West Virginia

Shortly after takeoff, the pilot contacted Charleston Approach Control to pick up his IFR clearance to the destination. The controller instructed the pilot to maintain VFR and he then attempted to coordinate with Washington Center for the clearance. The controller subsequently was unable to establish radar contact with the flight and he also lost radio contact with the pilot. The aircraft collided with the upslope of high terrain in weather conditions comprised of fog, sleet, and snow. The accident site was about 14 miles from the departure point. Toxicological testing of the pilot revealed benzoylecgonine.

The pilot stated that the airplane was in cruise flight at 8,000 feet MSL, when the right engine lost power. He advised ATC of the loss of power and received radar vectors toward an airport. The pilot said he maintained the best single-engine rate-of-climb speed, but the airplane's altitude 'drifted down.' When the airplane entered clouds, it began to accumulate structural icing and would not maintain sufficient altitude. The airplane impacted mountainous terrain about 16 miles northwest of the airport. The pilot stated that he had departed on the cargo flight with 5 hours of fuel on board for what he estimated to be a 2 1/2 hour flight. Also, he reported that conditions were dark and foggy, when the accident occurred. Postaccident examination of the engines and their systems revealed no evidence of preimpact mechanical malfunction. Examination of the airplane wreckage revealed no evidence of preimpact failure of the airframe or its systems. During a postaccident engine test run, the right engine started normally and operated satisfactorily.

The pilot took off from an uncontrolled airport. He attempted to obtain an IFR clearance and reported that he was VFR at 3,500 feet. While air traffic control personnel were locating the flight plan and coordinating the IFR clearance, they lost radio contact with the pilot. The pilot continued to fly towards his destination, transiting rising mountainous terrain which was partially obscured by clouds. Wreckage was located about 28 nautical miles from the departure airport, at the 4,050-foot level. There was no evidence of mechanical failure or malfunction. According to FAR Part 91.3, the pilot had the ultimate authority for the operation of the airplane, and in the case of an in-flight emergency, had the authority to deviate from flight rules "to the extent required to meet that emergency." According to the AIM, an emergency could be either "a distress or an urgency condition." An urgency condition would exist "the moment the pilot becomes doubtful about position... weather, or any other condition that could adversely affect flight safety." Under FAR Part 91.3, the pilot would have been authorized to climb the airplane under IFR conditions, even if he were to enter controlled airspace.

The pilot reported the right engine failed, followed by the left engine approximately one minute later while he was in cruise at 25,000 feet. He said he initiated a steep descent to get below 18,000 feet, and attempts at restarting the left engine were unsuccessful. The pilot landed 500 feet down a 1,900 feet long runway and ran off the departure end, 300 feet, into a wooded area. Post accident investigation found 130 gallons of fuel onboard in the main tanks. The fuel was tested and found to be free of water. The fuel lines were free of obstructions and the fuel pumps worked. A failed torque sensor was found on the left engine which would disconnect the left engine driven fuel pump. The right engine was test run satisfactorily.

The crew departed Martinsburg-Eastern West Virginia-Shepherd Field for a local training flight. While flying at low height, the four engine aircraft struck power cables and crashed onto a house located 3 km northwest of Berkeley Springs. All six crew members were killed while the unique person in the house was slightly injured.

Aircraft was dispatched with inoperative airframe deice system, tho an operational deice system was required for flight in known icing conditions. During descent to land, aircraft encountered light icing conditions. Capt believed aircraft could 'handle it' and continued descent. As he began ILS final approach, he noted significant increase of ice accumulation and used higher than normal approach speed. As full (50°) flaps were set, aircraft began buffet and pitched nose down. Capt corrected with full back pressure on control column, but aircraft landed hard, gear collapsed and aircraft slid about 3,600 feet to a stop. No preimpact mechanical anomaly was found, except for inoperative deice system. Investigation revealed pilots had received printout of weather from company computer system with surface observation and terminal forecast, but no area forecast (FA). Pilots and ground personnel were not aware that FA was available at company weather terminal. FA forecasted light and occasional moderate rime and mixed icing in clouds and precipitation above freezing level. Weather deteriorated, but pilots did not require inflight weather info or pireps. Flight mnl noted tailplane ice may cause nose down trim change with flap extension. There was evidence of tail plane stall, lack of company training in cold weather operations, deficiencies in use of deicing systems, and lack of FAA surveillance.

The pilot was cleared for an approach to the airport. He received airport advisories from the airport unicom operator and asked that the runway lights be turned up. Soon afterwards, the airplane was seen approaching runway 23, which was served by a localizer approach. A witness at the airport said he saw the plane flying in and out of low hanging clouds. He said the airplane appeared to be at level flight, about 400 to 500 feet agl, then it passed over the airport and went in a steep left turn. After about 90° of turn, the airplane began a shallow descent. It rolled out of the turn before it descended into the ground about 1/4 mile from the approach end of runway 28. The witness said he heard engine sounds throughout the descent. An examination of the airplane did not disclose evidence of mechanical malfunction. A post-mortem examination did not reveal evidence of impairment or incapacitation of the pilot. The pilot, sole on board, was killed.

While spraying gypsy moths with dimilin over wooded/hilly terrain, the DC-3 collided with power lines in a valley area. Witnesses in an nearby observation aircraft reported the DC-3 entered a gradual climb, which continued until the DC-3 was in a steep nose high attitude. The pilot of the observation aircraft tried to communicate with the DC-3 pilots, but could not make radio contact. The observation pilot reported the DC-3 entered a stall/spin at about 1,200 feet agl, then crashed. An investigation revealed no evidence of a preimpact failure. The DC-3 was not equipped with a wire cutter kit. Both pilots were killed.

The aircraft landed after an ILS approach to runway 03. According to the pilot shortly after touchdown he saw deer ahead on the runway. Before he could take evasive action the aircraft struck two deer. Afterwards brake pressure was lost. The pilot steered the aircraft onto grass off the right side of the runway to avoid going past the runway end and down a hill. Examination of the aircraft revealed that the deer were struck with the left main gear, fracturing a hydraulic brake line. All nine occupants escaped uninjured.

The aircraft contacted the terrain with the left wing tip, cartwheeled and came to rest inverted during an ILS runway 12 approach at Huntington (HTS). Minimum approach visibility for the ILS is 3/4 of a mile. While en route the pilot was informed the HTS visibility was 1/8 of a mile. A missed approach was performed on the first ILS. During the missed approach climb the transponder code in the aircraft was changed to 7600. Radar data indicated that after the 2nd ILS approach, the aircraft made a climbing left turn. When approximately 2 miles southeast of the airport, at 2,100 feet, the aircraft made a sharp right turn. The radar target disappeared shortly thereafter. The aircraft contacted the terrain on a heading of 260° between runway 30 and the parallel taxiway. The pilot, sole on board, was killed.