Crash of a Piper PA-31-325 Navajo in Belvidere: 1 killed

Date & Time: Dec 14, 2000 at 1303 LT
Type of aircraft:
Registration:
N120JB
Flight Type:
Survivors:
No
Schedule:
Vero Beach - Edenton
MSN:
31-7612050
YOM:
1976
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
647
Captain / Total hours on type:
336.00
Aircraft flight hours:
4903
Circumstances:
The flight was maneuvering in instrument meteorological conditions and was observed on radar making climbing and descending turns prior to making a final descending turn and being lost from radar. Examination of the crash site showed the airplane had impacted the terrain in a about a 90-degree nose down attitude. The crash site was about .09 miles from the last radar contact, when the airplane was 2,000 feet above ground level. Post crash examination of the airplane structure, flight controls, engines, propellers, and airplane systems showed no evidence of pre-crash failure or malfunction.
Probable cause:
The pilot's failure to maintain airplane control due to spatial disorientation while maneuvering in instrument meteorological conditions resulting in the airplane entering a descending turn and crashing into terrain.
Final Report:

Crash of a Douglas C-47B in Charlotte

Date & Time: Sep 26, 2000 at 0635 LT
Operator:
Registration:
N12907
Flight Type:
Survivors:
Yes
Schedule:
Anderson - Charlotte
MSN:
15742/27187
YOM:
1945
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
10500
Captain / Total hours on type:
7500.00
Aircraft flight hours:
17425
Circumstances:
After an approach to runway 5, and touched down at 85 knots, the airplane yawed right, exited the runway, the right main landing gear collapsed, and the airplane nosed over. Examination of the airplane revealed that a right main wheel brake had locked up, and the landing gear had collapsed. Inspection of the right main landing gear assembly and all associated components could not provide any determination as to what caused the main wheel brake to lockup. The brake assembly was broken down into its component parts and inspected. No evidence of malfunction could be detected. No contamination of the hydraulic fluid was evident.
Probable cause:
The right main brake locked after touchdown causing the airplane to yaw and depart the runway, resulting in the landing gear collapsing.
Final Report:

Crash of a Douglas DC-9 in Greensboro

Date & Time: Aug 8, 2000 at 1544 LT
Type of aircraft:
Operator:
Registration:
N838AT
Survivors:
Yes
Schedule:
Greensboro - Atlanta
MSN:
47442/524
YOM:
1970
Flight number:
FL913
Crew on board:
5
Crew fatalities:
Pax on board:
58
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
22000
Captain / Total hours on type:
15000.00
Copilot / Total flying hours:
8000
Copilot / Total hours on type:
2000
Circumstances:
Examination of the area of the fire origin revealed that relay R2-53, the left heat exchanger cooling fan relay, was severely heat damaged, as were R2-54 and the other relays in this area. However, the R2-53 relay also exhibited loose terminal studs and several holes that had burned through the relay housing that the other relays did not exhibit. The wire bundles that run immediately below the left and right heat exchanger cooling fans and the ground service tie relays exhibited heat damage to the wire insulation, with the greatest damage located just below the R2-53 relay. The unique damage observed on the R2-53 relay and the wire damage directly below it indicates that fire initiation was caused by an internal failure of the R2-53 relay. Disassembly of the relay revealed that the R2-53 relay had been repaired but not to the manufacturer's standards. According to the manufacturer, the damage to the relay housing was consistent with a phase-to-phase arc between terminals A2 and B2 of the relay. During the on-scene portion of the investigation, three of the four circuit breakers in the left heat exchanger cooling fan were found in the tripped position. To determine why only three of the four circuit breakers tripped, all four were submitted to the Materials Integrity Branch at Wright-Patterson Air Force Base, Dayton, Ohio, for further examination. The circuit breakers were visually examined and were subjected to an insulation resistance measurement, a contact resistance test, a voltage drop test, and a calibration test (which measured minimum and maximum ultimate trip times). Testing and examination determined that the circuit breaker that did not trip exhibited no anomalies that would prevent normal operation, met all specifications required for the selected tests, and operated properly during the calibration test. Although this circuit breaker appeared to have functioned properly during testing, the lab report noted that, as a thermal device, the circuit breaker is designed to trip when a sustained current overload exists and that it is possible during the event that intermittent arcing or a resistive short occurred or that the circuit opened before the breaker reached a temperature sufficient to trip the device.
Probable cause:
A phase-to-phase arc in the left heat exchanger cooling fan relay, which ignited the surrounding wire insulation and other combustible materials within the electrical power center panel. Contributing to the left heat exchanger fan relay malfunction was the unauthorized repair that was not to the manufacturer's standards and the circuit breakers' failure to recognize an arc-fault.
Final Report:

Crash of a De Havilland DHC-6 Twin Otter 200 in Raleigh: 1 killed

Date & Time: Jul 31, 2000 at 0034 LT
Operator:
Registration:
N201RH
Flight Type:
Survivors:
Yes
Schedule:
Hinckley - Louisburg
MSN:
163
YOM:
1968
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1725
Captain / Total hours on type:
147.00
Aircraft flight hours:
28711
Circumstances:
The flight had proceeded without incident until a visual approach was made to the destination airport, but a landing was not completed because of poor visibility due to ground fog. The pilot then requested vectors to another airport, and was advised by ATC that he was below radar coverage, and he could not be radar identified. The pilot stated he would proceed to a third airport; he was given a heading, instructed to proceed direct to the airport, and report the field in sight. He was told to over-fly the airport, and might be able to descend through a clearing in the clouds. An inbound air carrier flight reported instrument meteorological conditions on the final approach to a parallel runway. At a location of 1.13 miles east of the airport, the flight, for no apparent reason, turned south, away from the airport. The last radio contact with pilot was after ATC told him his heading was taking him away from the airport and he said he was turning back. The last known position of N201RH was 1.95 miles southeast of the airport, at 500 feet MSL. According to the statement of the passenger that was sitting in the co-pilot's seat, "...all we could see were city lights and darkness underneath us. We were in a right turn, when I saw the trees and subsequently hit it." According to the pilot's log book and FAA records revealed a limitation on his commercial pilot certificate prohibited him from carrying passengers for hire at night and on cross-country flights of more than 50 nautical miles. The records did not show any instrument rating. As per the entries in his personal flight logbook, he had accumulated a total of 1,725.2 total flight hours, 1,550.9 total single engine flight hours, and 184.3 total flight hours in multi-engine aircraft of which 145.6 hours were in this make and model airplane. In addition, the logbooks showed that he had a total of 487.3 cross country flight hours, 61.9 total night flight hours, and 21.6 simulated instrument flight hours.
Probable cause:
The pilot's continued VFR flight into IMC conditions, by failing to maintain altitude, and descending from VFR conditions into IMC, which resulted in him subsequently impacting with trees. Factors in this accident were: reduced visibility due to dark night and fog. An additional factor was the pilot was not certified for instrument flight.
Final Report:

Crash of a Beechcraft C-45 Expeditor in Monroe

Date & Time: May 14, 2000 at 1600 LT
Type of aircraft:
Operator:
Registration:
N6082
Flight Type:
Survivors:
Yes
Schedule:
Pell City - Monroe
MSN:
5512
YOM:
1943
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1302
Captain / Total hours on type:
37.00
Circumstances:
The airplane bounced on landing and started to swerve on the landing roll. The pilot attempted a go-around. The left engine hesitated and the right engine developed power. The pilot lost directional control, the airplane went off the left side of the runway and collapsed the left main landing gear.
Probable cause:
The pilot's failure to maintain directional control during an attempted go-around, resulting in a loss of directional control, and subsequent collapse of the left main landing gear after the airplane departed the runway.
Final Report:

Crash of a Cessna 421C Golden Eagle III in Concord: 4 killed

Date & Time: Jun 14, 1999 at 1257 LT
Registration:
N421LL
Flight Phase:
Survivors:
No
Schedule:
Concord – Anderson
MSN:
421C-0305
YOM:
1977
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
7500
Captain / Total hours on type:
3000.00
Aircraft flight hours:
5145
Circumstances:
An aircraft mechanic stated one of the airplanes engines was making an unusual noise during takeoff. An Air Traffic Controller stated the flight used about 4,500 feet of runway before lifting off. About 1 minute after being cleared for takeoff, the pilot reported 'were coming around were losing a right engine'. The controller and a witness observed the airplane level off, sway to the left and right, and then descend. The pilot reported he was not going to make it. The airplane was lost from sight behind trees. Post crash examination of the airplane structure, flight controls, engines, and propellers showed no evidence of pre-crash failure or malfunction that would have prevented operation. The landing gear and wing flaps were found retracted. The left and right propellers were found in the low blade angle position and had similar damage. An NTSB sound study of ATC communications showed that at the time the pilot reported they were not going to make it, a propeller signature showed 1,297 rpm and another propeller signature of 2,160 rpm. The engine inoperative procedure contained in the Pilot Operating Handbook for the Cessna 421C, calls for the throttle on the inoperative engine to be closed, the mixture placed in idle cut-off, and the propeller feathered. The Pilot Operating Handbook also showed the airplane would normally use 2,000 feet of runway for takeoff under the accident conditions.
Probable cause:
The failure of the pilot to shutdown the right engine and feather the propeller after a reported loss of power in the engine shortly after takeoff resulting in the airplane descending, colliding with trees and then the ground.
Final Report:

Crash of a Piper PA-31-310 Navajo in Southport

Date & Time: Mar 22, 1998 at 1050 LT
Type of aircraft:
Registration:
N715PM
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Southport - Washington DC
MSN:
31-493
YOM:
1969
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
955
Captain / Total hours on type:
260.00
Aircraft flight hours:
694
Circumstances:
The pilot stated he checked the fuel quantity in the inboard fuel tanks, but may have omitted the outboard tanks. He departed and climbed to 100 feet where the airplane yawed right. He believed it was a gust of wind which he attempted to correct. At 200 feet, the pilot stated the airplane rolled hard right and impacted trees in a 60 degree nose down attitude. There was no indication of a left engine discrepancy prior to impact. The right engine was examined with no fuel found in the fuel lines, and trace fuel was found in the fuel servo. According to the accident pilot, he regularly flew between Washington-Dulles and Southport, North Carolina using only the inboard tanks. Because of this, he did not check the location of the fuel selector, nor did he necessarily check the fuel quantity in the outboard fuel tanks. The cockpit fuel selector for the right engine was found in the outboard tank location. The right outboard tank on this airplane was not breached, and contained no fuel. The takeoff checklist states the fuel selector should be on the inboard fuel tank prior to takeoff.
Probable cause:
The pilot's failure to follow the preflight checklist, which resulted in a loss of engine power due to fuel starvation. Contributing to the significance of the accident was the pilot's failure to maintain control of the aircraft following the loss of engine power.
Final Report:

Crash of a Cessna 208B Super Cargomaster in Maiden: 1 killed

Date & Time: Jan 9, 1998 at 1704 LT
Type of aircraft:
Operator:
Registration:
N913FE
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Maiden - Greensboro
MSN:
208B-0013
YOM:
1987
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
4030
Captain / Total hours on type:
860.00
Aircraft flight hours:
6183
Circumstances:
The pilot was reported to be in a hurry as he positioned two aircraft and picked up the accident aircraft for his final positioning leg. He told company personnel he had a birthday party to go to and his family confirmed this. The pilot reported to company personnel that he was departing on runway 3 and that he would report in on his arrival at the destination. No further contacts with the flight were made and the wreckage of the aircraft was discovered off the end of the departure runway about 40 minutes after his reported takeoff. Examination showed the aircraft had run off the left side of the runway about 800 feet from the end and then crossed over the runway and entered into the woods at the departure end of the runway. Post crash examination showed no evidence of pre crash failure or malfunction of the aircraft structure, flight controls, or engine. The onboard engine computer showed the engine was producing normal engine power and the aircraft was traveling at 98 knots when electrical power was lost as it collided with trees. The aircraft's control lock was found tangled in the instrument panel near the left control yoke where it is normally installed and the lock had multiple abnormal bends, including a 90 degree bend in the last 1/2 inch of the lock where it engages the control column. Removal of the control lock and checking the flight controls for freedom is on the normal pilots checklist. The pilot was also found to not be wearing his shoulder harness.
Probable cause:
The pilot's failure to remove the control lock prior to takeoff and his failure to abort the takeoff when he was unable to initiate a climb, resulting in the aircraft over running the runway and colliding with trees on the departure end of the runway. Contributing to the accident was the pilot's self-induced pressure to arrive at his destination to attend a family affair.
Final Report:

Crash of a Beechcraft A100 King Air in Charlotte: 1 killed

Date & Time: Dec 10, 1997 at 2321 LT
Type of aircraft:
Registration:
N30SA
Survivors:
Yes
Schedule:
Lewisberg - Concord
MSN:
BB-246
YOM:
1979
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
14320
Aircraft flight hours:
6575
Circumstances:
Following a missed approach at the destination, the pilot requested weather information for two nearby airports. One airport was 53 miles northeast with a cloud ceiling of 900 feet, and visibility 6 miles. The pilot opted for the accident airport, 21 miles southwest, with an indefinite ceiling of zero, and visibility 1/4 mile. After completing the second missed approach, the flight proceeded to the accident airport. Radar vectors were provided to the ILS runway 36L. On the final approach, the flight veered to the right of the localizer and descended abruptly. Last recorded altitude for the flight was below the decision height. Investigation revealed no anomalies with the airport navigational aids for the approach, and the airplane's navigation receivers were found to be operational. Postmortem examinations of the pilot did not reveal any pre-existing diseases, and toxicological examinations were negative for alcohol and other drugs.
Probable cause:
The pilot's continued approach below decision height without reference to the runway environment, and his failure to execute a missed approach.
Final Report:

Crash of a Boeing EC-135C at Pope AFB

Date & Time: Sep 2, 1997
Type of aircraft:
Operator:
Registration:
63-8053
Flight Type:
Survivors:
Yes
Schedule:
Pope - Pope
MSN:
18701
YOM:
1964
Crew on board:
11
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The crew was completing a local training flight at Pope AFB. For unknown reasons, the aircraft landed very hard, causing the nose gear to collapse. The aircraft was stopped on the runway and all 11 occupants escaped uninjured. The aircraft was damaged beyond repair.