Tennessee

After encountering icing conditions in flight and experiencing problems maintaining altitudes and headings, the pilot elected to divert from his planned destination of Dayton, OH to Knoxville, TN. While on final approach after descending 1,300 feet below minimum procedure turn altitude followed by being told the aircraft was well above the glideslope, ATC instructed the pilot to maintain 3,000 feet. Shortly thereafter, ATC reported the mode C indicated 1,900. The pilot responded with 'engine quit'. The aircraft crashed in a pasture about 1 mile from the airport. The investigation revealed that the aircraft was not equipped to operate in icing conditions. The evidence indicated that the flaps and landing gear were extended. Approximately 40 lbs of cocaine were found onboard the aircraft. The tox report for the pilot disclosed .05 mg/l benzoylecognite (cocaine metabolite) in his blood. The pilot had received a weather briefing which included a freezing level at 7,000 feet and filed a flight plan requesting a cruising altitude of 14,000 feet. Both occupants were killed.

The relatively low time, non-instrument rated, private pilot flew passengers to Savannah, GA. On the return flight, he made a refueling stop at Knoxville, TN. He filed no flight plan at Knoxville and no record of an en route weather briefing was found. At 2236 edt, the pilot contacted the tower and said he would 'like to VFR to Louisville with a heading of 330°. He took off at 2249 and received departure vectors until cleared on course. Radar service was terminated, 23 miles northwest of Knoxville. Subsequently, the aircraft hit trees and crashed on rising terrain near the top of a ridge, 30 miles northwest of Knoxville. Impact occurred at approximately 3,000 feet msl on a heading of 290°. Weather at Knoxville (elev 930 feet) was in part: 3,700 feet overcast, visibility 5 miles with fog and rain. No evidence of a preimpact part failure or malfunction was found during the investigation. Mountain peaks in the vicinity of the crash site were up to 3,390 feet. The pilot, sole on board, was killed.

During an IFR flight at FL170, the pilot reported airframe icing and requested a higher altitude. The pilot climbed to FL210 where he started a descent and reported loss of manifold pressure in the left engine. The pilot indicated that weather was in his flight path and descent was required to avoid icing. 90 seconds later the pilot transmitted '...losing it...'. Radar data indicated aircraft had an inflight breakup at approximately 17,000 feet msl. There was no evidence of mechanical or structural malfunction prior to the breakup. The aircraft did not have a complete current annual and de-ice equipment was inoperative. The pilot had no actual instrument experience and was not certified for multi engine IFR flight. The pilot had a medical history of anxiety attacks and had been taking prescription medication, Xanax and Tofranil, for approximately three years prior to the accident. The blood contained 1.2 mcg/ml of imipramine (Tofranil) and 2.6 mcg/ml desipramine (metabolite of Tofranil). Xanax (alprazolam) was not reported in blood toxicology. These drugs have been known to produce side effects that include poor judgement. The pilot, sole on board, was killed.

After takeoff pic was told by tower that tail stand, used to prevent aircraft from tipping on tail when loaded, was still attached to aircraft. Pic requested teardrop turn back to departure runway. Approach controller stated he saw mode C indication of 700 feet. Airport elevation is 332 feet. Aircraft was returning to runway 36R when it stalled, recovery was attempted, and aircraft impacted ground prior to completion of level off. Aircraft was 379 lbs over max takeoff weight and cg was at least 3 inches forward of the limit. No record of load manifest was found. Pic had low pic experience and received 2.7 documented flight hours with the operator's instructor pilot including his 135 competency check ride of 1.1 hours. Operator's initial training certification of pic showed 5 hours of flight training. Aircraft was a modified Beechcraft TC-45J initially built in 1943 and rebuilt by Hamilton in 1971. The pilot, sole on board, was killed.

The aircraft contacted electrical wires and trees shortly after takeoff. The aircraft then descended to impact with the terrain. Examination of the wreckage revealed the elevator trim actuator rod was extended 2.5 inches which correlates with a full nose down setting. Further examination showed the buss wire for the actuator retract switch was disconnected at the retract switch post. Splattered copper was found on the retract switch indicating the buss wire had been subjected to high amperage. The limitations section of the pilot operating handbook for this aircraft does not state that takeoff is prohibited with inoperative pitch trim. Both occupants were killed.

The pilot was alerted at 0100 for 0200 flight from Kenosha to Milwaukee, WI to pick up cargo for a flight to Atlanta, GA. At 0310, the aircraft departed Milwaukee in VFR. En route, the pilot obtained weather and an IFR clearance. Some of his radio transmissions were not standard. At 0433, he complied with ATC request for frequency change, but his radio transmissions were not clear. Approximately 5 minutes later, ATC asked the pilot to change frequency again, but 5 calls were made before he replied. His last transmission was at 0445:48; he didn't respond to further ATC calls. The aircraft continued cruising at 11,000 feet until 0621, then it descended without clearance. Radar contact was lost at 0627 cst (0727 est). Shortly thereafter, it impacted trees on a mountain, then crashed to the ground and burned. A witness believed the engines were throttled back before impact. Also, the witness reported low clouds and fog, but said the mountain was visible and was not obscured. The pilot had a 1,58‰ alcohol level in blood, no sleep for 21.5 hours, history of alcohol abuse, 7 prior dwi convictions (and ndr rec). Also, he falsified FAA medical applications. FAA was advised in 1984, but took no action.

Ten minutes prior to landing heavy rain fell on airport. Aircraft made normal touchdown, spoilers and lift dump activated. Pilot-in-command delayed brake application as usual and did not get thrust levers in idle. After aircraft passed mid-field taxiway pic reported brakes became ineffective. Aircraft hydroplaned on water-covered runway and overran departure end, down and embankment, and hit a ditch. Runway had an off center crown, grass was about two feet tall at runway edge, and a dam had formed from previously cut grass which prevented water drainage. Airport manager said he was not aware water would stand on runway.

The aircraft was being operated as general aviation flight 115 and was departing on a routine night flight. During takeoff/initial climb, the left engine lost power. The flight crew attempted to control the climb-out, but following the application of water-methanol, the pilot lost directional control. Subsequently, the aircraft banked to the left, entered a descent and impacted between the parallel runway. An investigation disclosed that the left propeller's blade angle was 21°. No preimpact system malfunction or failure was found. The cockpit voice recording indicated that the flight crew did not complete all of the items on the before taxi/takeoff checklist. One of the items (presumably not completed) was a check of the h.p. cock levers. The checklist required that the h.p. cock levers be in 'cruise lockout' for takeoff. The left h.p. cock lever was found between the 'fuel off' and 'feather' positions. Movement to this position would have deactivated the auto-feather sys and shut down the left engine. Both pilots were killed.

On arrival at destination, pilot found airport obscured by fog, reported by unicom as one mile visibility. Pilot circled to await improvement. 15 minutes later, visibility improved to 1-1/2 mi. Aircraft observed briefly through breaks, then heard maneuvering to north and seen once on approximate downwind heading. Aircraft heard approaching airport then appeared in diving left turn below fog and to right of runway before impact. Approved ndb/vor dme/rnav approaches to airport have 700 feet ceiling minimum. Aircraft found configured for landing. No record of request for instrument approach. The pilot, sole on board, was killed.

Moments after the DC-3 took off, the tower controller noted the left engine was torching and asked the flight if it was 'having a problem.' The crew replied 'affirmative,' then the controller cleared the flight to land on any runway. The aircraft began turning left at the end of the runway and continued turning at low altitude until it struck utility poles and crashed thru a warehouse roof about 2 miles from the airport. A witness reported the aircraft was at an altitude of approximately 100 to 150 feet agl, the left propeller was feathered and the right engine was at full power. An exam of the left engine disclosed the #14 cylinder was missing a spark plug from the front spark plug hole. The spark plug lead and 'b' nut were attached to the ignition harness, but no plug was attached to the lead. The spark plug hole and b-nut threads were undamaged. A white deposit was found inside the cylinder spark plug threads and outside the cylinder, adjacent to the hole. The deposit was identified to contain high concentrations of lead and bromine, most likely formed from exhaust gases and fuel during cylinder operation. A company mechanic reportedly worked on the plugs on the previous day. The aircraft was destroyed and all three occupants were killed.