Mineral Wells

A designated pilot examiner (DPE) was administering a type-rating check ride from the jump seat (located behind co-pilot's seat), and instructed the second-in-command (SIC) (required for the check ride and occupying the front right seat) to reduce the power on one engine to simulate a single engine approach. Approximately 23 seconds later, the airplane began to "drop rapidly." To arrest the descent, both pilots simultaneously applied full power on both engines, and the applicant (occupying the front left seat) increased the airplane's pitch attitude to 12 degrees. However, the airplane continued to descend and touched down short of the landing threshold for the runway. A post-impact fire consumed the airplane. According to the applicant, after takeoff, he demonstrated several maneuvers, and was then provided vectors for a VOR instrument approach. While executing the approach, it was "really bumpy", and they hit a gust of wind, which resulted in him having to correct the airplane's attitude back to straight and level flight. When the airplane was approximately one mile from the end of the runway, he looked outside and saw that he was high on the approach and extended the flaps to 40 degrees. Shortly after, the PIC reduced power on the left engine to simulate a single-engine approach. When the airplane was approximately 1/4 to 1/2-mile from the end of the runway, at 400 feet mean sea level (msl) (about 366 feet above ground level), Vref 110, the airplane began to sink rapidly, and it impacted the ground. The applicant said that he, "never experienced wind shear like that before...and in hindsight it would have been more helpful if they had a better understanding of the wind conditions before they tried to land." Under current FAA regulations, even though the pilot in the right seat (the applicant's flight instructor) acted as the SIC for the purpose of the check ride, the applicant was not type rated in the airplane, and technically, could not be designated as the pilot-in-command (PIC). The instructor was type rated in the airplane; and therefore, was the PIC.

After takeoff from Mineral Wells, while in initial climb, the airplane banked left, lost altitude and crashed in a field, bursting into flames. The pilot, sole on board, was killed.

En route from Houston to Mineral Wells, the pilot encountered poor weather conditions with thunderstorm activity and turbulences. While flying in adverse weather conditions, he suffered a spatial disorientation and lost control of the airplane that dove into the ground and crashed in a field near Hammond, bursting into flames. All three occupants were killed.

Crashed during a training flight 8 km south of Mineral Wells. The crew was briefed to fly at 8,500 feet to Amarillo, then Tulsa, Shreveport, turning east to Dallas and then on to Fort Worth Field, where they were to remain over night, returning to Hobbs Field the following day. Except for excessive fuel consumption and increasingly bad weather, the flight was normal until the plane left Shreveport. It began to pick up ice. The Pitot tube froze (used to measure air speed), but Pitot heat was turned on and the instrument came back online. The pilot lifted the plane to escape icing and to maintain radio contact. Rounding Shreveport, the plane turned east toward Dallas. Cruising at 14,000 feet on the way to Dallas, they ran into large build ups of clouds and again started to pick up ice. They had to climb to 18,000 feet to get above the icing and retain radio contact. As they approached Dallas, they dropped down into the overcast at 14,000 feet. They maintained radio contact this time. When they were over Dallas Radio Station, the ceiling in Fort Worth, TX was reported at 800 feet. Fort Worth, TX told them to descend to 3,000 feet The crew began going through their landing checklist while waiting clearance to make a procedure let down into Tarrant Field, Fort Worth. The airfield reported a ceiling of 300 feet. "No go on your landing, climb to 8,000 feet and head for Abilene". The ceiling there was supposed to be 1,000 feet. As the aircraft came into Fort Worth, TX and went on out the north leg for procedure let down, the ceiling dropped to 300 feet and in a very little while it was down to 100 feet. As it was going around to make a 180 degree turn to come back onto the beam, the No.1 engine failed; they were at 3,000 feet then. The crippled plane managed to climb to 8,000 feet on the three remaining engines. The weather outside continued to worsen. The No.2 engine failed and the propeller would not feather. They attempted to contact Abilene by radio, but couldn't. They reported this fact to the Fort Worth, TX radio and asked for instructions but didn't get any. The pilot and copilot were unable to control the plane. They were going down. Air speed fell to 115 mph. They couldn't keep a compass heading. They estimated they were fifty miles from Fort Worth, TX with a ceiling no more than 600-800 feet. The pilot decided to abandon the airplane and all eight crew members bailed out safely.
Source: Joe Baugher.