Crash of a Quest Kodiak 100 in Guatemala City: 1 killed

Date & Time: Nov 8, 2020
Type of aircraft:
Operator:
Registration:
TG-SMT
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Guatemala City – Cobán
MSN:
100-0080
YOM:
2012
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The pilot, sole on board, was completing a cargo flight to Cobán. After takeoff from Guatemala City-La Aurora runway 02, while in initial climb, the pilot lost control of the airplane that crashed in trees located in a garden along the 4th Avenue, in the Zone 9 district, approximately 980 metres from the end of runway 02. The aircraft was destroyed by impact forces and a post crash fire and the pilot was killed.

Crash of a Quest Kodiak 100 off Sentani: 1 killed

Date & Time: May 12, 2020
Type of aircraft:
Operator:
Registration:
PK-MEC
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Jayapura - Mamit
MSN:
100-0026
YOM:
2009
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
Shortly after takeoff from Jayapura-Sentani Airport, while climbing, the pilot sent a brief mayday message when he lost control of the airplane that crashed in Sentani Lake, two minutes after takeoff. The wreckage was found at a depth of 13 meters and the pilot, sole on board, was killed.

Crash of a Quest Kodiak 100 off Welaka: 2 killed

Date & Time: Feb 27, 2018 at 1930 LT
Type of aircraft:
Registration:
N969TB
Flight Type:
Survivors:
No
Schedule:
Welaka - Welaka
MSN:
100-0173
YOM:
2016
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
On February 27, 2018, about 1930 eastern standard time, a Quest Kodiak 100, N969TB, was substantially damaged after it impacted a river near Georgetown, Florida. The private pilot and pilot-rated passenger were fatally injured. The airplane was registered to and operated by an individual as a 14 Code of Federal Regulations Part 91 personal flight. Night visual meteorological conditions prevailed, and there was no flight plan filed for the flight, which was destined for Mount Royal Airport (3FL0), Welaka, Florida. According to preliminary air traffic control data provided by the Federal Aviation Administration (FAA), a radar target identified as the accident airplane overflew 3FL0 and then proceeded to make a right turn toward and over the Ocala National Forest. It circled back to the airport, overflew it, and entered a left turn. The airplane continued the left turn, again overflew the airport, and impacted a river that was about 1 mile to the west of the airport. According to a witness, the airplane departed 3FL0 on the day of the accident around 1530. Another witness, observed the airplane shortly before the accident and noted that it was flying "really low," and was in a 45° bank left turn, "wobbled" once, and then continued the turn. In addition, she noted that the lights on the airplane had "halos" around them because it was foggy, and that the engine sounded "fine." Local law enforcement and recovery personnel reported that there were no downed tree branches and no down powerlines in the along the shore in the vicinity of the accident site. Furthermore, recovery personnel noted several gallons of Jet A fuel draining from the airplane during recovery. According to FAA records, the pilot held a private pilot certificate with ratings for airplane single-engine land, single-engine sea, multiengine land, multiengine sea, and instrument airplane. The pilot was issued a third-class medical certificate on November 27, 2016. At that time, he reported 3,400 hours of total flight time, of which the 20 hours were within the previous 6 months of the medical examination.According to FAA records, the pilot-rated passenger held an airline transport pilot certificate with ratings for airplane multiengine land and airplane multiengine sea. He held commercial certificate ratings for airplane single-engine land and airplane single-engine sea. In addition, he held a flight instructor certificate with ratings for airplane multiengine and instrument airplane. His most recent second-class medical certificate was issued on October 4, 2013. According to FAA records, the airplane was manufactured in 2016 and issued an airworthiness certificate in April 2016. In addition, it was equipped with a Pratt and Whitney Canada PT6A34, 750-horsepower engine that powered a 4-bladed Hartzell constant speed propeller. The 1915 recorded weather observation at Palatka Municipal Airport – Lt. Kay Larkin Field (28J), Palatka, Florida, which was about 13 miles to the north of the accident location, included wind from 050° at 8 knots, visibility 10 miles, overcast clouds at 1,500 feet above ground level, temperature 17° C, dew point 15° C, and an altimeter setting of 30.25 inches of mercury. The airplane impacted a river and came to rest inverted in about 10 feet of water. All major components of the airplane were recovered from the river except the outboard section of the left wing and the left aileron. The forward section of the fuselage was impact-crushed aft. The right wing was impact separated from the fuselage and when the wing was moved for the wreckage examination, an unquantified amount of jet A fuel drained from the wing. The left wing was impact separated from the fuselage and the left flap was separated from the left wing. The flap jackscrew was measured and corresponded to a full flap position. The empennage remained attached to the fuselage and the horizontal stabilizers and elevators were cut to facilitate recovery. Flight control continuity was obtained from all flight control surfaces to the cockpit through tensile overload breaks and cuts made to facilitate recovery. The propeller remained attached to the reduction gearbox but was separated from the engine. All four propeller blades remained attached to the hub and three were not in the feathered position. Two of the propeller blades exhibited S-bending, the other 2 blades were bent aft, and leading-edge gouging was noted on three of the blades. The engine was impact-separated and recovered from the river. The left exhaust stack was impact crushed and the right exhaust stack received minor impact damage. The reduction gear box chip detector was examined, and no debris was noted. Continuity was confirmed between the compressor turbine and the accessory section of the engine by rotating the compressor turbine. Rotational scoring was noted on the compressor turbine. The power turbine was examined and exhibited rotation scoring on the fir tree disk, the blades, and the leading edge of the shroud tips. In addition, the power turbine shroud exhibited rotational scoring. 3FL0 was a private airport located about 3 miles south of Welaka, Florida. The airport elevation was estimated at 41 feet mean sea level. The airport did not have an operating control tower at the time of the accident. Runway 8/25 was 3,000 ft long and 50 ft wide. There were no published instrument procedures into the airport. The airport was bordered to the west by the Ocala National Forest, which was 673 square miles of densely wooded and unlighted terrain.

Crash of a Quest Kodiak 100 in Goiás

Date & Time: Nov 10, 2017 at 1430 LT
Type of aircraft:
Operator:
Registration:
N154KQ
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Lucas do Rio Verde – Anápolis
MSN:
100-0154
YOM:
2015
Location:
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed in Goiás in unclear circumstances. All four occupants were injured and the aircraft was destroyed by a post crash fire.

Crash of a Quest Kodiak 100 in Moab: 1 killed

Date & Time: Dec 12, 2016 at 0537 LT
Type of aircraft:
Operator:
Registration:
N772RT
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Moab – Salt Lake City
MSN:
100-0140
YOM:
2015
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
4635
Captain / Total hours on type:
243.00
Aircraft flight hours:
504
Circumstances:
The commercial pilot was departing on a routine positioning flight in dark night visual meteorological conditions. Footage from a security camera at the airport showed the airplane
take off normally and initiate a right turn, which was the established direction of traffic for the takeoff runway. The airplane continued the right turn, then entered an increasingly rapid descent and subsequently impacted terrain about 1 mile southwest from the airport. The wreckage distribution was consistent with a high-energy impact. Examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or anomalies that would have precluded normal operation. Autopsy and toxicology testing of the pilot did not reveal any evidence of impairment or incapacitation. Visual conditions prevailed in the area at the time of the accident; however, the setting Moon was obscured by cloud cover, and the airport was located in an area of remote, sparsely-populated high desert terrain. This would have resulted in few visual references to which the pilot could have oriented the airplane. Although the pilot had experience operating in this environment in night conditions and held an instrument rating, the circumstances of the accident are consistent with the known effects of spatial disorientation. The investigation could not determine the initiating event which led to the pilot's mismatch between the airplane's perceived and actual attitude; however, he likely experienced a sensory illusion as a result of spatial disorientation, which led to a loss of control.
Probable cause:
The pilot's loss of control shortly after takeoff due to spatial disorientation.
Final Report:

Crash of a Quest Kodiak 100 in Pskov

Date & Time: Jul 6, 2015 at 1618 LT
Type of aircraft:
Operator:
Registration:
N642RM
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Riga – Pskov – Krutitsy
MSN:
100-0104
YOM:
2013
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
470
Captain / Total hours on type:
52.00
Copilot / Total flying hours:
1041
Copilot / Total hours on type:
10
Aircraft flight hours:
391
Circumstances:
On 03.07.2015 at 15:05, Kodiak-100 N642RM airplane, which had left Riga AP (Latvia), performed a landing at Pskov AD (RF). The airplane was performing a ferry flight from USA (where it was bought) to Krutitsy landing site, which is 80 km to the Southeast from Ryazan (RF). After the landing, flight crewmembers and passengers passed a border and customs control successfully. The aircraft was kept at Pskov AD from July 3 till July 6 under custody of AASS of Pskovavia (JSC). On 06.07.2015 at 08:00, the flight crew – PIC and FO – arrived to Pskov AD with a view to the ferry flight resumption. PIC was planning to fly the aircraft from Pskov AD to Krutitsy landing site on 06.07.2015. In violation of FAP MA CA and FAP-128 requirements, PIC and FO didn't pass a preflight medical check in spite of the fact that Pskovavia medical service was available at the aerodrome. Before the takeoff, two flight crewmembers were in the cockpit: PIC occupying a left seat, and FO occupying a right seat. Both were secured with safety belts. At 13:15:30, PIC performed a takeoff from Pskov AD with MH=190°. According to the flight crew explanatory reports, during the climbing with left turn, they had the engine troubles. Therefore, the flight crew put the airplane into gliding. They failed to re-start the engine in flight. Before the emergency landing, they cut the fuel off and de-energized the aircraft. The landing was performed at 13:18 to a marshy area with some bushes and individual trees around. The aircraft received significant damage during the landing. There was no fire: neither in flight nor on the ground. At 13:21:21, FO reported the forced landing to ATC controller, using the aircraft radio station. Pskov First-Aid Station suggested the help, but the flight crewmembers refused because they did not have any injuries.
Probable cause:
The accident with Kodiak 100 N642RM aircraft occurred when performing a forced landing to the forest. According to the flight crewmembers explanations, the need of this forced landing was caused by the engine power loss in flight. Conducted examinations of engine, rotor and fuel system did not reveal any issue that can cause the power plant loss of power. Because FDIS SD data card from the central display, which storages all recorded power plant flight parameters was lost, it was not possible to access the engine operability and the flight crewmembers' actions in full.
Final Report:

Crash of a Quest Kodiak 100 in Doyo Baru: 2 killed

Date & Time: Apr 9, 2014 at 0940 LT
Type of aircraft:
Operator:
Registration:
PK-SDF
Flight Phase:
Survivors:
Yes
Schedule:
Doyo Baru – Ninia
MSN:
100-0049
YOM:
2011
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
25530
Captain / Total hours on type:
1752.00
Aircraft flight hours:
1752
Aircraft flight cycles:
2211
Circumstances:
A Kodiak-100 aircraft, registered PK-SDF, on 9 April 2014 was being operated by PT. Adventist Aviation Indonesia as non-schedule flight from Doyo Baru Airstrip with intended destination of Ninia Airstrip, Papua. On board in this flight were 7 persons consist of one pilot and six passengers. This flight was the fourth flights for the pilot who has performed flights from Doyo Baru (DOB) – Puldamat (PUL) at 2138-2228 UTC; Puldamat (PUL) –Soya (SOY) at 2243-2247 UTC; Soya (SOY) – Doyo Baru (DOB) at 2256-2344 UTC. The flight time to destination was estimated of 1 hour with cruising altitude of 10,000 feet and the fuel on board were sufficient for 4 hours flight time. Doyo Baru Airstrip located at approximately 10 NM North West of Sentani Airport (WAJJ). Air traffic movement to and from Doyo Baru Airstrip was controlled by Sentani Tower controller. At 0015 UTC, the pilot contacted to Sentani Tower controller, requested for start engine and clearance to fly to Ninia. The requests were approved and to report when ready for departure. At 0021 UTC, the pilot reported to the Sentani Tower controller ready for departure from Doyo Baru Airstrip. The Sentani Tower Controller instructed the pilot to hold to wait an aircraft took off from Sentani Airport. At 0024 UTC, the pilot received clearance for takeoff with additional traffic information and to report after airborne. At 0027 UTC, Sentani Tower controller has not received reports from the PK-SDF pilot and tried to call but was not responded. After several observations toward Doyo Baru area and did not see PK-SDF aircraft, The Sentani Tower controller reported to the Chief Section of Sentani Tower Air Navigation. At 0030 UTC, The Chief Section of Sentani Tower Air Navigation clarified the condition of PK-SDF aircraft to one of Indonesian Adventist Aviation pilot in Doyo Baru and obtained information that the aircraft had experienced in accident during takeoff at Doyo Baru. An engineer after received the information went to the accident site and saw appearance of white smoke came out from the side of the river which was known as the accident aircraft located. After arrived at the accident site the engineer saw the Adventist’s staffs and local people tried to extinguish the fire on the aircraft engine by throwing some water and used two fire extinguishers while some people moved the passengers from the wreckage. Two occupants including the pilot were fatally injured and five other passengers were seriously injured. All occupants were taken to Yowari Hospital (Rumah Sakit Umum Daerah – RSUD Yowari).
Probable cause:
Contributing Factors:
- The failure to airborne was due to the aircraft was not in correct takeoff configuration which required wing flap 20° while the flap was found at approximately 6° position during impact.
- The actions to recover the situation by selection of emergency power and flap were not proper for particular condition.
Final Report: