Arkansas

In climb, captain (pic) increased pitch, when flight attendant (f/a) entered cockpit and suggested faster climb, so she could begin cabin service. Autoflight was set in pitch and heading modes, contrary to company policy. Pic and f/a had non- pertinent conversation for 4.5 min, while 1st officer (f/o) was making log entries. Airplane stalled in IMC at 17,400 feet. Initial recovery was at 6,700 feet after f/o lower gear, then due to improper recovery, 2nd stall occurred and recovery was at 5,500 feet. Left propeller shed 3 blades, left engine cowling separated, left engine was shut down in descent. Level flight could not be maintained and forced landing was made at closed airport. Pic overshot final turn due to controllability problems and landed fast with 1,880 feet of wet runway remaining. Airplane hydroplaned off runway and was further damaged. Crew got limited sleep during 3 day trip, though rest periods available. Freezing level near 11,500 feet, clouds tops to 21,000 feet with potential for icing to 19,000 feet. No pre-accident malfunction was found.

The maintenance test flight was being flown following completion of airworthiness directive 87-02-02 requiring the mandatory replacement of all primary flight control cables. Following lift-off, witnesses observed the airplane start a rapid roll to the right until initial impact was made with the ground by the right wing tip. Examination of the wreckage revealed the a half turn in the routing of the replaced flight control cable was inadvertently omitted on both control columns which would result in the ailerons operating in reverse of the commanded input. The passenger was the quality control inspector who had inspected and signed off the maintenance performed. According to other company personnel, he had briefed the crew prior to the flight on the purpose of the test flight and the extent of the maintenance that the airplane had undergone. All three occupants were killed.

The pilot of the multi-engine aircraft reported that his right engine was losing oil as he was climbing to cruise altitude. He secured the engine, feathered the propeller, and maneuvered to return to the airport. The pilot trimmed the aircraft for single engine operation and extended the main landing gear. During the approach, the operating left engine would not develop full power and the pilot reported to atc that he could not make the airport. The aircraft continued its emergency descent, impacted trees, and descended uncontrolled through a densely wooded area. A fuel tank ruptured during the uncontrolled descent through the trees and a fire/explosion occurred. The aircraft continued to burn after ground impact. Both engines were disassembled and numerous mechanical anomalies were found. They had been recently overhauled. This was the first flight of the aircraft since the engine overhauls. The pilot/owner was en route to sell the aircraft when the accident occurred. The pilot, sole on board, was killed.

During arrival, heavy rain showers were reported west of airport. At the airport, the weather was about 200 feet obscured with fog and drizzle, wnd was easterly at 5 to 7 knots. The pilots intended to land on runway 22, but after being told the wind was gusting to 27 knots, they elected to land on runway 04. The actual wind was not gusty. The erroneous gust indication was from a malfunction of the LLWAS. On final approach for an ILS runway 04 approach, the flight was advised the wind was from 030° at 5 knots and the RVR was 1,800 feet. Minimum RVR for the approach was 2,400 feet. The crew acknowledged; 22 seconds later, the ELT activated as the aircraft touched down 1,600 feet short of runway 04 and hit approach lighting system, railroad tracks and a fence. Investigations revealed the aircraft descended thru windshear. While maneuvering onto final approach; ground speed varied between 320 and 190 knots as aircraft was maneuvered thru tailwind to headwind near faf. CVR data verified a delay in descent from 4,000 feet to 1,900 feet before reaching faf and that the gear warning horn sounded before extension of gear and speed brakes. There was evidence of low engine rpm during impact, but no preimpact mechanical problem was found. Each pilot had over 10,000 hours of flight time, but only about 160 hours each in jet aircraft. All seven occupants were killed.

The passenger sitting in the copilot's seat stated that she saw fire coming from the right wing and engine area. She stated that she could see a bright 'glow' beneath the skin of the wing. The pilot made a forced landing on a freeway and the aircraft struck a light pole on the highway median. Heavy fire damage was found in the aft portion of the right engine nacelle and right flap assembly. In addition, heavy fire and soot were evident in the interior of the right wing assembly. The passenger was seriously injured and the pilot was killed.

Before and during flight, the pilot received info about thunderstorms in the vicinity of the destination airport. During arrival, the pilot was given the Little Rock altimeter setting. He was cleared to descend and cross the NDB (initial approach fix) at or above 3,100 feet msl, then was cleared for the approach. About 7-1/2 minutes later, the pilot declared a missed approach and requested another. He acknowledged clearance for the 2nd approach, then there was no further radio contact with the aircraft. Subsequently, the aircraft hit trees and crashed on high (mtn) terrain about 6-1/2 miles west-southwest of the airport. Impact occurred while the aircraft was on an easterly heading at about 1,195 feet msl. Minimum altitude for the approach was 2,300 feet until established inbound from the NDB, then when using a Little Rock altimeter setting, a minimum altitude of 1,860 feet was required until passing the baiks fan marker, 4.6 miles from the runway. A pilot, who was waiting to depart the airport, estimated there was a variable overcast at 300 feet to 700 feet and the visibility was 1 to 2 miles with rain. The airport elevation was 464 feet. The aircraft was destroyed and all six occupants were killed.

The pilot had just returned from vacation in the Bahamas before starting a flight from Little Rock to Atlanta with an intermediate stop at Memphis. This itinerary was followed by a return flight to Little Rock via a reverse routing. Witnesses reported the pilot said he had only 2 hours of sleep before departing Little Rock and that he was really tired. Also, company personnel noted the pilot looked 'extremely tired' and was 'really dragging' prior to the last leg of the flight from Memphis to Little Rock. According to ATC personnel, the flight was routine until the aircraft was arriving at Little Rock. During arrival, the pilot was cleared to descend from 7,000 feet to 2,000 feet at his discretion for a visual approach to runway 22. At 0522 cdt, the pilot reported the airport in sight and was cleared for a visual approach. About 4 minutes later, he again reported the airport in sight and was cleared to land. At 1031, radar contact was lost and the aircraft crashed about 4 miles west of the airport. Initial impact was in an open field while descending in a relatively level attitude. The aircraft became airborne for about 3/4 mile, then crashed out of control in the Arkansas River. The pilot, sole on board, was killed.

While approaching for a landing, the aircraft pitched up, rolled inverted and impacted the terrain to the left of the runway. No preimpact part failure/malfunction was found; however, an investigation revealed the aircraft had been loaded with the center-of-gravity (cg) well behind the aft limit. The aircraft had been weighed on 9/8/84. Later, on 1/2/86, weight and balance data had been recomputed after removal of a radar and an autopilot, but an error had been made during the weight and balance preparation. Subsequently, the aircraft was operated in a tail heavy condition. Whether using the existing or the correct data, calculations for this flight should have shown the cg was behind the aft limit. The elevator trim tab was found trimmed to a full nose down position; 200 lbs of ballast had been installed in the vicinity of the aft cargo door. Tests of lung tissue showed the pilot and copilot had alcohol levels of 0,44‰ and 1,71‰, respectively. The pilot's urine tested 0,35‰ for alcohol. Also, phenyltoloxamine, acetaminophen and chlorpheniramine (medications commonly used in decongestants/antihistamines) were detected in his urine. Both occupants were killed.

At 2003 cdt, the flight was cleared for an ILS localizer approach to runway 36 at the Harrison-Boone County Airport. About 7 minutes later, the aircrew reported making a missed approach and the flight was cleared to the outer compass locator for another approach. The crew asked the Harrison FSS specialist to increase the intensity of the approach lights because they did not see the airport until mid-field; the specialist complied. At about 2015 cst, the aircrew reported inbound at the Bakky intersection (outer marker). The outer marker was located 4.7 mi south of the i-hro localizer DME on an outbound heading of 179°. When the flight did not arrive, a search was initiated. The wreckage was found where the aircraft collided with a mountain at the 1,840 feet level on a heading of 335°, 3.5 miles wsw of the airport. The crash site was also located along the 179° radial of the Harrison VOR, roughly the same distance and direction from the VOR as the outer marker was from the localizer DME. The airport weather was 500 feet overcast, 2 miles visibility with fog. Airport elevation is 1,364 feet msl. Both pilots were killed.

A simulated engine failure was initiated by the check airman at 200 feet agl. The pilot followed the emergency procedures and advanced the power levers to bring power back to the engine. The pilot then noticed the engine failed and had insufficient altitude to get an air restart. The subsequent descent resulted in contact with trees off the end of the airport runway. The descent was not arrested and the aircraft struck the terrain and flipped inverted. Examination of the aircraft's left engine revealed foreign contamination of the fuel control governor by air restrictor. Static testing revealed significant malfunctioning at the idle and max governoring speed limits. All three occupants were injured.