Pennsylvania

Piper Aerostar 601, N3645D, was arriving as Bell 412 (helicopter), N78S, was departing. N3645D reported the aircraft's nose gear indicator light did not illuminate to verify the nose gear was down and locked. Crew of N78S heard the communication and saw N3645D as they crossed beneath N3645D's approach path. They reported N3546D's nose gear appeared to be extended. N3645D flew past the tower and tower personnel also reported the nose gear appeared to be extended. As N3645D was cleared to turn downwind, N78S offered to join for a closer look. Captain of N3645D accepted the offer. During joinup, N78S converged from left rear, then reported they would pass around the right side and look at everything as they went by. They reported that everything looked ok. Moments later, the two aircrafts collided and crashed to the ground. No mechanical reason was found that would have resulted in the accident. None of the pilots had training for flight in close proximity to another aircraft. There were indications the captain of N3645D lacked training in aircraft systems and that his employer (the operator) lacked surveillance by the FAA. The emergency procedure section of the Aerostar flight manual lacked info on emergency gear extension. All three occupants were killed as well as both pilots on board the helicopter. Four other people on the ground were injured, one seriously.

The flight was from Monongahela to Pittsburgh to Teterboro, NJ, then return to Pittsburgh and back to Monongahela. The flight departed Monongahela with 100 gallons of fuel; 160 gallons were added at Pittsburgh; and 80 gallons were added at Teterboro. The pilot wanted to add more fuel at Teterboro but the owner did not due to the higher cost of fuel and the fuel gage indications. During the return trip no fuel was added at Pittsburgh because the pilot did not have a credit card provided by the owner or money to buy fuel. The flight experienced a two-engine power loss due to fuel exhaustion while approaching the Monongahela Airport. Subsequent examination of the cockpit fuel gages showed a total of 125 gallons in the left tank and 90 gallons in the right tank; the reading remained the same with or without power.

The pilot departed on a local VFR flight at 1117. At 1154 he contacted Erie tower for landing. He then advised the tower at 1159 that he had feathered the right engine. One minute later he reported that the left engine was '...kicking out.' The aircraft stalled into a house 6 miles from the airport, and just short of the shoreline of Lake Erie. No fuel was found in the right wing. 7 gallons were drained from the left wing; no fuel was found in the left engine. Right fuel quantity c/b secured in out position by wire tie; several burned components found on back of right fuel quantity gage pc board. Most recent record of fuel purchase which could be found was for May 25, 1989. A pocket diary was found in the wreckage which contained entries of flight times and fuel quantity notations. The accident occurred at 155 Euclide Avenue, Erie, about six miles east of runway 24 threshold. Both occupants were killed.
Pilot:
Floyd E. Smith.
Passenger:
Elwood Graham.

The aircraft made a hard landing, ran off the right side of the runway and collided with the terrain. Subsequently, the plane erupted in flames and was destroyed, but the pilot and passengers were not injured.

Before takeoff, the crew indicated the flight would be for 'check rides' and that they planned to 'shoot approaches' and proceed to the practice area to do some airwork. ATC advised the pilots that the cloud bases were at 3,500 feet msl. Elevation of the terrain (where the aircraft subsequently crashed) was 1,225 feet. Prior to the accident, witnesses saw the aircraft circling in a steep turn at low altitude. One witness reported it was circling as if to land. Subsequently, it impacted in a steep nose down, slight left wing low, attitude. Several witnesses reported that one or both engines sputtered before the aircraft crashed; however, an exam of the engines revealed no indication of a preimpact malfunction or failure. An exam of the airframe revealed the landing gear was in the extended position when the aircraft crashed. Exam of the props indicated that both engines were producing an equal amount of power. The airwork to be completed included steep turns, stalls, and flight at minimum control airspeed. Both occupants were killed.

Evidence indicates that the airplane flew straight into the side of a 1,320 feet mountain at the 1,280 feet level. The recommended minimum flight altitude for this designated mountainous area, at night, is 3,500 feet. There was no evidence of any mechanical problems. The pilot, sole on board, was killed.

Aircraft entered an area of forecast moderate icing. Ice detection system had been intermittently inoperative. The aircraft entered holding in icing conditions while checking flight inspection equipment. Evidence indicated crew noted ice accretion, activated surface de-ice system, ice broke loose and entered engine intakes. Both engines flamed out. During emergency descent crew initially re-starts, but neither engine would sustain power. Crew requested vectors to more distant airport. Both pilots were seen drinking previous night. Copilot had recently lost drivers license for dui. Captain had decided to retire that day. Copilot had worked in flight ops 3 days in 8 weeks and had limited training in flight inspection. Both pilots had personal stresses which may have influenced performance. Captain's contaminated thoracic blood revealed 0.057% alcohol. Putrefaction would accentuated for part of alcohol level. Copilot had trace alcohol in urine only. Both engines showed compressor fod consistent with ice ingestion. No other aircraft system or engine malfunction found.

The copilot (dual student) was to get a prof check on the 1st leg of the flight with a simulated single engine power loss on takeoff. According to witnesses, the takeoff was normal until lift off approximately 3,200 feet down the runway; but after lift-off, the aircraft climbed only about 50 feet and didn't seem to accelerate. They reported the nose pitched up and the aircraft went in a steep bank attitude near the departure end of the runway. Subsequently, it descended and crashed in wooded terrain in a right wing down, nose high attitude. A bystander tried to get in the aircraft to rescue the pilots, but the door was jammed and he was unable to break the cabin windows. A fire erupted and engulfed the aircraft. Due to rough terrain, there was a delay in getting fire fighting equipment to the accident site. No preimpact mechanical failures were found. The gear, flaps and spoilers were found in the retracted position. For takeoff, the flaps should have been extended to the 8° or 20° position. The stall speeds for 20°, 8° and no flaps were 104.5, 109.0 and 119.5 knots, respectively. The captain was an FAA designated flight examiner and a certified flight instructor (cfi).

Reason for the Cessna to veer in a semi-circle and collide with another aircraft is undetermined. Examination of the start lock assemblies could not be completed due to the extensive impact and fire damage. The aircraft was being prepared for a flight. During a manual speed governor check on the left engine the aircraft veered in a semi-circle. An attempt to examine the aircraft start locks was negated by the fire damage from the collision. Both occupants escaped uninjured.

While parked at Erie Airport, the BAe Jetstream 31 was hit by a private Cessna 441 registered N117EA. Both aircraft caught fire and were destroyed. There were no casualties.