California

After flying personnel of entertainment group to Lindbergh Field, aircraft was positioned to nearby Brown Field, since late departure was planned after noise curfew was in effect at Lindbergh. Pilot talked with FSS specialist (splst) 3 times before takeoff. He reported he did not have instruction departure procedures from airport. Splst read departure procedures on phone. On last call to FSS, pilot said he planned to depart VFR toward northeast and obtain IFR clearance after airborne (this route was toward mountains.) During call, pilot expressed concern about remaining cleared of TCA and inquired about staying below 3,000 feet. Splst agreed with pilots concerns, but after accident, splst said he thought pilot was referring to 3,000 feet agl, rather than 3,000 feet msl. Pilot had filed to takeoff at midnight, but didn't get airborne until 0141 pst. Since flight was over 1.5 hours late, IFR flight plan had 'clocked out.' As controller was reentering flight plan in computer, aircraft hit rising terrain near top of mountain, about 8 miles northeast of airport at elevation of about 3,300 feet. No deficiencies were found with aircraft or its engines. Copilot had no type rating for this aircraft, tho he reportedly had made 3 takeoffs and landings in Hawker-Siddeley HS.125. All 10 occupants were killed, among them all members of the country music 'Reba McEntire Band'.
Passengers:
Chris Austin,
Kirk Cappello,
Joey Cigainero,
Paul Kaye Evans,
Jim Hammond,
Terry Jackson,
Anthony Saputo,
Michael Thomas.

SKW5569, N683AV, had been cleared to runway 24L, at intersection 45, to position and hold. The local controller, because of her preoccupation with another airplane, forgot she had placed SKW5569 on the runway and subsequently cleared US1493, N388US, for landing. After the collision, the two airplanes slid off the runway into an unoccupied fire station. The tower operating procedures did not require flight progress strips to be processed through the local ground control position. Because this strip was not present, the local controller misidentified an airplane and issued a landing clearance. The technical appraisal program for air traffic controllers is not being fully utilized because of a lack of understanding by supervisors and the unavailability of appraisal histories.

SKW5569, N683AV, had been cleared to runway 24L, at intersection 45, to position and hold. The local controller, because of her preoccupation with another airplane, forgot she had placed SKW5569 on the runway and subsequently cleared US1493, N388US, for landing. After the collision, the two airplanes slid off the runway into an unoccupied fire station. The tower operating procedures did not require flight progress strips to be processed through the local ground control position. Because this strip was not present, the local controller misidentified an airplane and issued a landing clearance. The technical appraisal program for air traffic controllers is not being fully utilized because of a lack of understanding by supervisors and the unavailability of appraisal histories.

The airplane was observed making several low passes, with its smoke generators operating, over seaplanes anchored in a lake. The last pass was reportedly at an altitude less than 50 feet, and then the airplane was observed entering an abnormally steep climb, followed by a near vertical nose-down attitude to impact. A video tape shows that both propellers were turning. The pilot had received his multi-engine rating in a Beech 76 on 3/6/90, and his type rating in the airplane 3/28/90.

The crew was taking part to an airshow at Crows Landing-Aux Field AFB and practicing touch-and-go. For unknown reasons, the aircraft landed hard, went out of control and came to rest, bursting into flames. All four crew members escaped uninjured while the aircraft was destroyed.

The flight was cleared for a loc runway 11 approach. About 3 minutes later, the 2nd-in-command (sic) reported '. . . We don't get the localizer can you see if we're on course.' The LAX ARTCC R-15 controller confirmed the flight was right of course and below the required altitude. The aircraft's mode C indicated an altitude of 1,400 feet; the controller advised the flight crew to maintain at least 2,300 feet until past the final approach fix (faf). The crew then replied that they were in VMC. Radar svc was terminated and a frequency change to tower was approved. Shortly thereafter, the aircraft hit a eucalyptus tree at about 90 feet agl, 2.05 miles from the approach end of the runway and about 195 feet right of the loc. Elevation of the crash site was 101 feet; minimum descent altitude (MDA) for the approach was 640 feet. The 0645 pdt weather was, in part: indefinite ceiling, 100 feet obscured, vis 1/8 mile with fog, wind from 220° at 4 kts. No preimpact part failure or malfunction of the aircraft was found. All four occupants were killed.

The engine lost oil pressure while climbing through 6,000 feet, and the pilot requested to return to his departure airport. ATC informed the pilot of a closer airport. The pilot secured the engine, feathered the prop, and made a power-off descent to the airport. The pilot elected to make a downwind approach to runway 12L due to his altitude. The airplane overflew the runway and touched down past the departure end. It penetrated the airport perimeter fence, struck several trees, a sign post, a light pole, and an auto before coming to rest in a residential area. Examination of the wreckage revealed the loss of pressure was due to oil leaking. The oil filler cap was found improperly adjusted after the original installation. The maintenance manual does not approve any field repairs on the oil filler cap engaging mechanisms. The airplane's flaps were found at a 7° intermediate setting.

The crew was completing a local training flight at Chico Airport. After touchdown, the nose gear collapsed. The airplane slid on its nose for few dozen yards before coming to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll on runway 24 at McClellan-Palomar Airport, one of the engine failed between V1 and VR. After both wings struck the runway surface, the crew lost control of the airplane that crash near the runway end. Both pilots were slightly injured and the aircraft was written off.

The pilot reported that the aircraft landed normally and during the landing roll a loud 'bang' was heard and the right main landing gear collapsed. An investigation was conducted by an FAA airworthiness inspector. During this investigation, it was noted that a washer in the right main landing gear assembly failed. Subsequent investigation, including a review of the aircraft maintenance records, revealed that cessna aircraft service information letter number ME83-37, dated november 23, 1983 had not been complied with. This service letter recommended replacement of the original washers with a new washer, Cessna part number S1450-5H12-063. (Old part number 5045018-2)