Crash of a Piper PA-46-310P Malibu in Bishop: 3 killed

Date & Time: Mar 3, 2020 at 1634 LT
Registration:
N43368
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Columbia – Tuscaloosa
MSN:
46-8408028
YOM:
1984
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
1178
Circumstances:
The pilot departed on an instrument flight rules cross-country flight with three passengers. While enroute at a cruise altitude about 6,000 ft mean sea level (msl), the pilot discussed routing and weather avoidance with the controller. The controller advised the pilot there was a gap in the line of weather showing light precipitation, and that the pilot could pass through it and then proceed on course. The controller assigned the pilot a heading, which the pilot initially acknowledged, but shortly thereafter, he advised the controller that the airplane was pointed directly at a convective cell. The controller explained that the heading would keep the pilot out of the heavy precipitation and that he would then turn the airplane through an area of light precipitation. The pilot responded, saying that the area seemed to be closing in fast, the controller acknowledged and advised the pilot if he did not want to accept that routing, he could be rerouted. The pilot elected to turn toward a gap that he saw and felt he could fly straight through it. The controller acknowledged and advised the pilot that course would take him through moderate precipitation starting in about one mile extending for about four miles; the pilot acknowledged. Radar information indicated that the airplane entered an area of heavy to very heavy precipitation, likely a rain shower updraft, while in instrument meteorological conditions, then entered a right, descending spiral and broke up in flight. Examination of the wreckage revealed no evidence of a preaccident malfunction or failure that would have prevented normal operation. The airplane was equipped with the capability to display weather radar "mosaic" imagery created from Next Generation Radar (NEXRAD) data and it is likely that the pilot was using this information to navigate around precipitation when the airplane encountered a rain shower updraft with likely severe turbulence. Due to latencies inherent in processes used to detect and deliver the NEXRAD data from the ground site, as well as the frequency of the mosaic-creation process used by the service provider, NEXRAD data can age significantly by the time the mosaic image is created. The pilot elected to navigate the hazardous weather along his route of flight based on the data displayed to him instead of the routing suggested by the controller, which resulted in the penetration of a rain shower updraft, a loss of airplane control, and a subsequent inflight breakup.
Probable cause:
The pilot’s encounter with a rain shower updraft and severe turbulence, which resulted in a loss of airplane control and an inflight breakup. Contributing to the accident was the pilot’s reliance on outdated weather information on his in-cockpit weather display.
Final Report:

Crash of a Beechcraft C90 King Air in Columbia

Date & Time: Jan 27, 2014 at 0530 LT
Type of aircraft:
Operator:
Registration:
N350WA
Flight Type:
Survivors:
Yes
Schedule:
Sacramento - Columbia
MSN:
LJ-762
YOM:
1978
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2939
Captain / Total hours on type:
1784.00
Copilot / Total flying hours:
6658
Copilot / Total hours on type:
2237
Aircraft flight hours:
9501
Circumstances:
The commercial pilot, who was the pilot flying (PF), and the airplane transport pilot, who was the pilot not flying (PNF), were conducting an aeromedical positioning flight. The pilots reported that, during a night approach, they visually identified the airport, activated the runway lighting system, and then canceled the instrument flight plan for a visual approach. The PNF reported that, after turning onto the final approach, the flaps were fully lowered and that the airplane was in a “wings level, stabilized approach.” The PF reported that he was initially using the vertical approach slope indicator (VASI) for guidance but that the airplane drifted below the glidepath during the approach, and he did not correct back to the glidepath. On short final, the pilots verified that the landing gear were in the down-and-locked position by noting the illumination of the three green landing gear indicator lights, and the airspeed indicator indicated 110 knots. Both pilots reported that the landing was “firm” and that it was followed by a loud bang and the subsequent failure of all three landing gear. The airplane slid on its belly for about 825 ft down the runway before coming to rest. Both pilots evacuated the airplane, which was subsequently consumed by a postaccident fire. Both pilots reported that the airplane was operating normally with no discrepancies noted. Postaccident examination of the wreckage at the accident site revealed that the airplane impacted the runway about 100 ft short of its displaced threshold. Broken components of the landing gear were located along the debris field, which extended about 565 ft beyond the initial impact point. It is likely that the PF's failure to correct and maintain the VASI glidepath after allowing the airplane to descend below the glidepath and the touchdown at a high descent rate resulted in a hard landing and the subsequent failure of all three landing gear.
Probable cause:
The pilot’s unstabilized night visual approach, which resulted in a hard landing and the collapse of all three landing gear.
Final Report:

Crash of a Learjet 60 in Columbia: 4 killed

Date & Time: Sep 19, 2008 at 2353 LT
Type of aircraft:
Operator:
Registration:
N999LJ
Flight Phase:
Survivors:
Yes
Schedule:
Columbia - Van Nuys
MSN:
314
YOM:
2006
Crew on board:
2
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
3140
Captain / Total hours on type:
35.00
Copilot / Total flying hours:
8200
Copilot / Total hours on type:
300
Aircraft flight hours:
108
Aircraft flight cycles:
123
Circumstances:
On September 19, 2008, about 2353 eastern daylight time, a Bombardier Learjet Model 60, N999LJ, owned by Inter Travel and Services, Inc., and operated by Global Exec Aviation, overran runway 11 during a rejected takeoff at Columbia Metropolitan Airport, Columbia, South Carolina. The captain, the first officer, and two passengers were killed; two other passengers were seriously injured. Both pilots and two passengers were killed while two others were seriously injured. Both passengers who were admitted in a local hospital for high burns were DJ AM & Travis Barker of the Rock band called "Blink". They were travelling back to California after they gave a concert in South Carolina.
Probable cause:
The operator’s inadequate maintenance of the airplane’s tires, which resulted in multiple tire failures during takeoff roll due to severe underinflation, and the captain’s execution of a rejected takeoff (RTO) after V1, which was inconsistent with her training and standard operating procedures.
Contributing to the accident were:
- Deficiencies in Learjet’s design of and the Federal Aviation Administration’s (FAA) certification of the Learjet Model 60’s thrust reverser system, which permitted the failure of critical systems in the wheel well area to result in uncommanded forward thrust that increased the severity of the accident,
- The inadequacy of Learjet’s safety analysis and the FAA’s review of it, which failed to detect and correct the thrust reverser and wheel well design deficiencies after a 2001 uncommanded forward thrust accident,
- Inadequate industry training standards for flight crews in tire failure scenarios,
- The flight crew’s poor crew resource management (CRM).
Final Report:

Crash of an Embraer EMB-110P1 Bandeirante in Orangeburg

Date & Time: Dec 9, 2005 at 2240 LT
Operator:
Registration:
N790RA
Flight Type:
Survivors:
Yes
Schedule:
Savannah - Columbia
MSN:
110-278
YOM:
1980
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2250
Captain / Total hours on type:
195.00
Aircraft flight hours:
14837
Circumstances:
The pilot had flown the airplane the day before the accident and after landing on the morning of the accident; she ordered fuel for the airplane. While exiting the airplane another pilot informed her that he had heard a "popping noise" coming from one of the engines. The pilot of the accident airplane elected to taxi to a run up area to conduct an engine run up. The fuel truck arrived at the run up area and the pilot elected not to refuel the airplane at that time and continued the run up. No anomalies were noted during the run up and the airplane was taxied back to the ramp and parked. The pilot arrived back at the airport later on the day of the accident and did not re-order fuel for the airplane nor did she recall checking the fuel tanks during the preflight inspection of the airplane. The pilot departed and was in cruise flight when she noticed the fuel light on the annunciator panel flickering. The pilot checked the fuel gauges and observed less than 100 pounds of fuel per-side indicated. The pilot declared low fuel with Columbia Approach Control controllers and requested to divert to the nearest airport, Orangeburg Municipal. The controller cleared the pilot for a visual approach to the airport and as she turned the airplane for final, the left engine lost power followed by the right engine. The pilot made a forced landing into the trees about 1/4 mile from the approach end of runway 36. The pilot exited the airplane and telephoned 911 emergency operators on her cell phone. The pilot stated she did not experience any mechanical problems with the airplane before the accident. Examination of the airplane by an FAA inspector revealed the fuel tanks were not ruptured and no fuel was present in the fuel tanks.
Probable cause:
The pilot's inadequate preflight inspection and her failure to refuel the airplane which resulted in total loss of engine power due to fuel exhaustion, and subsequent in-flight collision with trees.
Final Report:

Crash of a Cessna 560 Citation V in Pueblo: 8 killed

Date & Time: Feb 16, 2005 at 0913 LT
Type of aircraft:
Operator:
Registration:
N500AT
Survivors:
No
Schedule:
Richmond – Columbia – Pueblo – Santa Ana
MSN:
560-0146
YOM:
1991
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
8577
Captain / Total hours on type:
2735.00
Copilot / Total flying hours:
2614
Copilot / Total hours on type:
334
Aircraft flight hours:
3657
Circumstances:
On February 16, 2005, about 0913 mountain standard time, a Cessna Citation 560, N500AT, operated by Martinair, Inc., for Circuit City Stores, Inc., crashed about 4 nautical miles east of Pueblo Memorial Airport, Pueblo, Colorado, while on an instrument landing system approach to runway 26R. The two pilots and six passengers on board were killed, and the airplane was destroyed by impact forces and post crash fire. The flight was operating under the provisions of 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Instrument meteorological conditions prevailed at the time of the accident.
Probable cause:
The flight crew's failure to effectively monitor and maintain airspeed and comply with procedures for deice boot activation on the approach, which caused an aerodynamic stall from which they did not recover. Contributing to the accident was the Federal Aviation Administration's failure to establish adequate certification requirements for flight into icing conditions, which led to the inadequate stall warning margin provided by the airplane's stall warning system.
Final Report:

Crash of a Canadair CL-600 Challenger in Fort Lauderdale

Date & Time: Aug 16, 1999 at 2347 LT
Type of aircraft:
Operator:
Registration:
N63HJ
Flight Type:
Survivors:
Yes
Schedule:
Pueblo – Columbia
MSN:
1021
YOM:
1981
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
10162
Captain / Total hours on type:
540.00
Aircraft flight hours:
9503
Circumstances:
While enroute from Pueblo, Colorado, to Columbia, South Carolina, the captain's windshield delaminated, and the flight diverted to Fort Lauderdale, Florida, for repairs. The flight crew stated the first officer was flying the airplane and had been instructed by the captain to make a firm landing at Fort Lauderdale to get the airplanes weight on the wheels, due to the airplane being light. The landing was firm and the first officer activated the engine thrust reversers. As the nose landing gear touched down, the airplane began veering to the left. Attempts to control the veer to the left were unsuccessful and the airplane ran off the left side of the runway. The airplane then ran over a taxiway and collided with a taxiway sign and the concrete base for the sign. The nose landing gear collapsed and the airplane came to rest. Examination of the runway showed alternating dark and light marks from the left main landing gear tire were present on the runway about 160 feet before marks from the right main landing gear tire are present. Post accident examination of the airplanes landing gear, tires, wheels, bakes, spoilers, and engine thrust reversers, showed no evidence of pre-accident failure or malfunction. At the time of the accident the flight crew had been on duty for about 17 hours 45 minutes.
Probable cause:
The failure of the flight crew to main directional control of the airplane after landing, resulting in the airplane going off the side of the runway and colliding with a taxiway sign, collapsing the nose landing gear, and causing substantial damage to the airplane. A factor in the accident was flight crew fatigue due to being on duty for about 17 hours 45 minutes.
Final Report:

Crash of a Cessna 402C in Walker: 1 killed

Date & Time: Jan 17, 1998 at 1230 LT
Type of aircraft:
Operator:
Registration:
N114GP
Flight Phase:
Survivors:
Yes
Site:
Schedule:
Reno - Columbia
MSN:
402C-0085
YOM:
1979
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
3942
Captain / Total hours on type:
722.00
Aircraft flight hours:
16731
Circumstances:
The aircraft collided with trees and mountainous terrain about 9,500 feet msl. The wreckage was spread across the lee side of a mountain, in a grassy meadow surrounded by high mountainous terrain on all sides. The area, about 100 feet in front of the aircraft, was a rocky embankment which sloped upward approximately 30 degrees. About 100 feet from the tail of the aircraft, the terrain dropped off into a steep cliff, which sloped down about 65 degrees. At the base of the cliff was a valley, which was about 1/4 mile wide. The farthest piece of debris was found 410 feet away from the main wreckage site in a grove of trees. Fifteen tree disturbances were noted in the grove. The first disturbance began near the tops of the trees and continued in a descending path. Much of the airframe exhibited semicircular impressions consistent with the trunk diameters of the disturbed trees at the accident site. Organic material transfer was evident in the impressions. An analysis of the meteorological data showed that a clear or scattered cloud condition was likely in the accident area, and visibility was probably unrestricted. It also showed that an extended north-northwestward/south-southeastward cloud band was located over the Sierra Nevada Mountains about 9 to 10 miles southwest through west of the accident location around the time of the accident. The analysis estimated that the winds aloft at 10,000 to 12,000 feet msl in the mountains were from approximately 270 degrees at 40 to 45 knots. Further, moderate or greater turbulence and strong updrafts and downdrafts were reported along the pilot's route of flight. No mechanical discrepancies were found with the airframe or either engine during the postaccident examination.
Probable cause:
The pilot's encounter with a downdraft while approaching high terrain at an altitude insufficient to ensure adequate terrain or obstacle clearance.
Final Report:

Crash of a Mitsubishi MU-2B-60 Marquise in Columbia

Date & Time: Jan 19, 1996 at 0923 LT
Type of aircraft:
Operator:
Registration:
N50KW
Flight Type:
Survivors:
Yes
Schedule:
Columbia - Columbia
MSN:
784
YOM:
1980
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
16878
Captain / Total hours on type:
4348.00
Aircraft flight hours:
6073
Circumstances:
The flight departed on a maintenance test flight with known wind gusts to 27 knots. Before takeoff the pilot performed an NTS check to each engine with no discrepancies noted. During flight the pilot performed an NTS check to the left engine. Two attempts to restart the left engine were unsuccessful. Each time the propeller came out of the feathered position and started to rotate but there was no fuel flow or ignition. The flight returned to land and while on short final to runway 29 with the wind from 250 degrees at 20 knots, a witness observed the airplane pitch nose up then down then heard the sound of power applied to the right engine. The airplane than rolled to the left, pitched nose down, impacted the ground coming to rest nearly inverted with the wing section separated. Postaccident examination of the left engine and accessories revealed no evidence of preimpact failure or malfunction. The left engine fuel shutoff valve was found in the 'closed' position and no fuel was found aft of the fuel shutoff valve. The pilot stated that he has no recollection of the accident. The left and right engines had just been installed following 'hot section' work to both, and both were then started the day after installation with no discrepancies noted by company maintenance personnel.
Probable cause:
A total loss of power on one engine for undetermined reasons, and the pilot-in-command's failure to maintain airspeed (VMC) resulting in an in-flight loss of control. Contributing to the accident was the wind gusts encountered while on final approach to land.
Final Report:

Crash of a Cessna 414 Chancellor in Augusta: 4 killed

Date & Time: Jan 12, 1995 at 0904 LT
Type of aircraft:
Registration:
N13SE
Flight Phase:
Survivors:
No
Schedule:
Swainsboro - Columbia
MSN:
414-0437
YOM:
1973
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
1312
Captain / Total hours on type:
23.00
Aircraft flight hours:
4526
Circumstances:
While climbing through 6,300 feet, the pilot reported the complete loss of power on the right engine. Approx 4 min later, and after the pilot had established an emergency descent for a landing, he reported that the left engine had also lost power. The airplane impacted a driveway and skidded into a building. Examination revealed that the right engine failed due to shifting of the engine case halves. Review of the engine maintenance records indicated that several cylinders had been replaced in recent months; the cylinder through bolts are used to torque the engine case. A reason for the loss of power on the left engine was not determined.
Probable cause:
The loss of power on the left engine for undetermined reasons. A factor was the failure of the right engine due to maintenance personnel's failure to properly torque the cylinder through bolts.
Final Report:

Crash of a Douglas DC-9-31 in Charlotte: 37 killed

Date & Time: Jul 2, 1994 at 1843 LT
Type of aircraft:
Operator:
Registration:
N954VJ
Survivors:
Yes
Site:
Schedule:
Columbia - Charlotte
MSN:
47590
YOM:
1973
Flight number:
US1016
Crew on board:
5
Crew fatalities:
Pax on board:
52
Pax fatalities:
Other fatalities:
Total fatalities:
37
Captain / Total flying hours:
8065
Captain / Total hours on type:
1970.00
Copilot / Total flying hours:
12980
Copilot / Total hours on type:
3180
Aircraft flight hours:
53917
Aircraft flight cycles:
63147
Circumstances:
USAir Flight 1016 was a domestic flight from Columbia (CAE) to Charlotte (CLT). The DC-9 departed the gate on schedule at 18:10. The first officer was performing the duties of the flying pilot. The weather information provided to the flightcrew from USAir dispatch indicated that the conditions at Charlotte were similar to those encountered when the crew had departed there approximately one hour earlier. The only noted exception was the report of scattered thunderstorms in the area. Flight 1016 was airborne at 18:23 for the planned 35 minute flight. At 18:27, the captain of flight 1016 made initial contact with the Charlotte Terminal Radar Approach Control (TRACON) controller and advised that the flight was at 12,000 feet mean sea level (msl). The controller replied "USAir ten sixteen ... expect runway one eight right." Shortly afterward the controller issued a clearance to the flightcrew to descend to 10,000 feet. At 18:29, the first officer commented "there's more rain than I thought there was ... it's startin ...pretty good a minute ago ... now it's held up." On their airborne weather radar the crew observed two cells, one located south and the second located east of the airport. The captain said "looks like that's [rain] setting just off the edge of the airport." One minute later, the captain contacted the controller and said "We're showing uh little buildup here it uh looks like it's sitting on the radial, we'd like to go about five degrees to the left to the ..." The controller replied "How far ahead are you looking ten sixteen?" The captain responded "About fifteen miles." The controller then replied "I'm going to turn you before you get there I'm going to turn you at about five miles northbound." The captain acknowledged the transmission, and, at 18:33, the controller directed the crew to turn the aircraft to a heading of three six zero. One minute later the flightcrew was issued a clearance to descend to 6,000 feet, and shortly thereafter contacted the Final Radar West controller. At 18:35 the Final Radar West controller transmitted "USAir ten sixteen ... maintain four thousand runway one eight right.'' The captain acknowledged the radio transmission and then stated to the first officer "approach brief." The first officer responded "visual back up ILS." Following the first officer's response, the controller issued a clearance to flight 1016 to "...turn ten degrees right descend and maintain two thousand three hundred vectors visual approach runway one eight right.'' At 18:36, the Final Radar West controller radioed flight 1016 and said "I'll tell you what USAir ten sixteen they got some rain just south of the field might be a little bit coming off north just expect the ILS now amend your altitude maintain three thousand." At 18:37, the controller instructed flight 1016 to ''turn right heading zero niner zero." At 18:38, the controller said "USAir ten sixteen turn right heading one seven zero four from SOPHE [the outer marker for runway 18R ILS] ... cross SOPHE at or above three thousand cleared ILS one eight right approach." As they were maneuvering the airplane from the base leg of the visual approach to final, both crew members had visual contact with the airport. The captain then contacted Charlotte Tower. The controller said "USAir ten sixteen ... runway one eight right cleared to land following an F-K one hundred short final, previous arrival reported a smooth ride all the way down the final." The pilot of the Fokker 100 in front also reported a "smooth ride". About 18:36, a special weather observation was recorded, which included: ... measured [cloud] ceiling 4,500 feet broken, visibility 6 miles, thunderstorm, light rain shower, haze, the temperature was 88 degrees Fahrenheit, the dewpoint was 67 degrees Fahrenheit, the wind was from 110 degrees at 16 knots .... This information was not broadcast until 1843; thus, the crew of flight 1016 did not receive the new ATIS. At 18:40, the Tower controller said "USAir ten sixteen the wind is showing one zero zero at one nine." This was followed a short time later by the controller saying "USAir ten sixteen wind now one one zero at two one." Then the Tower controller radioed a wind shear warning "windshear alert northeast boundary wind one nine zero at one three.'' On finals the DC-9 entered an area of rainfall and at 18:41:58, the first officer commented "there's, ooh, ten knots right there." This was followed by the captain saying "OK, you're plus twenty [knots] ... take it around, go to the right." A go around was initiated. The Tower controller noticed Flight 1016 going around "USAir ten sixteen understand you're on the go sir, fly runway heading, climb and maintain three thousand." The first officer initially rotated the airplane to the proper 15 degrees nose-up attitude during the missed approach. However, the thrust was set below the standard go-around EPR limit of 1.93, and the pitch attitude was reduced to 5 degrees nose down before the flightcrew recognized the dangerous situation. When the flaps were in transition from 40 to 15 degrees (about a 12-second cycle), the airplane encountered windshear. Although the DC-9 was equipped with an on-board windshear warning system, it did not activate for unknown reasons. The airplane stalled and impacted the ground at 18:42:35. Investigation revealed that the headwind encountered by flight 1016 during the approach between 18:40:40 and 18:42:00 was between 10 and 20 knots. The initial wind component, a headwind, increased from approximately 30 knots at 18:42:00 to 35 knots at 18:42:15. The maximum calculated headwind occurred at 18:42:17, and was calculated at about 39 knots. The airplane struck the ground after transitioning from a headwind of approximately 35 knots, at 18:42:21, to a tailwind of 26 knots (a change of 61 knots), over a 14 second period.
Probable cause:
The board determines that the probable cause of the accident was:
- The flight crew's decision to continue an approach into severe convective activity that was conducive to a microburst,
- The flight crew's failure to recognize a windshear situation in a timely manner,
- The flight crew's failure to establish and maintain the proper airplane attitude and thrust setting necessary to escape the windshear,
- The lack of real-time adverse weather and windshear hazard information dissemination from air traffic control, all of which led to an encounter with and failure to escape from a microburst-induced windshear that was produced by a rapidly developing thunderstorm located at the approach end of runway 18R.
The following contributing factors were reported:
- The lack of air traffic control procedures that would have required the controller to display and issue ASR-9 radar weather information to the pilots of flight 1016,
- The Charlotte tower supervisor's failure to properly advise and ensure that all controllers were aware of and reporting the reduction in visibility and the RVR value information, and the low level windshear alerts that had occurred in multiple quadrants,
- The inadequate remedial actions by USAir to ensure adherence to standard operating procedures,
- The inadequate software logic in the airplane's windshear warning system that did not provide an alert upon entry into the windshear.
Final Report: