code

MI

Crash of a Socata TBM-700 in Lansing: 3 killed

Date & Time: Oct 3, 2019 at 0857 LT
Type of aircraft:
Operator:
Registration:
N700AQ
Flight Type:
Survivors:
Yes
Schedule:
Indianapolis - Lansing
MSN:
252
YOM:
2003
Crew on board:
2
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
On a final ILS approach to Lansing-Capital Region Airport, the crew was cleared to land on runway 10R when the single engine airplane lost height and crashed in a field located few dozen yards short of runway threshold. Three occupants were killed while three others were critically injured.

Crash of a Beechcraft 200 Super King Air in Oscoda: 1 killed

Date & Time: Sep 25, 2018 at 0613 LT
Operator:
Registration:
N241CK
Flight Type:
Survivors:
No
Schedule:
Detroit - Oscoda
MSN:
BB-272
YOM:
1977
Flight number:
K985
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
3806
Captain / Total hours on type:
201.00
Aircraft flight hours:
13933
Circumstances:
The aircraft collided with trees and terrain while on an instrument approach to Oscoda-Wurtsmith Airport (OSC), Oscoda, Michigan. The airline transport pilot was fatally injured, and the airplane was destroyed by impact forces and a post-impact fire. The airplane was registered to Kalitta Equipment LLC, and was operated by Kalitta Charters as a Title14 Code of Federal Regulations (CFR) Part 91 positioning flight. Instrument meteorological conditions prevailed at the accident site at the time of the accident, and an instrument flight rules (IFR) flight plan was filed for the flight which originated from Willow Run Airport (YIP), Ypsilanti, Michigan, about 0513. According to Kalitta personnel, the pilot was flying to OSC to pick up passengers and subsequently fly them to Memphis, Tennessee. The airplane departed YIP about 0513 and climbed to a cruise altitude of about 13,500 ft. The airplane en route airspeed was about 250 knots. At 0537, when the airplane was about 85 miles south of OSC, it began its initial descent. At 0548, the airplane was vectored to the right to intercept the final approach course and was cleared for the VOR runway 6 approach at OSC. The last radar return was at 0550 and indicated that the airplane was at an altitude of 2,200 ft and 8.1 miles from the runway threshold. It impacted terrain 4.6 miles past this point, about 3.5 miles from the runway threshold. According to the VOR runway 6 approach procedure, an altitude of 2,500 ft (or higher) is flown during the procedure turn. If the OSC altimeter setting is used, descent is made to 1,660 feet to Dogsy intersection, and then to 1,100 feet, the minimum descent altitude (MDA) to Au Sable (ASP) intersection. When the airplane failed to arrive at the airport as scheduled, Kalitta officials notified the Federal Aviation Administration. The wreckage was subsequently located about 1030.

Crash of a Cessna 340A in Kimball: 1 killed

Date & Time: Sep 6, 2018 at 2346 LT
Type of aircraft:
Operator:
Registration:
C-GLKX
Flight Type:
Survivors:
No
Schedule:
Saint Thomas - Saint Clair County
MSN:
340A-1221
YOM:
1981
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
While approaching Saint Clair County Airport by night, the pilot encountered engine problems. The airplane lost height and crashed in an open field located in Kimball, north of the airfield. The aircraft was destroyed and the pilot, sole on board, was killed.

Crash of a McDonnell Douglas MD-83 in Detroit

Date & Time: Mar 8, 2017 at 1452 LT
Type of aircraft:
Operator:
Registration:
N786TW
Flight Phase:
Survivors:
Yes
Schedule:
Detroit - Washington DC
MSN:
53123/1987
YOM:
1992
Flight number:
7Z9363
Crew on board:
6
Crew fatalities:
Pax on board:
110
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
15518
Captain / Total hours on type:
8495.00
Copilot / Total flying hours:
9660
Copilot / Total hours on type:
2462
Aircraft flight hours:
41008
Aircraft flight cycles:
39472
Circumstances:
A McDonnell Douglas MD-83, registration N786TW, suffered a runway excursion following an aborted takeoff from runway 23L at Detroit-Willow Run Airport, Michigan, USA. The aircraft had been chartered by the University of Michigan Basketball team for a flight to a game in Washington, DC. The flight crew prepared for take-off and calculated V-speeds (V1, VR, V2) using "Normal Thrust Takeoff", a 10 kts headwind, and a take-off weight of 146,600 lbs. The V-speeds for this configuration were 139 kts, 142 kts, and 150 kts, respectively. However, the flight crew chose to increase VR to 150 kts to allow for more control during take-off in the presence of windshear. During takeoff roll, at 14:51:56 (about 3,000 ft down the runway) and about 138 kts of airspeed, the control column was pulled back slightly from a non-dimensional value of -7 to -5.52. The airplane’s left elevator followed the control input and moved from a position of -15° trailing edge down to -13° trailing edge down. The right elevator did not change and stayed at approximately -16° trailing edge down. At 14:52:01 a large control column input was made (151 kts and 4100 ft down the runway) to a non-dimensional 18.5 and the left elevator moves to a position near 15° trailing edge up. After 14:52:05 the right elevator moves to -13° trailing edge down, but no more. The airplane does not respond in pitch and does not rotate. The captain decided to abort the takeoff. The maximum ground speed was 163 kts (173 kts airspeed) and the airplane began to decelerate as soon as the brakes were applied at 14:52:08. Spoilers were deployed at 14:52:10 and thrust reversers were deployed between 14:52:13 and 14:52:15. The aircraft could not be stopped on the runway. The airplane’s ground speed was 100 kts when it left the paved surface. The aircraft overran the end of the runway, damaged approach lights, went through the perimeter fence and crossed Tyler Road. It came to rest on grassy terrain, 345 meters past the end of the runway, with the rear fuselage across a ditch. The nose landing gear had collapsed. Runway 23L is a 7543 ft long runway.
Probable cause:
The NTSB determines that the probable cause of this accident was the jammed condition of the airplane’s right elevator, which resulted from exposure to localized, dynamic wind while the airplane was parked and rendered the airplane unable to rotate during takeoff. Contributing to the accident were (1) the effect of a large structure on the gusting surface wind at the airplane’s parked location, which led to turbulent gust loads on the right elevator sufficient to jam it, even though the horizontal surface wind speed was below the certification design limit and maintenance inspection criteria for the airplane, and (2) the lack of a means to enable the flight crew to detect a jammed elevator during preflight checks for the Boeing MD-83 airplane. Contributing to the survivability of the accident was the captain’s timely and appropriate decision to reject the takeoff, the check airman’s disciplined adherence to standard operating procedures after the captain called for the rejected takeoff, and the dimensionally compliant runway safety area where the overrun occurred.
Final Report:

Crash of a Cessna 525C CitationJet CJ4 in Howell

Date & Time: Jan 16, 2017 at 1159 LT
Type of aircraft:
Registration:
N525PZ
Flight Type:
Survivors:
Yes
Schedule:
Batavia – Howell
MSN:
525C-0196
YOM:
2015
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
5800
Captain / Total hours on type:
320.00
Aircraft flight hours:
320
Circumstances:
The aircraft collided with the terrain following a loss of control on landing at the Livingston County Airport (OZW), Howell, Michigan. The private pilot received serious injuries. The airplane was substantially damaged by impact forces and a post impact fire. The airplane was registered to and operated by Zeliff Aviation, Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Visual meteorological conditions prevailed near the accident site and the flight was operated on an instrument flight rules flight plan. The flight originated from the Genessee County Airport (GCQ), Batavia, New York at 1057. The pilot reported that prior to the flight he checked the weather and Notices to Airmen (NOTAMs) on the Aviation Digital Data Services Meteorological Terminal Aviation Routine Weather Reports (ADD METAR) website. When preparing for the Instrument Landing System (ILS) runway 13 approach at OZW, the pilot listened to the Automated Terminal Information Service (ATIS) and he used the airplane's flight management system (FMS) to determine the landing performance data. The pilot stated the Next Generation Radar (NEXRAD) was showing rain in the area, but the onboard radar was not. He did not encounter any precipitation once he descended below the clouds. He then canceled his flight plan and continued the approach. The pilot stated he knew there was a possibility of there being ice on the runway, as the weather conditions were favorable for ice. He stated he decided to continue the approach making sure he was accurately flying the approach speeds and that he did not land long on the runway. He stated he was prepared to go-around if the runway was icy. In addition, he saw an airplane holding short on a taxiway at the end of the runway, which appeared to be waiting for him to land so that it could depart, and this led him to believe the runway condition was good. The pilot did not use the common traffic advisory frequency (CTAF) to inquire about the runway conditions. The pilot stated that upon touchdown, he applied the speed brakes and spoilers. Once the nose wheel touched down, he applied the brakes and realized he had no braking action. He retracted the speed brakes, spoilers and flaps and applied takeoff power. The airplane yawed to the left,so he reduced the power to idle and applied right rudder to correct the airplane's heading. The airplane continued off the runway where it contacted a fence, a ditch, and crossed a road prior to coming to rest. The pilot next recalled the airplane came to rest with him hanging upside down by the seat belt. He crawled out of the airplane and noticed the wings had separated. The lineman who was working in the fixed base operator reported hearing the pilot announce that he was on the ILS approach and then again that he was on short final. He stated the airplane touched down prior to the taxiway A-2 turnoff, and he asked the pilot if he knew where he was going to park. He walked outside and noticed the airplane was near the east end of the runway. He recalled hearing the engine power increase followed by the impact and black smoke. The airplane that was sitting at the end of the runway was being taxied to a maintenance shop and was not going to takeoff. The pilot and mechanic in the airplane stated they saw the airplane during its approach which looked "normal." They stated the taxiways were icy and there was mist/light rain in the area. Another witness who saw the accident and assisted the pilot following the accident, stated the roads were covered with ice and "very slick." This witness stated that the sleet and freezing rain had started about an hour before the accident. The aircraft recording system (AReS II) data from the airplane was downloaded. The data showed the airplane was ½ mile from the runway at 200 ft above ground level at an airspeed of 110 knots, and that the airplane touched down near the approach end of the runway prior to veering to the left. After touching down, the throttles were advanced for a period of about 15 seconds, reduced, then advanced momentarily once again. The Model 525C landing performance data charts show that at a weight of 14,500 lbs, a landing reference speed (Vref) of 108 KIAS, and with no wind, the landing distance on a wet icy runway would have been about 13,625 ft. The length of runway 13 was 5,002 ft. A NOTAM had not been issued regarding the icy runway conditions at OZW. The airport manager stated he was not at the airport at the time of the accident, and that he was still trying to learn the new digital NOTAM manager system. The employee who was at the airport was authorized to issue NOTAMs, but had not yet been trained on the new system. Subsequent to the accident, the airport manager reported that the employees have been trained on inspecting runway conditions and issuing NOTAMs.

Crash of a Comp Air CA-8 in Ray

Date & Time: Oct 15, 2015 at 1810 LT
Type of aircraft:
Operator:
Registration:
N224MS
Flight Type:
Survivors:
Yes
Schedule:
Ray - Anniston
MSN:
0652843
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
948
Captain / Total hours on type:
49.00
Circumstances:
The private pilot reported that, while on a left downwind in the airport traffic pattern after conducting a cross-country business flight, he extended the flaps 10 degrees. While on short final, he fully extended the flaps, and shortly after, the left wing dropped. The pilot attempted to correct the left wing drop by applying right aileron and rudder; however, the airplane did not respond. The pilot chose to conduct a go-around and increased engine power. The airplane subsequently pitched up, and the left turn steepened. The pilot subsequently reduced engine power, and the airplane began to descend. The airplane struck the ground short of the runway, and the left wing separated from the fuselage. The examination of the airframe, flight controls, and engine revealed no preimpact mechanical anomalies that would have precluded normal operation. Examination of the trim system revealed that the right aileron trim and the left rudder trim were in positions that would have resulted in a right turn and a left yaw. Further, a witness reported that the airplane appeared to be in a cross-controlled attitude while on final approach to the airport. It is likely that the pilot’s improper use of the trim led to a cross-controlled situation and resulted in the subsequent stall during the attempted go-around.
Probable cause:
The pilot's improper use of the trim, which created a cross-controlled situation and resulted in an aerodynamic stall during the attempted go-around.
Final Report: