and other relative components did not reveal any significant discrepancy. Both occupants were killed.

During arrival, flight was vectored for NDB runway 06 approach, and advised Raleigh-Durham weather was 500 feet overcast, visibility 3 miles with fog, wind from 140° at 12 knots, altimeter 30.01. After clearance for approach, aircraft crossed final approach fix (faf) at 2,100 feet msl. Radar service was terminated and frequency change was approved. When aircraft did not arrive, search was initiated. The wreckage was found about 2.5 miles southwest of runway 06, where aircraft hit trees and crashed. Elevation of crash site was about 600 feet msl. MDA for approach was 1,160 feet msl (with local altimeter setting; 1,260 feet with Raleigh-Durham setting). Exam revealed aircraft hit trees, while on runway heading in wings level attitude; configured for landing. No preimpact part failure/malfunction was found. Toxicological check of pic's blood showed 0.10 mg/l of diazepam and 0.09 mg/l of nordiazepam. Check of his urine showed metabolite of marijuana (11- nor-delta-9-tetrahydrocannabinol-9-carboxylic acid) at level of 0.117 mg/l. After surgery for malignant lymphoma (feb 89), pic was restored to flight status on 8/9/89 and cleared for pic duty one week later. He continued flying tho he received maintenance chemotherapy and associates noted that he tired easily. Both occupants were killed.

The four engine aircraft was engaged in a training mission at Fort Bragg AFB. While dropping a M551 Sheridan tank over the Sicily Drop Zone, the tank go stuck with the parachute cables. The airplane became unstable, stalled and crashed. Six crew members were injured while a seventh occupant was killed.

As the pilot was en route to Greensboro (his destination), he flew past Shiloh and noted that weather at the airport was clear, but from about 10 south of Shiloh, ground fog extended to the south. At 0634 est, he contacted Greensboro tower and was advised the RVR was 1,600 feet. His minimums were 1,800 feet. He held for a period of time, but the weather continued to deteriorate, so he diverted to the Rockingham County-Shiloh Airport, where no weather reporting facilities were available. After being vectored over the alternate airport, he was unable to get enough visual cues for a visual approach, so he elected to make an sdf approach. The pilot stated that when he reached the minimum descent altitude (MDA), he saw the runway and proceeded to make a visual approach. As he continued, patchy fog began to obscure the runway, so he maneuvered the aircraft to keep it in site, then elected to go around. However, as he began the go-around, the aircraft hit trees and crashed. Elevation of the crash site was approximately 700 feet. MDA for the approach was 1,120 feet msl.

The aircraft departed during low ceiling, low visibility, and night conditions. Shortly after takeoff the aircraft impacted a reservoir. Analysis of radar data indicated the aircraft was in a 45° descending turn. Examination of the aircraft trim system showed that the aircraft was trimmed for level flight. There was no voice or flight data recorder on board. A review of ATC communications indicated that the captain was communicating with ATC allowing the first officer to accomplish the flying duties. Examination of the wreckage revealed no indications of powerplant or system failures. However, there was evidence that the sas warning light was illuminated, the sas switch was in the off position, and no sas system malfunction could be found. Witnesses stated that before the flight the captain had complained of illness but he decided to report for duty. Company records showed instances of substandard performance by the first officer. The investigation found company oversight of training, operations, and inadequate faa supervision. All 12 occupants were killed.