code

FL

Crash of a Canadair CL-600-2B16 Challenger 604 in Naples: 2 killed

Date & Time: Feb 9, 2024 at 1517 LT
Type of aircraft:
Operator:
Registration:
N823KD
Survivors:
Yes
Site:
Schedule:
Columbus - Naples
MSN:
5584
YOM:
2004
Flight number:
HPJ823
Location:
Crew on board:
3
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
10525
Captain / Total hours on type:
2808.00
Copilot / Total flying hours:
24618
Copilot / Total hours on type:
138
Aircraft flight hours:
9763
Circumstances:
On February 9, 2024, about 1517 eastern standard time, a Bombardier Inc CL-600-2B16, N823KD, was destroyed when it was involved in an accident near Naples, Florida. The two airline transport pilots were fatally injured. The cabin attendant and the two passengers sustained minor injuries, and one person on the ground suffered minor injury. The airplane was operated by Ace Aviation Services (doing business as Hop-A-Jet) as a Title 14 Code of Federal Regulations Part 135 on-demand passenger flight. The airplane was returning to Naples Municipal Airport (APF), Naples, Florida, from Ohio State University Airport (OSU), Columbus, Ohio, where it had flown earlier in the day. The airplane was serviced with 350 gallons of fuel before departure from OSU. Preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) flight track and air traffic control (ATC) data revealed that the flight crew contacted the ATC tower at APF while on a right downwind leg of the approach to the airport and maneuvering for a 5-mile final approach to runway 23. At 1508, the tower controller cleared the flight to land. The airplane was about 6.5 miles north of APF, about 2,000 ft geometric altitude (GEO) and 166 knots groundspeed, as it turned for the base leg of the traffic pattern. A preliminary review of the data recovered from the airplane’s flight data recorder revealed that the first of three Master Warnings was recorded at 1509:33 (L ENGINE OIL PRESSURE), the second immediately following at 1509:34 (R ENGINE OIL PRESSURE), and at 1509:40 (ENGINE). The system alerted pilots with illumination of a “Master Warning” light on the glareshield, a corresponding red message on the crew alerting system page and a triple chime voice advisory (“Engine oil”). Twenty seconds later, at 1510:05, about 1,000 ft msl and 122 kts, on a shallow intercept angle for the final approach course, the crew announced, “…lost both engines… emergency… making an emergency landing” (see figure 1). The tower controller acknowledged the call and cleared the airplane to land. At 1510:12, about 900 ft and 115 knots, the crew replied, “We are cleared to land but we are not going to make the runway… ah… we have lost both engines.” There were no further transmissions from the flight crew and the ADS-B track data ended at 1510:47, directly over Interstate 75 in Naples, Florida. Dashcam video submitted to the National Transportation Safety Board captured the final seconds of the flight. The airplane descended into the camera’s view in a shallow left turn and then leveled its wings before it touched down aligned with traffic travelling the southbound lanes of Interstate 75. The left main landing gear touched down first in the center of the three lanes, and then the right main landing gear touched down in the right lane. The airplane continued through the break-down lane and into the grass shoulder area before impacting a concrete sound barrier. The airplane was obscured by dust, fire, smoke, and debris until the video ended. This information is preliminary and subject to change. After the airplane came to rest, the cabin attendant stated that she identified that the cabin and emergency exits were blocked by fire and coordinated the successful egress of her passengers and herself through the baggage compartment door in the tail section of the airplane.

Crash of a Quest Kodiak 100 in Lorida

Date & Time: Jan 19, 2024 at 1715 LT
Type of aircraft:
Operator:
Registration:
N5799
Flight Type:
Survivors:
Yes
Schedule:
Tavernier - Lorida
MSN:
100-0277
YOM:
2019
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The single engine airplane departed Tavernaero Park in Tavernier (Florida Keys) in the afternoon on a private flight to Lorida, carrying six people. After touchdown in a grassy area, the airplane overturned and came to rest upside down. All six occupants were rescued, among them three were injured.

Crash of a Rockwell Shrike Commander 500S off Key West

Date & Time: Aug 13, 2023 at 1019 LT
Operator:
Registration:
N62WE
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Orlando - Key West
MSN:
500-3317
YOM:
1978
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Approaching Key West-Intl Airport on a flight from Orlando, the airplane suffered an engine failure and was ditched about 25 km northeast of the destination. The pilot was rescued and was uninjured while the airplane sank and was lost.

Crash of a Piper PA-46-350P Malibu Mirage in Saint Augustine

Date & Time: Mar 23, 2023
Registration:
N280KC
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Saint Augustine – Jacksonville
MSN:
46-36219
YOM:
1999
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after takeoff from Saint Augustine Airport, while in initial climb, the airplane contacted trees and crashed in a wooded area, bursting into flames. Both occupants and their dog escaped with minor injuries. The airplane was destroyed by a post crash fire.

Crash of a Piper PA-46-310P Malibu in Port Orange

Date & Time: Feb 2, 2023 at 1200 LT
Registration:
N864JB
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
46-08009
YOM:
1986
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after takeoff from Port Orange-Spruce Creek Airport Runway 23, the single engine airplane encountered difficulties to gain height, impacted trees and crashed on a golf course located south of the airfield. Both occupants were rescued, among them one was slightly injured. The airplane was destroyed.

Crash of an Antonov AN-2 in the Everglades National Park

Date & Time: Nov 14, 2022 at 1330 LT
Type of aircraft:
Operator:
Registration:
CU-A1885
Flight Phase:
Flight Type:
Survivors:
Yes
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The single engine airplane landed last October at Dade-Collier Airport, in the center of the Everglades National Park, following a flight from Sancti Spíritus, Cuba. The pilot defected Cuba and landed safely in the US. On November 14, in unclear circumstances, maybe while being transferred to Opa Locka Airport, the airplane crashed in a marshy area located 25 km west of Opa Locka Airport. Both occupants were uninjured and the aircraft was damaged beyond repair.

Crash of a Cirrus Vision SF50 in Kissimmee

Date & Time: Sep 9, 2022 at 1502 LT
Type of aircraft:
Operator:
Registration:
N77VJ
Flight Type:
Survivors:
Yes
Schedule:
Miami - Kissimmee
MSN:
88
YOM:
2018
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On approach to Kissimmee-Gateway Airport in marginal weather conditions, the pilot lost control of the airplane that crashed in a marshy and wooded area located about 10 km short of runway 33. All three occupants were injured, one seriously.
Probable cause:
An initial statement reports that the airplane crashed following the deployment of the Cirrus Airframe Parachute System (CAPS).

Crash of a McDonnell Douglas MD-82 in Miami

Date & Time: Jun 21, 2022 at 1738 LT
Type of aircraft:
Operator:
Registration:
HI1064
Survivors:
Yes
Schedule:
Santo Domingo - Miami
MSN:
53027/1805
YOM:
1990
Flight number:
L5203
Crew on board:
7
Crew fatalities:
Pax on board:
119
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Santo Domingo-Las Américas Airport, the crew was cleared to land on runway 09 at Miami-Intl Airport. According to a video, it is believed that both main landing gear were not properly extended upon touchdown. The airplane rolled for few hundred metres then deviated to the left and departed the runway to the left. It collided with obstacles, lost its undercarriage and came to rest in a grassy area, bursting into flames. Fire was quickly extinguished. All 126 occupants evacuated safely, among them three passengers were taken to Jackson Hospital.

Crash of a Cessna 207 Skywagon off Marathon

Date & Time: Dec 29, 2021 at 1622 LT
Operator:
Registration:
N1596U
Flight Phase:
Survivors:
Yes
Schedule:
Marathon - Naples
MSN:
207-0196
YOM:
1971
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1463
Captain / Total hours on type:
176.00
Aircraft flight hours:
13496
Circumstances:
Shortly after departure, the engine lost total power and the pilot was forced to ditch in open water; the occupants egressed and were subsequently rescued by a recreational vessel. Examination of the engine revealed a fracture hole near the n°2 cylinder, which was likely the result of the n°2 cylinder connecting rod fracturing in fatigue as a result of high heat and high stress associated with failure of the n°2 bearing. The fatigue fracture displayed multiple origins consistent with relatively high cyclic stress, which likely occurred as excessive clearances developed between the bearing and the crankshaft journal. The n°2 connecting rod bearing may have failed due to a material defect in the bearing itself or due to a disruption in the oil lubrication supply to the bearing/journal interface. Either situation can cause similar damage patterns to develop, including excessive heating and subsequent bearing failure.
Probable cause:
A total loss of engine power due to the failure of the No. 2 bearing, which resulted in the n°2 connecting rod failing due to fatigue, high heat, and stress.
Final Report:

Crash of a Gulfstream GIV in Fort Lauderdale

Date & Time: Aug 21, 2021 at 1340 LT
Type of aircraft:
Operator:
Registration:
N277GM
Flight Phase:
Survivors:
Yes
Schedule:
Fort Lauderdale – Las Vegas
MSN:
1124
YOM:
1989
Crew on board:
4
Crew fatalities:
Pax on board:
10
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
20053
Captain / Total hours on type:
3120.00
Copilot / Total flying hours:
1617
Copilot / Total hours on type:
204
Aircraft flight hours:
12990
Circumstances:
The flight crew, which consisted of the pilot- and second-in-command (PIC and SIC), and a non-type-rated observer pilot, reported that during takeoff near 100 knots a violent shimmy developed at the nose landing gear (NLG). The PIC aborted the takeoff and during the abort procedure, the NLG separated. The airplane veered off the runway, and the right wing and right main landing gear struck approach lights, which resulted in substantial damage to the fuselage and right wing. The passengers and flight crew evacuated the airplane without incident through the main cabin door. Postaccident interviews revealed that following towing operations prior to the flight crew’s arrival, ground personnel were unable to get the plunger button and locking balls of the NLG’s removable pip pin to release normally. Following a brief troubleshooting effort by the ground crew, the pip pin’s plunger button remained stuck fully inward, and the locking balls remained retracted. The ground crew re-installed the pip pin through the steering collar with the upper torque link arm connected. However, with the locking balls in the retracted position, the pin was not secured in position as it should have been. Further, the ground personnel could not install the safety pin through the pip pin because the pin’s design prevented the safety pin from being inserted if the locking balls and plunger were not released. The ground personnel left the safety pin hanging from its lanyard on the right side of the NLG. The ground personnel subsequently informed their ramp supervisor of the anomaly. The supervisor reported that he informed the first arriving crewmember at the airplane (the observer pilot) that the nose pin needed to be checked. However, all three pilots reported that no ground crewmember told them about any issues with the NLG or pins. Examination of the runway environment revealed that the first item of debris located on the runway was the pip pin. Shortly after this location, tire swivel marks were located near the runway centerline, which were followed by large scrape and tire marks, leading to the separated NLG. The safety pin remained attached to the NLG via its lanyard and was undamaged. Postaccident examination and testing of the NLG and its pins revealed no evidence of preimpact mechanical malfunctions or failures. The sticking of the pip pin plunger button that the ground crew reported experiencing could not be duplicated during postaccident testing. When installed on the NLG, the locking ball mechanism worked as intended, and the pip pin could not be removed by hand. Although the airplane’s preflight checklist called for a visual check of the NLG’s torque link to ensure that it was connected to the steering collar by the pip pin and that the safety pin was installed, it is likely that none of the pilots noticed that the pip pin did not have its safety pin installed during preflight. Subsequently, during the takeoff roll, without the locking balls extended, the pip pin likely moved outward and fell from its position holding the upper torque link arm. This allowed the upper torque link arm to move freely, which resulted in the violent shimmy and NLG separation. The location of the debris on the runway, tire marks, and postaccident examination and testing support this likely chain of events. Contributing to the PIC and SIC’s omission during preflight was the ground crew’s failure to directly inform the PIC or SIC that there was a problem with the NLG pip pin. The ground crew also failed to discard the malfunctioning pip pin per the airplane’s ground handling procedures and instead re-installed the pip pin. Although the observer pilot was reportedly informed of an issue with a nose gear pin, he was not qualified to act as a required flight crewmember for the airplane and was on his cell phone when he was reportedly informed of the issue by the ramp supervisor. These factors likely contributed to the miscommunication and the PIC’s and SIC’s subsequent lack of awareness of the NLG issue.
Probable cause:
The pilot-in-command’s (PIC) and second-in-command’s (SIC) failure during preflight inspection to ensure that the nose landing gear’s pip pin was properly installed, which resulted in separation of the pip pin during takeoff. Contributing to the accident was the ground crew supervisor’s failure to inform the PIC or SIC of the anomaly concerning the pip pin following a towing operation.
Final Report: