At about 0950 Mountain time, the airplane sustained substantial damage shortly after takeoff. The solo private pilot was fatally injured. Visual conditions prevailed.
According to witnesses, shortly after the airplane took off it was observed in a nose-high attitude at about 400-to-500 feet agl. The airplane then entered a steep 60-to-90-degree left bank and its wings were observed to wobble back and forth before it entered a steeper turn to the left. The left wing dropped and the airplane began to spin, making one to 1 turns before it impacted a road in front of the airports terminal building. The airplanes engine was operating until it hit the ground. According to a friend of the accident pilot, he had purchased the airplane two days before the accident and had no previous flight experience in an RV-3.
The airplane was substantially damaged at about 0950 Central time when it impacted terrain. The solo airline transport pilot was fatally injured. Visual conditions prevailed.
While en route to Austin, Texas, the pilot was receiving flight following. After advising ATC of a planned descent, there was no further communication with the flight. The airplane came to rest in an open pasture with rolling terrain. Impact signatures were consistent with a near-vertical impact. All major airplane components and flight control surfaces were accounted for at the scene. At 0955, a weather observation facility about 16 nm from the accident site reported wind from 240 degrees at nine knots, gusting to 14 knots, visibility 10 miles, clear skies, temperature of 64 degrees F and dewpoint of 55 degrees F.
At about 1052 Pacific time, the airplane experienced an uncommanded yaw to the right immediately after takeoff. Neither the airline transport pilot nor the four passengers were injured. Visual conditions prevailed.
The pilot subsequently reported encountering a severe yaw to the right, accompanied by a significant roll to the right, upon rotation. The pilot added left aileron and rudder as a counter; however, left rudder input was not effective. While passing through 10,000 feet msl with the cross-control condition unresolved, the pilot opted to return to the departure airport.
During the descent and continuing through landing, the pilot was forced to use cross-control inputs; left rudder input had no effect on countering the right yaw. The pilot stated that after touching down and during the landing roll, he used differential power to maintain his track on the runway. After coming to a stop on the runway, the pilot taxied to parking unassisted. The airplane sustained minor damage to its left winglet.
The airplane experienced a loss of power and collided with a tree at about 1000 Pacific time while on approach to land. The solo private pilot was fatally injured; the airplane sustained substantial damage. Visual conditions prevailed.
Numerous witnesses observed the airplane maneuvering toward the airport at a very low altitude, just below the cloud layer. Most witnesses estimated the airplane was about 100-200 feet above the tree tops. One witness, on a hill about 1.5 nm southwest of the airport, stated the airplane was lower than normal and the engine did not sound as if it was producing full power. Witnesses closer to the accident site noted that the airplane was not making any noise.
At about 1010 Central Time, the airplane overran the runway after landing. The two airline transport pilots were not injured; the airplane was substantially damaged. Instrument conditions prevailed; an IFR flight plan was in effect for the positioning flight.
The first officer later stated ATC reported there was no standing water on the runway when the flight was cleared to land. During the approach, the first officer noted a 15-knot tailwind, which decreased to nine knots on touchdown. After landing, the captain, who was flying the airplane, applied the brakes but they were unresponsive. She then activated the emergency brakes twice, but the airplane continued past the end of the runway and onto a grassy area. The airplane crossed a service road and came to rest in a drainage ditch. The airplane came to rest with its empennage section partially submerged in water and facing the opposite direction.
The airplane landed long and went off the end of the runway at 1252 Central time. The solo pilot sustained a minor injury. The airplane was substantially damaged. Instrument conditions prevailed; an IFR flight plan was in effect.
The pilot was cleared to land and was advised the runway was wet. A witness observed the airplane halfway down the runway and still airborne. The pilot later stated his brakes had failed, but the system was tested and they operated normally. Examination of the runway revealed evidence of hydroplaning.
At about 0245 Central time, the airplane impacted a residence while attempting to return after takeoff. The solo commercial pilot was fatally injured and the airplane was substantially damaged. Night visual conditions prevailed for the Part 135 on-demand cargo flight, which operated on an IFR flight plan.
The flight was cleared for takeoff at 0238. About two minutes later, the pilot informed ATC he was having trouble with the left engine and requested a return to the airport. At 0241, ATC cleared the pilot to land as requested. The final radar data was recorded at 0242:01, about 0.54 miles south-southwest of the landing runways approach threshold and about 0.15 miles southwest of the accident site. The altitude associated with the final data point was about 800 feet msl. The accident site was located 0.50 miles southeast of the runway threshold.
The airplane was substantially damaged at about 1720 Central time upon impacting terrain following a loss of engine power during takeoff. The two pilots and the passenger all sustained serious injuries. Evening dusk visual conditions prevailed; an IFR flight plan had been filed.
Emergency responders reported one of the pilots told them an engine lost power immediately after taking off and the takeoff was aborted. When the pilot saw he would not be able to stop on the runway, he shut down the opposite engine. The airplane exited the end of the runway surface, impacted rough terrain and came to rest upright.
At about 1420 Pacific time, the airplane veered off the runway during landing, sustaining substantial damage to its right wing. The private pilot and two passengers were not injured. Visual conditions prevailed.
The pilot subsequently stated he had difficulties controlling the airplane after its nosewheel settled to the runway during the landing roll. The pilot further stated the airplane initially veered to the left but he was able to initially counteract the veering. Subsequently, the airplane veered left a second time and exited the runway surface.
The airplane was destroyed at about 1730 Mountain time when it impacted terrain under unknown circumstances. Instrument conditions prevailed; an IFR flight plan had not been filed. The private pilot and passenger were fatally injured.
At 1655, a nearby weather observation reported the following: no wind, visibility -mile in light snow, an overcast ceiling at 100 feet, temperature and dewpoint of 1 degree Celsius, altimeter 29.92 inches of mercury.
The airplane sustained substantial damage during a forced landing at about 1645 Alaska time, following a partial loss of engine power just after takeoff from a remote unimproved airstrip. The airline transport pilot and two passengers were not injured. Visual conditions prevailed for the Part 135 on-demand charter flight.
The pilot subsequently stated that, just after takeoff, as the airplane climbed through approximately 35 feet agl, the engine began to gradually lose power. Unable to restore engine power, the pilot made a forced landing in an area of densely populated black spruce trees. During the forced landing, the airplane sustained substantial damage to the wings and fuselage.
The airplane collided with terrain at 1735 Mountain time, fatally injuring the solo private pilot. The airplane was destroyed by the collision and a post-impact fire. Visual conditions prevailed.
While en route, the pilot was receiving VFR flight following from ATC. After inquiring about icing in the area and requesting information on cloud tops, the pilot mentioned that he might have to turn around and return to his departure airport. The pilot then stated he was diverting to an airport about 28 miles west of his then-current position. Radar contact and communication with the airplane was a few minutes later. A first responder later stated it began to snow heavily, the wind was gusting and visibility decreased as he was responding to the accident scene.
At about 2020 Central time, the airplane was reported missing. Both the flight instructor and commercial pilot were subsequently found fatally injured. Damage to the airplane is unknown; it had not been recovered. Night visual conditions prevailed, an IFR flight plan had been filed.
At 2015, the pilot was issued a takeoff clearance. The pilot later reported airborne. A few minutes later, the pilot requested to return to the departure airport; there are no reports of a distress call. At 1953, observed weather included wind from 010 degrees at 18 knots, visibility 10 miles and an overcast at 1000 feet.
The helicopter was ditched into the Gulf of Mexico off the Louisiana coast at about 1355 Central time, following a loss of engine power. The pilot and three passengers were uninjured. The helicopter sustained no damage during the ditching. Day visual conditions prevailed for the Part 135 on-demand air taxi flight, which was originating from an oil platform. A nearby weather observation included wind from 190 degrees at seven knots, visibility seven sm, scattered clouds at 4200 feet and broken clouds at 6500 feet.
The airplane was substantially damaged at about 1258 Eastern time when it impacted a fence and terrain in a pasture. The solo private pilot received serious injuries. Visual conditions prevailed; the flight was originating at the time of the accident.
According to a witness, the pilot began the takeoff roll at the runways approach end and the airplane lifted off within the first 2000 feet. The takeoff roll, initial climb and engine noise were normal. At about 200 feet agl, the airplane leveled off and continued down the runway with its landing gear extended and partial flaps deployed. Then the airplane began a left turn, which increased to a very sharp left bank and the nose dropped. The wings had rolled back toward level just as the airplane went out of view. The airplane impacted a fence and then terrain in a pasture about mile to the left of the runway and abeam the 1000-foot marker for the reciprocal runway.
At about 1500 Pacific time, the airplane collided with power lines and terrain. The private pilot and passenger were fatally injured; the airplane was substantially damaged. Visual conditions prevailed.
The airplane wreckage was located a day after a family member reported the flight overdue. Examination revealed the airplane collided with steep terrain and remained intact. Overhead power distribution lines located a few hundred feet from the main wreckage were found separated near their mid-spans, at about 300 feet agl. Residents near the accident site reported a power outage around the time of the accident.
The airplane was substantially damaged at about 1822 Eastern when it impacted trees and terrain. The flight instructor was fatally injured; the student pilot received serious injuries. Night visual conditions prevailed for the instructional flight.
Preliminary radar information indicates the flight maintained an altitude of about 3000 feet msl, a consistent groundspeed of 87 knots and a course of 227 degrees. There was no record of communication between the flight and ATC. The airplane impacted the side of a mountain at about 3100 feet msl, approximately 300 feet below the ridgeline. All major components of the airplane were accounted for at the accident site. Observed nearby weather at the time of the accident included clear skies with mild winds.
At about 1800 Eastern time, the airplane impacted a farm field; a post-impact fire ensued. The pilot, a pilot-rated passenger and another passenger sustained fatal injuries. The airplane was destroyed by the impact and subsequent fire. Night IFR conditions prevailed; an IFR flight plan was in effect.
While en route at about 1729, the pilot requested a climb to 10 or 11 thousand feet msl-because he was picking up a little ice-and was cleared to 10,000 feet msl. At about 1749, the pilot requested a lower altitude and was cleared to 5000 feet. The last radio transmission from the airplane was received about 1754. The last transponder reply was at 1757, which indicated the airplane was at 5100 feet msl south and east of the accident site.
At 1753, weather observed about 38 miles east of the accident site included wind from 260 degrees at 10 knots, three sm visibility, an overcast at 600 feet and temperature of seven degrees C.
The airplane experienced loss of engine power while on final approach and collided with terrain short of the runway at 1145 Pacific time. The commercial pilot and single passenger were uninjured. Visual conditions prevailed.
While on a long final at about 3000 feet agl, the pilot felt a loss of engine power. Multiple attempts failed to restart the engine. A forced landing was made to flat desert terrain. The right wing and landing gear sustained structural damage during the off-field landing. The pilot stated that the center fuel tank was full; the wing tanks were empty.
At about 1456 Pacific time, the airplane was substantially damaged during a forced landing following loss of engine power. The solo private pilot sustained minor injuries. Visual conditions prevailed; an IFR flight plan had been filed.
During cruise flight at about 12,000 feet msl, the engine began to run rough, and oil covered the windshield. The pilot immediately diverted to a nearby airport. Shortly thereafter, the engine lost power. The pilot initiated a forced landing in an open field, during which the the right wing struck the ground and the airplane nosed over.
