North Carolina

During the final approach on the instrument landing system, the pilot descended below the glidepath. The aircraft collided with a tree and struck the ground short of the runway threshold. The pilot was seriously injured.

The crew departed Pope AFB and was completing a LAPES demonstration flight at Fort Bragg AFB. A first demo was completed successfully. During the second approach, the pilot-in-command descended too fast and the flare was done too late. The aircraft landed had and rolled for about 1,000 meters before coming to rest in a wooded area, bursting into flames. Four crew members as well as one people on the ground were killed. Two others crew members were injured.

The right engine failed during takeoff immediately after rotation 3,000 feet down the 7,002 feet runway 16. The pilot continued the flight and the landing gear remained extended. The unauthorized pilot rated passenger made transmissions to the tower. Witnesses reported that the aircraft reached approximately 150 feet then descended into trees 20° to the right of runway centerline and 3,000 feet south of the airport. The pre-1979 3rd stage stator assembly in the right engine did not have the latest manufacture welding process/inspection and failed causing the uncontained turbine failure. Instruments in the wreckage indicated that an undeterminable loss of electrical power occurred at the time of engine failure. Performance data indicated that a safe landing could have been made on the remaining runway past the point of engine failure. Both occupants were killed.

While en route on an IFR flight plan at FL180, the pilot acknowledged instructions to descend to 16,000 feet. Later, the radar controller noticed the aircraft had deviate from course and was not replying with mode 'C' altitude info. The controller requested altitude info and the pilot responded, '. . . I've lost an (awful) lot of altitude, I got mixed up in here and lost altitude, I'm goin' back up . . .' When queried, the pilot reported he was at 9,000 feet and acknowledged instructions to climb to 14,000 feet. Shortly thereafter, the aircraft entered a spiral, then radio and radar contact were lost. An in-flight breakup occurred and the wreckage fell over a widespread area. An exam revealed evidence the wings and right horizontal stabilizer had failed from overload, with the wings separating in an upward direction. A weather study indicated there were cloud layers from about 14,000 feet to 20,000 feet with light to moderate mixed icing in clouds above 14,000 feet. Also, light to moderate turbulences was forecast below 20,000 feet and widely scattered, imbedded thunderstorms were forecast in an area north of the accident area. Witnesses reported clouds and occasional lightning to the east. All four occupants were killed.

During arrival, Piedmont flight 467 was vectored for an ILS runway 36R approach. At 2001 cdt (approximately 7 minutes before landing), all arriving flights were advised the weather was (in part): 400 feet overcast, visibility 2 miles with light rain and fog, wind from 090° at 8 knots. Runway 05/32 was out of-svc at that time. Flight 467 was vectored for right turns (from north and west) onto final approach. At 2002:42, the ATC final controller told another flight (same frequency) that there was a 20 to 25 knots right crosswind on final approach. When flight 467 was cleared for landing at 2005:36, the surface wind was reported from 100° at 4 knots. The aircraft was not configured for landing until just before touchdown and the copilot did not alert the captain of the deviation. The aircraft landed approximately 3,200 feet from the threshold and the captain was unable to stop on the wet runway. After departing the runway, the aircraft hit an ILS antenna and a culvert, then went thru a fence and stopped beside railroad tracks. Reportedly, the captain added 20 knots to approach speed for possible wind shear and delayed spoiler option after touchdown. There was evidence of hydroplaning and poor frictional quality on last 1,500 feet of runway. Three passengers received back injuries; both pilots and one flight attendant had minor injuries.

The pilot was issued runway 05, 7,500 feet, for IFR departure with favoring 4 knots quartering headwind. Pilot requested runway 14, 4,498 feet, for takeoff with a 4 knots quartering tailwind. Ground witness and control tower observed aircraft use nearly all of the runway on takeoff roll. After an abrupt rotation, the controller observed aircraft yaw to left and make a low altitude left turn. Seconds later the aircraft rapidly descended into trees and caught fire. The left propeller was found in the feathered position and the left engine was consumed by a ground fire. There was no evidence of any internal engine failure. The engine time smoh was 43 hours. Witness heard the aircraft takeoff with a series of loud backfires 25 days prior to the accident. Injector nozzles on the right engine were learned to correct the problem after 6 hours of operation one week later. The pilots log failed to show any recent training in single engine procedures. Both occupants were killed.

Fisherman heard an aircraft overhead but did not see any sign of it in the night sky. Shortly thereafter they saw a flash and fire on the side of a mountain, then they heard the explosion. The sheriff was called and an investigation revealed a crashed aircraft. There were no signs of occupants in or near the aircraft. The next morning the body of a heavily armed man who had on a parachute and a deployed reserve parachute was found several miles away in a residential area. A key to the crashed aircraft was found on the body.

Aircraft was on training flight for initial copilot qualification for commuter air carrier. Instructor and two trainees were on board. The aircraft departed Charlotte at about 2314 edt for the Hickory area for training. At about 0015 edt, it was reported that the crew visited the Hickory FSS. After departing Hickory, the aircraft climbed to 5,500 feet and remained generally between Charlotte. At about 0145 edt, radar data showed the aircraft to be in a steep descent and gaining speed. The aircraft collided with tree limbs, a utility pole and the ground in about 35° angle of descent in a residential area of Conover, NC. Investigation revealed a nose up trim, which was approximately 75% of the available up-trim (3.38° upnose). This is an abnormal setting; so the entire trim unit was retained and sent to the Talley Corp for detailed exam. The ram end fittings were sent to ga tech research for surface fracture analysis. The exam showed ductile overstress and no indication of pre-cracked condition. Pitch trim emergencies are a part of sunbirds c-99 training program (fit 1 & 2). All three occupants were killed.

Aircraft hit northwest side of ridge in level attitude, cruise speed, heading southeast. Conditions were dark night and the cloud ceiling was about 40 feet above the ridge. Pilot received weather brief before take off and en route which reported a ceiling of 10,000 feet at destination. Aircraft was flown at 17,500 feet en route. Pilot-in-command radioed GSP approach control, said he was VFR for landing, passing 6,000 feet. Two way communication not established but discrete tx code assigned. Controller saw tx code change northwest of crash site then radar target disappeared at accident site. All five occupants were killed.

The pilot stated that after takeoff from runway 23, he noticed oil coming from the left engine. He initiated a turn to land on runway 05 but was unable to line up with the runway. He elected to go-around and when he added full power the left engine oil pressure went to zero psi. The pilot feathered the left engine and a single engine go-around was attempted. The landing gear and flaps were not retracted and the aircraft crashed 2 miles northeast of the airport and was destroyed by post crash fire. The origin of the oil leak could not be determined due to the extent of the fire damage. The pilot, sole on board, escaped with minor injuries.