Ground accident of a Saab 340A in Nassau

Date & Time: Jan 7, 2010 at 1145 LT
Type of aircraft:
Operator:
Registration:
C6-SBE
Flight Phase:
Survivors:
Yes
Schedule:
Nassau - Marsh Harbour
MSN:
99
YOM:
1987
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Two crew took place in the cockpit to prepare the aircraft for a scheduled commercial service to Marsh Harbour. In unknown circumstances, all three landing gear retracted, causing the aircraft to fall on the ground. Both occupants were uninjured while the aircraft was damaged beyond repair. It is unknown if the retraction of the undercarriage was the consequence of a mechanical failure or a mishandling from the crew.

Crash of a Dassault Falcon 20D in Matthew Town: 2 killed

Date & Time: Dec 17, 2009 at 1930 LT
Type of aircraft:
Operator:
Registration:
N28RK
Flight Type:
Survivors:
No
Schedule:
Oranjestad – La Isabela – Fort Lauderdale
MSN:
206
YOM:
1969
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
26525
Copilot / Total flying hours:
4800
Circumstances:
On December 17, 2009 at approximately 7:30 pm local (2330UTC), N28RK a Dassault Sud, Falcon Fan Jet, Mystere 20, Series D aircraft which departed Joaquin Balaguer Int’l Airport (MDJB) in the Dominican Republic, for Ft Lauderdale Executive Airport, (FXE) Ft Lauderdale, Florida, USA, crashed in a remote area of Matthew Town, Great Inagua, Bahamas. The accident occurred approximately 11.5 miles due east of Great Inagua International Airport at coordinates N 20˚ 58’ 30” latitude and W 073˚ 40’ 00.7” longitude. The aircraft made contact with the terrain on a heading of approximately 105 degrees magnetic. The accident occurred in area that was not accessible by land and the investigation team had to be airlifted by helicopter to the site. Witnesses on the island of Great Inagua reported hearing a loud bang that rattled doors and windows of their homes, but they did not report seeing the aircraft fall from the sky. The aircraft was under the command of Captain Harold Roy Mangels and First Office Freddy Castro. The aircraft reportedly departed Aruba, in the Netherland Antilles and made a fuel stop at Dr. Joaquin Balaguer Int’l Airport, Santo Domingo in the Dominican Republic. The final destination filed by the crew was Ft. Lauderdale Executive Airport, Ft Lauderdale Florida. The accident occurred approximately 6 mile off the filed flight path. ATC records and instructions were for the aircraft N28RK to maintain 28,000 ft (FL280). The aircraft transponder was reported as inoperative. It begun a rapid descent, with no report of an emergency declared or mayday call out. Investigation of the crash site indicates the airplane made contact with the terrain at a high rate of speed and approximately a 45 degree angle. The aircraft was destroyed on impact. The crew of a United States Coast Guard helicopter was on a training mission in the Great Inagua area at the time of the accident. They reported hearing a loud bang and noticed a huge explosion and fireball emanating from the ground in an area close to their location. The crew of the US Coast Guard helicopter reported that they did not see any in-flight fire prior to the fireball that they saw. The post impact fire engulfed approximately five (5) acres of trees and brush in the National Wildlife Refuge at Great Inagua. The coast guard helicopter crew stated that they discontinued their training mission and went to the site to investigate. Upon arrival at the site the crew reported that they lowered rescue personnel to the ground to investigate and search for survivors, but, due to the heat and extent of the fire on the ground, they had to discontinue the search. They reported the accident to authorities at Great Inagua. This information was further passed along to the National Transportation Safety Board who alerted the accident investigation unit of the Bahamas Civil Aviation Department. Night time conditions prevailed at the time of the accident. The crew of the aircraft received fatal injuries. A search of the area discovered no distinguishable human remains. Approximately less than 1% of what is believed to be possible human flesh / internal body parts were recovered. In addition clothing (piece of a pant with belt buckle fastened) was recovered, which possibly may have been worn by a member of the crew at the time of the accident. All recovered remains and clothing retrieved were gathered by officers of the Royal Bahamas Police Force that accompanied the investigation team and sent to the Forensic Science Laboratory at the Royal Bahamas Police Force, Nassau Bahamas for DNA analysis and possible identification. The aircraft broke into many pieces after contact with the terrain. Debris was spread over a large area of rough terrain. What remained of the aircraft post impact was either not found or possibly further destroyed by the post impact fire. The “four corners” of the airplane were confirmed in the area downstream of where the initial ground impact occurred. However, engine cowling parts were found prior to the point of initial ground impact. This may suggest an aircraft over-speed condition prior to ground impact. Less than 10% of the aircraft was recovered. An explosion occurred when N28RK made contact with the terrain. A post impact fire ensued. Approximately 5 acres of the national park was destroyed by the fire. Parts of the aircraft including personal effect, aircraft parts and furnishing, seat and seat cushions were also destroyed in the post impact fire.
Probable cause:
The probable cause of this accident has been determined as loss of control. Insufficient wreckage of the aircraft were recovered to make a conclusive determination as to the cause of the accident.
Final Report:

Crash of a Rockwell Shrike Commander 500S off Alice Town

Date & Time: Jun 9, 2008 at 1401 LT
Operator:
Registration:
N501AP
Flight Type:
Survivors:
Yes
Schedule:
Nassau – Fort Lauderdale
MSN:
500-3224
YOM:
1974
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On June 9, 2008, about 1401 eastern daylight time, an Aero Commander 500S, N501AP, registered to and operated by Gramar 500, Inc., experienced a loss of engine power in both engines and was ditched in the Atlantic Ocean about 1/2 mile south of North Bimini, Bahamas. Visual meteorological conditions prevailed in the area and a visual flight rules flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Nassau International Airport (MYNN), Nassau, Bahamas, to Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida. The airplane was destroyed due to salt water immersion, and the airline transport rated pilot, the sole occupant, was not injured. The pilot stated that when the flight was past Bimini, the right engine started running rough and losing power. He turned southeast to enter a left base for runway 09 at South Bimini Airport, and the left engine also began to run rough and lost power. The pilot ditched the aircraft, evacuated into a life raft, and was rescued by a pleasure boater. The pilot also stated that 25 gallons of fuel were added while at MYNN, for a total fuel supply of 90 gallons. Both engines were test run 8 days after the accident using a test propeller. Both engines ran to near maximum RPM. One magneto from each engine was replaced prior to the test run.

Crash of a Cessna 208B Grand Caravan off Chub Cay

Date & Time: Dec 20, 2007 at 1700 LT
Type of aircraft:
Operator:
Registration:
N954PA
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
La Isabela - West Palm Beach
MSN:
208B-0556
YOM:
1996
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
7390
Circumstances:
On December 20, 2007 at approximately 1630EST, N954PA a Cessna 208B Caravan aircraft, owned and operated by Agape Flight Inc [United States FAR Part 91 Operator] enroute from Santo Domingo, Dominican Republic to West Palm Beach, Florida incurred sudden engine stoppage. At the time N954PA was flying at 12,000 ft. The aircraft was diverted to the nearest airport but was unable to glide the required distance and landed 30 nautical miles (NM) West North West (WNW) of Chub Cay. There were 2 crew members on board the aircraft. No injuries were reported by the crew. The aircraft is submerged in approximately eighteen to twenty feet of water, with the aircraft tail being visible at low tide. Both crews were qualified in accordance with the United States Code of Federal Regulations.
Probable cause:
The engine power loss was caused by a loss of fuel pressure resulting from a loss of drive to the fuel pump. The drive loss was caused by worn and cracked splines on the drive shaft. The damage to the splines of the fuel pump drive shaft was likely caused by cracking below the chrome plating covering the splines, which deteriorated into spalling and wear leading to decouple between the
accessories gearbox and fuel pump. The remaining engine damage was caused by exposure to salt water.
Contributing factors:
Maintenance changed the fuel control unit and coupling shaft on July 17, 2007 due to original FCU failing emergency power checks. However there is no record to show whether or not the splines of fuel pump drive shaft inspection as per P&WC’s applicable Maintenance Manual has been accomplished.
Final Report:

Crash of a Britten-Norman BN-2A Islander in Nassau

Date & Time: Jun 27, 2007 at 1721 LT
Type of aircraft:
Operator:
Registration:
N133RS
Flight Type:
Survivors:
Yes
Schedule:
Little White Cay - Nassau
MSN:
606
YOM:
1970
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
9010
Circumstances:
On June 27, 2007 about 1721 eastern daylight time (2121Z) a Pilatus Britten Norman Islander, N133RS registered to and owned by FYP LTP, and operated by Golden Wings Charter, Windsor Field, Nassau, Bahamas, had crashed short of runway 14. Just prior to crashing, approximately 1718 eastern daylight time (2118Z), the pilot of aircraft N133RS reported the left engine had failed. At approximately 1721 eastern daylight time (2121Z), the pilot reported he was unable to make runway 14 and crashed approximately ½ mile short of Runway 14. The State of Manufacture and State of Design along with the State of Registry were notified of the accident on June 28, 2007. They were invited to participate in the investigation in accordance with Annex 13 and CASR 2001 Schedule 18. Visual Meteorological Conditions prevailed at the time of the accident. The flight originated from Lynden Pindling International Airport, Nassau [MYNN] to Little Whale Cay, Berry Island [MYBX] and returned to Nassau [MYNN], the incident leg. The airplane sustained substantial damage. The Pilot was the only person aboard the aircraft. The Pilot in Command holds a current United States Commercial Pilot Rating. No serious injuries or fatalities were reported.
Probable cause:
The Flight Standards Inspectorate determined that the probable cause of this accident was Propulsion System Malfunction due to fuel exhaustion of the left engine, followed by inappropriate crew response (fuel mismanagement).
Contributing Factors:
- Pilot’s unfamiliarity with aircraft fuel system.
- Pilot’s limited command experience. (He was a new hire, low time pilot)
- Pilot’s failure to conduct a proper preflight inspection of his aircraft. (did not visually check fuel tanks despite knowing that the gauges were faulty)
- Pilot’s complacency with documentation of defects. (Pilot never advised maintenance or management that the gauges were faulty)
- Pilot’s reliance on indications that he admitted were erroneous.
- Pilot’s lack of situational awareness.
- Pilot’s failure to recognize that his problem was fuel exhaustion and not engine failure and neglected to use cross-feed procedure.
Final Report:

Crash of a De Havilland Dash-8-301 in Governor's Harbour

Date & Time: Apr 20, 2007 at 1708 LT
Operator:
Registration:
C6-BFN
Survivors:
Yes
Schedule:
Nassau – Governor’s Harbour
MSN:
159
YOM:
1989
Flight number:
UP353
Country:
Crew on board:
3
Crew fatalities:
Pax on board:
48
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
29570
Aircraft flight cycles:
52653
Circumstances:
Following an uneventful flight (service UP353) from Nassau, the crew started the descent to Governor’s Harbour. After landing on runway 15, the left main gear collapsed. The aircraft slid for few dozen metres then turn slightly to the left and came to rest on the main runway. All 51 occupants evacuated safely, nevertheless, few passengers suffered minor injuries. The aircraft was damaged beyond repair.
Probable cause:
The probable Cause has been determined as an over-center Torque Link condition that culminated in a single cycle failure of the cylinder. The over center torque links condition occur as a result of the over extension of the shock strut.
Possible Contributory factors to the over extension of the shock strut includes:
Possible Cause for Loss of Damping
• The failure to install the dampening ring when the landing gear was assembled.
• Improper servicing of the landing gear shock strut with Mil-H-5606 hydraulic fluid plus nitrogen during initial assembly.
• Improper servicing of landing gear shock strut during line maintenance and inadequate post servicing follow up per AMM Chapter 12. See attached report Appendix A-30 From Bombardier
• Under-serviced shock strut (low oil volume)
• A broken damper ring
• No damper ring
• Disengaged damper ring.
Final Report:

Crash of a Piper PA-46-310P Malibu off Bird Cay: 2 killed

Date & Time: Apr 10, 2007 at 1703 LT
Registration:
N444JH
Flight Phase:
Survivors:
No
Schedule:
Fort Lauderdale – Nassau
MSN:
46-8608014
YOM:
1986
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
9818
Aircraft flight hours:
6912
Circumstances:
The pilot obtained two data user access terminal service (DUATS) preflight weather briefings for the intended flight from the U.S. to Nassau, Bahamas; the briefings included information that thunderstorms were forecasted. The pilot did not request a weather briefing with DUATS or Lockheed Martin flight service station before departure on the return accident flight. Although there was no way to tell whether he received a preflight weather briefing with Nassau Flight Service Station before departure on the accident flight, thunderstorms with associated severe turbulence were forecasted for the accident area well in advance of the aircraft's departure, and would have been available had the pilot requested/obtained a preflight weather briefing. After takeoff, and while in contact with Nassau terminal radar approach control, which had inoperative primary radar, the flight climbed to approximately 8,000 feet mean sea level and proceeded on a northwesterly heading with little deviation. The airplane, which was equipped with color weather radar and a stormscope, penetrated level 6 radar returns with numerous lightning strikes in the area, and began a steep descent. Prior to that there was no request by the pilot to air traffic control for weather avoidance assistance or weather deviation. Radar and radio communications were lost, and the wreckage and occupants were not recovered.
Probable cause:
The pilot's poor in-flight weather evaluation, which resulted in flight into a level 6 thunderstorm.
Final Report:

Crash of a De Havilland DHC-3 Otter off Flamingo Bay

Date & Time: Dec 9, 2006
Type of aircraft:
Registration:
N335AK
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
263
YOM:
1958
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after takeoff from Flamingo Bay, the single engine aircraft crashed in the sea few dozen metres offshore. The pilot was injured and the aircraft was destroyed.

Crash of an IAI-1124 Westwind in Moss Town

Date & Time: May 24, 2006 at 0055 LT
Type of aircraft:
Operator:
Registration:
N475AT
Flight Type:
Survivors:
Yes
Schedule:
San Juan – Norfolk
MSN:
270
YOM:
1979
Location:
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
At 0444Z On May 24 2006, Miami Centre (George Town Sector) informed Nassau ATC That Lifeguard Flight N475AT, a Westwind Jet (WW-1124), en-route from San Juan, Puerto Rico to Norfolk, Virginia reported that it had developed generator problems and the aircraft was looking to land at the nearest airport to its position. Miami Air Traffic Center vectored the aircraft to Exuma International Airport at Great Exuma, Bahamas, as that was the nearest airport. Attempts were made by Nassau ATC to contact the authorities at Exuma International Airport to have the runway lights turned on. At 0454Z, Miami ATC reported loss of contact with the aircraft; therefore, N475AT proceeded with an emergency landing, before Miami ATC could give further instructions. The uncontrolled aircraft came to rest approximately 800 feet beyond the end of runway 30 and approximately 300 feet right of the extended centre line of the runway. The aircraft landing gears were sheered off when the aircraft exited the runway, hence traveling into the clearing and then eventually into the bushes on the right side of the runway. The right wing of the aircraft collided with a mound of dirt, causing it to spin uncontrollably, resulting in it coming to rest on an easterly heading at an approximate 30 degree incline. The occupants were evacuated from the wreckage and received minor injuries while making their way thru the thick brush and shrubbery while being led to safety. All Crew members were ATP rated and both proficiency checks found to be were valid and current neither of the pilots was available for an interview at the time of the field investigation at Exuma International Airport.
Probable cause:
Findings and Probable Cause could not be determined as the aircraft was stripped of its components, instrumentations, manuals and CVR by the owners of the aircraft, without permission or authorization from the Accident Investigation Personnel (Department of Civil Aviation). Documents and manuals requested of the owners were never obtained. The help of the NTSB as well as the FAA were enlisted in an effort to retrieve documents from the owners. All attempts were fruitless.
Final Report:

Crash of a Cessna 402C in Freeport

Date & Time: Apr 21, 2006 at 0023 LT
Type of aircraft:
Registration:
C6-KEV
Survivors:
Yes
Schedule:
Fort Lauderdale – Freeport
MSN:
402C-0051
YOM:
1979
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3033
Circumstances:
At approximately 0423UTC on April 21, 2006 the pilot reported that approximately 20 miles out of Freeport, both hydraulic pressure lights illuminated on the annunciator panel. He extended the gear and noticed only the right gear safe light illuminated. The pilot obtained the assistance of a passenger, who retrieved the aircraft pilot operating handbook and read the appropriate procedures as the pilot followed the instructions for emergency gear extension. The pilot stated that he landed the aircraft on the right main gear, hoping this action would release the left main and nose gear. After realizing that this manoeuvre was not successful, he decided to initiate a go-around. Before he could get the aircraft airborne the left propeller made contact with the ground. The aircraft touched down approximately 9,000 feet from the threshold of runway 06; which has a total length of 11,000 feet. The aircraft travelled approximately 1,500 feet on its right main wheel before it veered off the left shoulder of the runway, struck several trees and finally came to rest pointing in a northwesterly direction. The approximate final position was measured to be 180 feet from the side of the runway. The aircraft left wing burst into flames. The left wing and left side of the fuselage was substantially damaged by fire. The four occupants escaped with only minor injuries.
Probable cause:
The investigation determines that the probable causes of this accident to be the following;
• Substandard maintenance that was performed. (Due to the improper flange on the hydraulic line, the hydraulic line came loose from its housing and depleted the fluid from the hydraulic
reservoir).
• Failure of the back up emergency blow down bottle system. It has been determined from inspection that the cable that connects the emergency blow down bottle system in the nose well of the aircraft to the T-handle in the cockpit, exhibited excessive play. Therefore even though the cable was pulled all the way to its fullest extent, it did not allow movement of the pin that would have provided activation of the system. Annual inspection report completed in December 2005 revealed that the portion of the Annual Inspection that required inspection of the emergency blow down bottle was not signed off by the mechanic as having been accomplished. However, the aircraft was returned to service with this discrepancy outstanding.
• Pilot’s lack of qualification and unfamiliarity with this aircraft, its systems and emergency procedures. ( Evidence of falsification of qualification and time requirement exists in pilot’s logbook).
• Pilot’s poor decision making and impaired judgement. (Possibility of impaired judgement due to pilot fatigue).
• Pilot’s failure in assessing the severity of his situation.
• Pilot’s failure to notify ATC of his problem. (Problem was discovered 20 miles prior to the accident).
• Pilot’s failure to properly assess the conditions for landing and maintain vigilant situational awareness while manoeuvring the aircraft after landing. (From post accident inspection, it was noted that the flaps were not extended for the landing. Had it been extended the aircraft glide path as well as the distance required for roll out after landing may have been greatly decreased).
• Pilot’s failure to take immediate action once he realized his predicament. (Pilot stated that after the propeller made contact with the ground, he decided to apply power and go around, but it was too late. Failure to act also can be attributed to possible pilot fatigue as (pilot was out all day shopping and then decided to leave at such a late hour) well as pilot’s unfamiliarity with aircraft systems and performance capabilities).
• Pilot’s failure to request Emergency Service Assistance. Had this service been requested in a timely manner, preparations could have been made to prevent the fire from spreading to the degree in which it did.
Final Report: