MILLER AVIATION, LLC

Operated by MILLER AVIATION LLC (per NTSB report)

The pilot's flight below the published minimum descent altitude in instrument meteorological conditions, which resulted in a collision with trees and the ground. Contributing to the accident was the pilot's use of nighttime cold medication at doses above therapeutic levels that may have resulted in impairment and posed a hazard to flight safety.

Operated by Miller Aviation, LLC (per NTSB report)

The pilot's excessive use of the airplane's wheel brakes, which resulted in a nose over during landing.

Operated by MILLER AVIATION, INC. (per NTSB report)

the pilot-in-command's failure to refuel the airplane prior to fuel exhaustion. A factor in the accident is the false indications on the fuel gauges.

Operated by MILLER AVIATION (per NTSB report)

THE PILOT'S FAILURE TO MAINTAIN AIRCRAFT CONTROL DUE TO ALCOHOL IMPAIRMENT. FACTORS WHICH CONTRIBUTED TO THE ACCIDENT WERE: THE PILOT'S INTENTIONAL FLIGHT INTO ADVERSE WEATHER, FOG, AND THE DARK NIGHT.

Part: HSI — OUT OF LIMITS (COCKPIT)

UPON DEPARTURE THE HSI SHOWED 60 DEGREES OFF ACTUAL HEADING. RE-SLAVE ATTEMPT UNSUCCESSFUL. NOTIFIED ATC AND RETURNED TO FIELD. LANDED WITHOUT INCIDENT. RE-CENTERED HSI. OPERATIONAL CHECK SATISFACTORY.

Part: WINDSHIELD — DELAMINATED (COCKPIT) · airframe 10,222 hrs

PILOT WAS CLIMBING THROUGH 11,000 WHEN WINDSIELD DELAMINATED AND SPIDER CRACKED. PILOT MADE A PRECAUTIOANARY LANDING.

Part: INTAKE VALVE — FAILED (ENGINE) · airframe 11,133 hrs

PILOT REPORTED A VIBRATION IN THE LT ENGINE AND MADE A PRECAUTIONARY LANDING. UPON INVESTIGATION IT WAS FOUND THAT THE LT ENGINE HAD DROPPED AN INTAKE VALVE AND A HOLE HAD BEEN KNOCKED IN THE CASE BELOW THE MAGS.

Part: SKIN — DAMAGED (FUSELAGE)

PILOT WAS DISPATCHED TODAY TO PICK UP MECHANICS AND SPARE TIRE. UPON ARRIVAL PILOT WENT TO RESTROOM AND WHEN HE RETURNED, MECHANICS WERE LOADING THE ACFT. PILOT NOTED DAMAGE TO SKIN BELOW BAGGAGE DOOR BUT WAS UNSURE IF IT WAS NEW DUE TO DARKNESS AND PSA MECHANICS OFFERING NO INFORMATION, THIS AREA IS PRONE TO DENTS AND DINGS. UPON ARRIVAL AT DESTINATION WHILE UNLOADING, PILOT NOTED PAINT CHIPS ON SPARE TIRE AND CARPET. PSA MECHANICS THEN OFFERED THAT THEY HAD DROPPED THE TIRE AND IT HAD BOUNCED UP INTO THE SKIN OF THE AIRCRAFT BELOW THE BAGGAGE DOOR. PILOT CONTACTED MAINTENANCE TO REPORT DAMAGE UPON RETURN TRIP. DAMAGE APPEARS TO BE SKIN DAMAGE, HOWEVER DER SERVICES ARE BEING EMPLOYED DUE TO LOCATION OF SKIN DAMAGE.

Part: MOUNT — DAMAGED (ENGINE)

LEFT AND RIGHT ENGINE, BOTH FRONT MOUNT UPPER HALVES COMPRESSED EXCESSIVELY. THE LT FRONT MOUNT ON THE LT AND RT ENGINE WERE EXPOSING .2500" OF INNER BARREL. SUBSEQUENTLY, THE LT ENGINE NR 6 CYLINDER HEADER TUBE RUBBED THE ENGINE BEAM EXTENSION. IT HAS NOT BEEN UNCOMMON TO FIND THIS CONDITION ON THE LT FRONT MOUNT AFTER 100 HOURS TIS.

Part: PISTON — FAILED (NR 2 CYLINDER)

THE LT ENGINE WAS EXHIBITING LOW OIL PRESSURE. THE OIL FILTER WAS PULLED, CUT OPEN, AND INSPECTED. A SIGNIFICANT AMOUNT OF METAL WAS FOUND. THE ENGINE WAS THEN TORN DOWN FOR FURTHER INSPECTION. CHUNKS OF PISTON SKIRTING WAS FOUND IN THE OIL PAN, NR 2 PISTON HAD COME APART AT THE SKIRTING AROUND THE BOTTOM RING-LAND BELOW THE PISTON PIN, AND THE NR 1 PISTON WAS FOUND THE BE CRACKED IN THE SAME AREA THAT THE NR 2 PISTON WAS BROKEN. NR 2 PISTON TAKEN FOR METALLURGICAL TESTING. A POSSIBLE CONTRIBUTING FACTOR MAY HAVE BEEN THE START OF THE ENGINE AT A TEMPERATURE NEAR 0 DEGREES (F). (K)

Part: BULKHEAD — CRACKED (RT WING)

WHILE AC WAS IN FOR AN ANNUAL INSPECTION, A CRACK WAS FOUND IN THE REAR MOUNT BULKHEAD ON THE RT MAIN TANK. THE CRACK WAS APPROX 1.5 INCH LONG AND LOCATED IN THE UPPER IB RADIUS OF THE WEBBING, NOT THE FLANGE. THE CRACK DID NOT ORIGINATE FROM AN EDGE OR A HOLE AND WAS PERPENDICULAR TO THE RADIUS. A PROBABLE CAUSE WAS PART FATIGUE DUE TO AGE OF PART. SOME POSSIBLE CONTRIBUTING FACTORS WERE FLIGHTS INTO TURBULENT WEATHER DUE TO AIRCRAFT BEING OWNED BY A CHARTER COMPANY. AC TOTAL TIME AT TIME OF REPLACEMENT WAS 11286.4 HRS AND PART TIME IS ASSUMED TO BE THE SAME. THE PART WAS REPLACED WITH A NEW PART FROM MFG. (K)

Part: SKIN — DEBONDED (RT AILERON)

RT AILERON WAS REMOVED FROM AIRCRAFT DUE TO DEBONDING. SKIN OF AILERON WAS DEBONDED IN SEVERAL PLACES ALONG THE RIBS AND SPAR. SUSPECTED CAUSE IS AGE. (K)

Part: CLEVIS PIN — MISSING (MLG DOOR)

COTTER PIN CAME OUT OF CLEVIS PIN ITEM NR 5 OR CLEVIS PIN FAILED ATTACHING NOSE GEAR DOOR PUSH PULL TUBE TO THE EYE BOLT ON THE LT NOSE GEAR DOOR. ON TAKE OFF THE LT GEAR DOOR BLEW SHUT. WHEN GEAR WAS RETRACTED THE NOSE GEAR JAMMED HALF WAY UP, BREAKING BELLCRANK UNDER PILOTS FEET. NOSE GEAR WOULD NOT COME DOWN. NUMEROUS HIGH G MANEUVERS WERE PERFORMED IN AN ATTEMPT TO GET GEAR TO DROP, WOULD NOT. AIRCRAFT WAS LANDED ON THE MAINS, ENGINES WERE FEATHERED AN AIRCRAFT CAME TO STOP ON NOSE AFTER SLIDING NOSE APP 200 FT. NOSE WAS LIFTED, NOSE WHEEL WAS EXTENDED AND LOCKED AND AIRCRAFT WAS PULLED TO HANGER. (K)

Part: R NAV SYS — FAULTY (COCKPIT NAV)

PILOT REPORTED INOPERATIVE NAV/LOCALIZER ON 109.50 MHZ AND A LOUD SQUEAL IN AUDIO. PROBLEM WAS PECULIAR TO THAT FREQUENCY AND DID NOT APPEAR IN OTHER NAV RADIO. DETERMINED PROBLEM TO BE IN THE UNIT AND NOT IN THE AIRCRAFT. TESTED 3 OTHER KNS-80'S AND ALL DISPLAYED SAME PROBLEM, ALTHOUGH IT WAS NOT BAD ENOUGH TO DEGRADE THE NAV PERFORMANCE. CONSULTED THE MANUFACTURER. MFG AWARE OF THE PROBLEM AND HAVE A FIX FOR IT. CONTACT LOCAL BENDIX/KING DEALER OR ALLIED SIGNAL FOR FURTHER INFORMATION. SUBMITTER RECOMMENDS MFG RELEASE A SB AS SOON AS POSSIBLE. COULD BE A PROBLEM IN IMC.