Texas

During the cross-country instrument flight rules flight, the pilot was in contact with air traffic control personnel. The controller cleared the airplane to flight level 210 and gave the pilot permission to deviate east of the airplane's route to avoid weather and traffic. A review of radar data showed the airplane heading southward away from the departure airport and climbing to an altitude of about 14,800 feet mean sea level (msl). Shortly thereafter, the airplane turned north, and the controller queried the pilot about the turn; however, he did not respond. The airplane wreckage was located on ranch land with sections of the airplane's outer wing, engines, elevators, and vertical and horizontal stabilizers separated from the fuselage and scattered in several directions, which is consistent with an in-flight breakup before impact with terrain. A review of the weather information for the airplane's route of flight showed widely scattered thunderstorms and a southerly surface wind of 30 knots with gusts to 40 knots. An AIRMET active at the time advised of moderate turbulence below flight level 180. Three pilot reports made within 50 miles of the accident site indicated moderate turbulence and mountain wave activity. An assessment of the humidity and freezing level noted the potential for clear, light-mixed, or rime icing between 10,700 and 17,300 feet msl. Postaccident airplane examination did not reveal any mechanical malfunctions or anomalies with the airframe and engines that would have precluded normal operation. It's likely the airplane encountered heavy to extreme turbulence and icing conditions during the flight, which led to the pilot’s loss of control of the airplane and its subsequent in-flight breakup.

The airplane was substantially damaged during an in-flight encounter with weather, in-flight separation of airframe components, and subsequent impact with the ground near Wells, Texas. The private pilot, who was the sole occupant, was fatally injured. The airplane sustained impact and fire damage to all major airframe components. The aircraft was registered to H-S Air LP and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Instrument meteorological conditions prevailed for the flight, which operated on an instrument flight rules (IFR) flight plan. The flight originated from the West Houston Airport (IWS), Houston, Texas, about 2040 and was bound for the Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma. Witnesses near the accident site reported hearing an explosion and then seeing a fireball descending through the clouds to the ground. Radar track data for the last portion of the flight depicted the airplane on a 7720 transponder code. The track showed the airplane initially on a heading of about 20 degrees at 23,000 feet. The track continued in this direction until 2120:03.73 when the airplane began a right turn. The right turn continued for about 30 seconds during which time the altitude remained constant and the heading changed to about 90 degrees. After 2120:45.86, the track showed an erratic steep descent that continued to the end of the data. The final data location was received at 2122:15.53 at an altitude of 2,800 feet. The accident location was 0.86 miles and 94 degrees from the last recorded radar position.

The commercial pilot was distracted by the nose cargo door popping open during takeoff; the airplane stalled and collided with trees off the end of the runway. The pilot said there were no mechanical problems with the airplane or engines and that he was fixated on the cargo door and lost control of the airplane. He also said that due to stress, he was not mentally prepared to handle the emergency situation.

Before the flight, the pilot did not obtain a weather briefing and departed without approval from company personnel. The airplane departed the airport about 0230 and climbed to 14,500 feet mean sea level. The pilot obtained visual flight rules (VFR) flight following services from air traffic control (ATC) personnel during the flight. While the airplane was en route, ATC personnel advised the pilot that an area of moderate precipitation was located about 15 miles ahead along the airplane’s flight path. The pilot acknowledged the transmission and was then directed to contact another controller. About 3 minutes later, the new controller advised the pilot of an area of moderate to extreme precipitation about 2 miles ahead of the airplane. The pilot responded that he could see the weather and asked the controller for a recommendation for a reroute. The controller indicated he didn’t have a recommendation, but finished by saying a turn to the west (a right turn) away from the weather would probably be better. The pilot responded that he would make a right turn. There was no further radio contact with the pilot. Flight track data indicated the airplane was in a right turn when radar contact was lost. A review of the radar data, available weather information, and airplane wreckage indicated the airplane flew through a heavy to extreme weather radar echo containing a thunderstorm and subsequently broke up in flight. Postaccident examination revealed no mechanical malfunctions or anomalies with the airframe and engines that would have precluded normal operation. During the VFR flight, the pilot was responsible for remaining in VFR conditions and staying clear of clouds. However, Federal Aviation Administration directives instruct ATC personnel to issue pertinent weather information to pilots, provide guidance to pilots to avoid weather (when requested), and plan ahead and be prepared to suggest alternate routes or altitudes when there are areas of significant weather. The weather advisories and warnings issued to the pilot by ATC were not in compliance with these directives. The delay in providing information to the pilot about the heavy and extreme weather made avoiding the thunderstorm more difficult and contributed to the accident.

The pilots reported that the cargo airplane was about 60 pounds over its maximum takeoff weight. Because their taxi to the assigned runway was long, they decided to reduce weight by using higher-than-normal engine power settings to burn fuel before takeoff while using the wheel brakes to control the airplane’s speed while taxiing. During the taxi, a fire ignited in the right wheel housing. The pilots brought the airplane to a stop on the taxiway, evacuated, and attempted to extinguish the fire with two handheld fire extinguishers. Airport firefighting personnel arrived on scene and extinguished the fire using foam suppressant. Although the fire damage was extensive, postaccident examination of the airplane did not show evidence of mechanical malfunctions or failures with the wheel and brake system that could have caused the fire. The right and left main landing gear tires deflated when the fusible plugs in the wheels blew due to overheating. The fusible plugs are designed to “fail” if the wheels overheat, and those plugs functioned as designed. The pilots stated that they had been trained to not ride the brakes while taxiing. However, the captain stated that he did not realize that he was in danger of blowing the tires much less causing a fire, otherwise he would not have attempted to bum off excess fuel while taxiing.

The aircraft collided with terrain while on an instrument approach to the Midland Airpark (MDD), near Midland, Texas. The commercial pilot, who was the sole occupant, sustained serious injuries. The airplane was registered to and operated by Quality Lease Air Services LLC., under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed for the cross-country flight. The flight originated from the Wharton Regional Airport (ARM), Wharton, Texas, about 0626. The pilot obtained a weather briefing for the flight to MDD. The briefing forecasted light freezing drizzle for the proposed time and route of flight. While on approach to MDD, the airplane was experiencing an accumulation of moderate to severe icing and the pilot stated that he had all the deicing equipment on. According to the pilot, the autopilot was flying the airplane to a navigational fix called JIBEM. He switched the autopilot to heading mode and flew to the final approach fix called WAVOK. He deployed the deice boots twice before approaching WAVOK. An Airport Traffic Control Tower (ATCT) controller informed the pilot, that according to radar, he appeared to be flying to JIBEM. The pilot responded that he was correcting back and there was something wrong with the GPS. The controller canceled the airplane's approach clearance and the controller issued the pilot a turning and climbing clearance to fly for another approach. The pilot stated that his copilot's window iced up at that point. The pilot was vectored for and was cleared for another approach attempt. The pilot said that his window was "halfway iced up." About two minutes after being cleared for the second approach, the controller advised the pilot that the airplane appeared to be "about a half mile south of the course." The pilot responded, "Yep ya uh I got it." The pilot was given heading and climb instructions in case of a missed approach and was subsequently cleared to change to an advisory frequency. The pilot responded with, "Good day." The pilot had configured the aircraft with approach flaps and extended the landing gear prior to reaching the final approach fix. The pilot stated the aircraft remained in this configuration and he did not retract the gear and flaps. The pilot stated that he descended to 3,300 feet and was just under the cloud deck where he was looking for the runway. The pilot's accident report, in part, said: Everything was flying smooth until I accelerated throttles from about halfway to about three quarters. At this point I lost roll control and the airplane rolled approximately 90 degrees to the left. I disengaged autopilot and began to turn the yoke to the right and holding steady. It was slow to respond and when I thought that I had it leveled off the airplane continued to roll approximately 90 degrees to the right. At this time I was turning the yoke back to the left and pulling back to level it off, but it continued to roll to the left again. I was turning the yoke to the right again as I continued to pull back and the airplane rolled level, and the stall warning horn came on seconds before impact on the ground. The pilot stated he maintained a target airspeed speed of 120 knots on approach and 100 knots while on final approach. He stated he was close to 80 knots when the aircraft was in the 90° right bank. Witnesses in the area observed the airplane flying. A witness stated that the airplane's wings were "rocking." Other witnesses indicated that the airplane banked to the left and then nosed down. The airplane impacted a residential house, approximately 1 mile from the approach end of runway 25, and a post crash fire ensued. The pilot was able to exit the airplane and there were no reported ground injuries.

The aircraft was substantially damaged while landing at the Gladewater Municipal Airport (07F), Gladewater, Texas. The private pilot and three passengers received minor injuries, and the forth passenger was seriously injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Natchitoches Regional Airport (IER), Natchitoches, Louisiana, around 1550. While preparing to enter the traffic pattern at 1,800 feet above ground level, the pilot checked the wind on his Garmin 696 with NEXRAD and also heard a wind update on the radio for the nearest weather facility. The current wind was understood to be from 170 degrees between 20 and 25 knots. The pilot entered the pattern in a left downwind for runway 14 and began to slow the airplane down. The pilot stated he was on short final and at an airspeed of about 120 knots when a gusting crosswind pushed the airplane 30 feet right of the runway centerline and began to descend very quickly. The pilot decided to perform a go-around maneuver and added full engine power. As engine power was added, the twin-engine airplane began to roll to the right. The pilot then elected to reduce engine power and land. The airplane impacted and exited the runway before coming to rest in an upright position. Investigators from the National Transportation Safety Board, the Federal Aviation Administration, Cessna Aircraft Co., and Continental Motors, Inc. performed a post accident examination of the airplane and the engines. Examination of the airplane revealed substantial damage to the fuselage, empennage, wings, and landing gear. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation. At 1553, the aviation routine weather report at East Texas Regional Airport in Longview, Texas, about 16 nautical miles southeast of the accident location was: wind 170 degrees and 16 knots gusting to 23 knots; visibility 10sm; few clouds at 4,900 feet above ground level; temperature 23 degrees Celsius and dew point 13 degrees Celsius; altimeter 29.92 inches of mercury. At 1530, the weather station reported a peak wind gust of 27 knots from 190 degrees.

While landing, the airplane touched down short of the runway, the left main landing gear impacted the edge of the runway and collapsed, and the airplane departed the edge of the runway into a culvert. The airplane’s left wing sustained substantial damage.

While on a straight-in global-positioning-system approach, the airplane broke out of the clouds directly over the end of the runway. The pilot then remained clear of the clouds and executed a no-flap circling approach to the opposite direction runway. The pilot said that his airspeed was high when he touched down. The landing was hard, and the right main landing gear tire blew out, the airplane departed the runway to the left, and the left main landing gear collapsed. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.

The pilot reported that shortly after takeoff the engine lost power momentarily, just before losing power completely. The pilot performed an emergency landing in a nearby field. The airplane sustained substantial damage during the forced landing. The airframe, engine, and engine accessories were examined. Fuel was noted at the engine, and no anomalies were revealed that would have contributed to the accident. The cause of the loss of power could not be determined.