Beechcraft 200 Super King Air

The pilot and four passengers were departing in the multi-engine turbopropeller-powered airplane when the accident occurred. Surveillance video indicated that the takeoff and initial climb appeared normal, however, the airplane than began to lose airspeed and altitude until the airplane entered a left roll and descended toward the ground. Just after the airplane went out of sight, the camera recorded a rising plume of smoke about 1 mile from of the departure end of the runway. Shortly after the plume of smoke appeared, the camera appeared to shake from wind, and recorded blowing debris and heavy rain on the ramp where the camera was located. Just before and during takeoff, the camera showed that the ramp was dry with no rain or noticeable wind. No radio or distress calls were heard from the pilot. Several witnesses saw the airplane’s takeoff and initial climb and they described the airplane as struggling to climb and reported that it entered a steep bank and descent toward the ground shortly after takeoff. The witnesses characterized the weather conditions as stormy and windy, with a weather front passing through the area. The wreckage of the airplane was found amidst heavily wooded terrain adjacent to a factory about 1 mile south of the departure end of runway 18 and a post-impact fire consumed most of the airplane. Detailed examinations of the airframe, engines, flight controls, and propellers did not reveal any pre-impact mechanical anomalies that would have precluded normal operations. Both engines and propellers exhibited evidence of rotation at the time of impact, and several large diameter tree branches at the accident site were found cut consistent with propeller blade strikes, also indicating that the engines were producing power at the time of impact. A performance study indicated that the airplane climbed to a maximum altitude of about 386 ft above ground level before it began to descend. Review of airplane performance from previous takeoffs from the same runway indicated that the airplane’s climb performance during the accident initial climb takeoff was diminished. The reason for the diminished performance could not be determined. Review of weather information indicated that the airplane departed about the time a line of extreme intensity precipitation was approaching, and weather reporting equipment at the airport indicated a wind shift associated with this oncoming line of precipitation. A wind shear alert was active in the control tower advising of 15 to 20 kt gains about 1 mile from the runway. Based on the observation weather data, it is likely that, during the initial climb, the airplane encountered wind with magnitudes between 20 and 30 kts that likely varied in direction about 50°, from a quartering headwind to a crosswind condition. In the minutes following the accident time, this wind continued to shift to a quartering tailwind condition for the departure runway and increased in magnitude to 30 to 40 kts. There was no evidence to suggest that the airplane encountered a microburst or downdraft. Based on available information, the performance study could not conclude why the airplane had diminished performance during the initial climb after takeoff. Although there was diminished performance during the initial climb, it could not be attributed to a airframe, engine, or system anomaly. Although the weather was deteriorating at the time of the accident, and there were wind shifts in the area, a weather study determined that the wind shifts likely contributed to, but did not cause the accident. The pilot’s autopsy was limited by injury but identified severe coronary artery disease. Within the limits of the autopsy, there was no evidence that a medical event contributed to the accident. The pilot’s toxicology testing detected a low level of ethanol in cavity blood only; however, the small amount of ethanol may have been produced postmortem. It is unlikely that the effects of ethanol contributed to the accident.

The pilot reported that while on approach for landing, the airplane started to lose altitude quickly. After the co-pilot noticed the high decent rate and the slow airspeed, he advised the pilot to add power. However, the airplane continued to descend and impacted terrain in a right wing and nose low attitude, about 30 yards short of the runway approach threshold, which resulted in substantial damage to the right wing. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

The aircraft, registered 5Y-NJS operated by Westwind Aviation Ltd crashed at Ngong Racecourse. The flight with two onboard was on a private mission to Kisumu, Eldoret and back to Nairobi. The aircraft departed Wilson Airport (HKNW) at 0420Z and landed at Kisumu Airport (HKKI) at 0502Z. It then departed HKKI to HKEL at 1142Z and landed at 1200Z where it picked one passenger. The flight then departed HKEL to HKNW with three onboard at 1247Z with an estimated flight time of 40 minutes. According to the preliminary information obtained from the Captain, the aircraft attained flight level 250 42NM from Eldoret VOR. The flight was then cleared to fly direct to GV VOR by Nairobi Area Control Centre. During descend to flight level 100 they encountered bad weather whereby the wings developed heavy icing. The Captain deployed deicing systems on the wings but the problem persisted. The situation prompted the Captain to request Wilson Control to descend to “Monstry fix” for landing at HKNW which was approved. As the flight continued descending the left engine went off. The Captain requested Wilson Tower for assistance. After 30 seconds, the right engine also went off. The Captain elected to make an emergency landing at Ngong Racecourse. On landing along, the left wing collided with trees and broke-off and separated together with the left engine and the left main landing gear. The turned clockwise through 180° and faced the opposite direction. All three onboard escaped unhurt but the aircraft was destroyed.

On August 20, 2020, about 1542 central daylight time, a Beech B200 airplane (marketed as a King Air 200), N198DM, was destroyed when it was involved in an accident near Rockford, Illinois. The private pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 positioning flight. The purpose of the flight was to relocate the airplane to the pilot's home base at the DuPage Airport (DPA), West Chicago, Illinois. The airplane had been at Chronos Aviation, LLC (a 14 CFR Part 145 repair station), at the Rockford International Airport (RFD), Rockford, Illinois, for maintenance work. Multiple airport-based cameras recorded the accident sequence. The videos showed the airplane taking off from runway 19. Shortly after liftoff, the airplane started turning left, and the airplane developed a large left bank angle as it was turning. The airplane departed the runway to the left and impacted the ground. During the impact sequence, an explosion occurred, and there was a postimpact fire. A video study estimated the airplane’s maximum groundspeed during the takeoff as 105.5 knots (kts). Data recovered from an Appareo Stratus device onboard the airplane showed that about 1538, the airplane began taxing to runway 19. At 1540:34, the airplane crossed the hold short line for runway 19. At 1541:19, the airplane began a takeoff roll on runway 19. At 1541:42, the airplane began to depart the runway centerline to the left of the runway. Subsequent tracklog points showed the airplane gaining some altitude, and the tracklog terminated adjacent to a taxiway in a grassy area. The Appareo Stratus data showed the airplane began to increase groundspeed on a true heading of roughly 185° about 1541. Airplane pitch began to increase at 1541:41 as the groundspeed reached about 104 kts. The groundspeed increased to 107 kts within the next 2 seconds, and the pitch angle reached around 4° nose-up at this time. In the next few seconds, pitch lowered to around 0° as the groundspeed decayed to around 98 kts. The pitch then became 15° nose-up as the groundspeed continued to decay to about 95 kts. A right roll occurred of about 13° and changed to a rapidly increasing left roll over the next 5 seconds. The left roll reached a maximum of about 86° left as the pitch angle increasingly became negative (the airplane nosed down). The pitch angle reached a maximum nose down condition of -73°. The data became invalid after 1541:53.4. An airplane performance study based on the Appareo Stratus data showed that during the takeoff from runway 19, the airplane accelerated to a groundspeed of 98 kts and an airspeed of 105 kts before rotating and lifting off. The airplane pitched up, climbed, and gained height above the ground. Then, 4 seconds after rotation, the airplane began descending and slowing, consistent with a loss of power. A nose-left sideslip, a left side force, and a left roll were recorded, consistent with the loss or reduction in thrust of the left engine. The sideslip was reduced, likely due to opposite rudder input, and the airplane briefly rolled right. The airplane pitched up and was able to begin climbing again; however, it continued to lose speed. The sideslip then reversed, and the airplane rolled left again and impacted the ground. One witness reported that he observed the accident sequence. He did not hear any abnormal engine noises, nor did he see any smoke or flames emit from the airplane before impact. The airplane came to rest on a flat grass field to the east of runway 19 on airport property. The airplane sustained fire damage and was fragmented from impacting terrain.

Engaged in an illegal flight, the twin engine airplane landed on a dirt road located about 35 km southwest of Brus Laguna. The nose gear collapsed and the aircraft came to rest, damaged beyond repair. No one was found on site and a load of 806 kilos of cocaine was seized.