Zone

Crash of a Canadair CL-600-2B16 Challenger 604 in Naples: 2 killed

Date & Time: Feb 9, 2024 at 1517 LT
Type of aircraft:
Operator:
Registration:
N823KD
Survivors:
Yes
Site:
Schedule:
Columbus - Naples
MSN:
5584
YOM:
2004
Flight number:
HPJ823
Location:
Crew on board:
3
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
10525
Captain / Total hours on type:
2808.00
Copilot / Total flying hours:
24618
Copilot / Total hours on type:
138
Aircraft flight hours:
9763
Circumstances:
On February 9, 2024, about 1517 eastern standard time, a Bombardier Inc CL-600-2B16, N823KD, was destroyed when it was involved in an accident near Naples, Florida. The two airline transport pilots were fatally injured. The cabin attendant and the two passengers sustained minor injuries, and one person on the ground suffered minor injury. The airplane was operated by Ace Aviation Services (doing business as Hop-A-Jet) as a Title 14 Code of Federal Regulations Part 135 on-demand passenger flight. The airplane was returning to Naples Municipal Airport (APF), Naples, Florida, from Ohio State University Airport (OSU), Columbus, Ohio, where it had flown earlier in the day. The airplane was serviced with 350 gallons of fuel before departure from OSU. Preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) flight track and air traffic control (ATC) data revealed that the flight crew contacted the ATC tower at APF while on a right downwind leg of the approach to the airport and maneuvering for a 5-mile final approach to runway 23. At 1508, the tower controller cleared the flight to land. The airplane was about 6.5 miles north of APF, about 2,000 ft geometric altitude (GEO) and 166 knots groundspeed, as it turned for the base leg of the traffic pattern. A preliminary review of the data recovered from the airplane’s flight data recorder revealed that the first of three Master Warnings was recorded at 1509:33 (L ENGINE OIL PRESSURE), the second immediately following at 1509:34 (R ENGINE OIL PRESSURE), and at 1509:40 (ENGINE). The system alerted pilots with illumination of a “Master Warning” light on the glareshield, a corresponding red message on the crew alerting system page and a triple chime voice advisory (“Engine oil”). Twenty seconds later, at 1510:05, about 1,000 ft msl and 122 kts, on a shallow intercept angle for the final approach course, the crew announced, “…lost both engines… emergency… making an emergency landing” (see figure 1). The tower controller acknowledged the call and cleared the airplane to land. At 1510:12, about 900 ft and 115 knots, the crew replied, “We are cleared to land but we are not going to make the runway… ah… we have lost both engines.” There were no further transmissions from the flight crew and the ADS-B track data ended at 1510:47, directly over Interstate 75 in Naples, Florida. Dashcam video submitted to the National Transportation Safety Board captured the final seconds of the flight. The airplane descended into the camera’s view in a shallow left turn and then leveled its wings before it touched down aligned with traffic travelling the southbound lanes of Interstate 75. The left main landing gear touched down first in the center of the three lanes, and then the right main landing gear touched down in the right lane. The airplane continued through the break-down lane and into the grass shoulder area before impacting a concrete sound barrier. The airplane was obscured by dust, fire, smoke, and debris until the video ended. This information is preliminary and subject to change. After the airplane came to rest, the cabin attendant stated that she identified that the cabin and emergency exits were blocked by fire and coordinated the successful egress of her passengers and herself through the baggage compartment door in the tail section of the airplane.

Crash of a Rockwell Aero Commander 500B in Chicago: 1 killed

Date & Time: Nov 18, 2014 at 0245 LT
Operator:
Registration:
N30MB
Flight Type:
Survivors:
No
Site:
Schedule:
Chicago - Columbus
MSN:
500-1453-160
YOM:
1964
Flight number:
CTL62
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1339
Captain / Total hours on type:
34.00
Aircraft flight hours:
26280
Circumstances:
The commercial pilot was conducting an on-demand cargo charter flight. Shortly after takeoff, the pilot informed the tower controller that he wanted to "come back and land" because he was "having trouble with the left engine." The pilot chose to fly a left traffic pattern and return for landing. No further transmissions were received from the pilot. The accident site was located about 0.50 mile southeast of the runway's displaced threshold. GPS data revealed that, after takeoff, the airplane entered a left turn to a southeasterly course and reached a maximum GPS altitude of 959 ft (about 342 ft above ground level [agl]). The airplane then entered another left turn that appeared to continue until the final data point. The altitude associated with the final data point was 890 ft (about 273 ft agl). The final GPS data point was located about 135 ft northeast of the accident site. Based on GPS data and the prevailing surface winds, the airspeed was about 45 knots during the turn. According to the airplane flight manual, the stall speed in level flight with the wing flaps extended was 59 knots. Postaccident examination and testing of the airframe, engines, and related components did not reveal any preimpact mechanical failures or malfunctions that would have precluded normal operation; therefore, the nature of any issue related to the left engine could not be determined. Based on the evidence, the pilot failed to maintain adequate airspeed while turning the airplane back toward the airport, which resulted in an aerodynamic stall/spin.
Probable cause:
The pilot's failure to maintain airspeed while attempting to return to the airport after a reported engine problem, which resulted in an aerodynamic stall/spin.
Final Report:

Crash of a Rockwell Aero Commander 500 in Columbus

Date & Time: Dec 27, 2010 at 2246 LT
Operator:
Registration:
N888CA
Flight Type:
Survivors:
Yes
Schedule:
Jeffersonville – Columbus
MSN:
500B-1318-127
YOM:
1963
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
5700
Captain / Total hours on type:
3525.00
Circumstances:
Prior to the flight, the pilot preflighted the airplane and recalled observing the fuel gauge indicating full; however, he did not visually check the fuel tanks. The airplane departed and the en route portion of the flight was uneventful. During the downwind leg of the circling approach, the engines began to surge and the pilot added full power and turned on the fuel boost pumps. While abeam the approach end of the runway on the downwind leg, the engines again started to surge and subsequently lost power. He executed a forced landing and the airplane impacted terrain short of the runway. A postaccident examination by Federal Aviation Administration inspectors revealed the fuselage was buckled in several areas, and the left wing was crushed and bent upward. The fuel tanks were intact and approximately one cup of fuel was drained from the single fuel sump. Fueling records indicated the airplane was fueled 3 days prior to the accident with 135 gallons of fuel or approximately 4 hours of operational time. Flight records indicated the airplane had flown approximately 4 hours since refueling when the engines lost power.
Probable cause:
The pilot’s improper fuel management which resulted in a loss of engine power due to fuel exhaustion.
Final Report:

Crash of a Mitsubishi MU-2B-30 Marquise in Chillicothe

Date & Time: Sep 28, 1996 at 0835 LT
Type of aircraft:
Operator:
Registration:
N618BB
Survivors:
Yes
Schedule:
Chillicothe - Columbus
MSN:
533
YOM:
1971
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
5400
Captain / Total hours on type:
2150.00
Aircraft flight hours:
6644
Circumstances:
The pilot said that after climbing about 500 feet after takeoff, at 120 knots with the gear retracted, the left engine lost power. He feathered the propeller, lowered the nose to the horizon, and began a shallow left turn back to the airport. He left the flaps at 20° and noted a descent of 200 feet to 300 feet per minute in the turn. After clearing trees, the pilot extended the landing gear, banked the aircraft to the right to align it with the runway and lowered flaps to 40°. After touchdown, he applied single engine reversing. The aircraft went off right side of runway and into a ditch, collapsing the right main and nose gear. Examination of the engine revealed the torque sensor housing had failed, resulting in loss of drive to the fuel pump. Metallurgical exam of the housing arm of the torque sensor revealed it had failed from fatigue. On 9/14/79, a service bulletin (SB) was issued for replacement of the torque sensor housing with an improved housing. The manufacturer overhauled the engine on 12/1979, but SB was not complied with. SB indicated a history of resonant vibration causing cracks in the housing arm of original torque sensor and gear assemblies, and that the housing should be replaced, no later than during next part exposure. Investigation revealed pilot did not comply with engine failure procedures and airspeeds. Flight manual cautioned not to use 40° of flaps during single engine landings.
Probable cause:
Failure of the pilot to follow the published emergency procedures after loss of power in the left engine. Factors relating to the accident were: fatigue failure of the left torque sensor and gear assembly, which resulted in the loss of engine power, failure of the manufacturer to comply with the respective service bulletin, and the pilot's improper use of the flaps and reverse (single-engine) thrust.
Final Report:

Crash of a Piper PA-60-602P Aerostar (Ted Smith 602P) in Georgetown: 3 killed

Date & Time: Sep 5, 1992 at 1237 LT
Registration:
N3647T
Flight Type:
Survivors:
No
Schedule:
Columbus – Georgetown
MSN:
62-0865-8165005
YOM:
1981
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
878
Captain / Total hours on type:
104.00
Aircraft flight hours:
1890
Circumstances:
During a VOR runway 22 approach, the instrument rated pilot sighted the runway and cancelled his IFR flight plan. As he was circling to land, the airplane stalled and collided with terrain. Witnesses stated that the airplane made a steep left banking turn about 250 feet above the ground. According to witnesses, upon roll out of the turn, the airplane's wings rocked back and forth, the nose and right wing dropped below the horizon, and the airplane fell to the ground. Instrument meteorological conditions existed at the time of the accident and witnesses stated that the ceiling was about 400 to 500 feet above the ground. Weather facilities in the area were forecasting about 1,000 foot ceilings throughout the area. All three occupants were killed.
Probable cause:
The pilot's failure to maintain airspeed, while circling to land, resulting in an inadvertent stall. Factors related to the accident were: the pilot's excessive maneuvering of the airplane and his insufficient altitude for recovery from the stall.
Final Report:

Crash of a Piper PA-61P Aerostar (Ted Smith 601) in Columbus: 1 killed

Date & Time: Sep 30, 1988 at 2124 LT
Registration:
N14HR
Flight Phase:
Survivors:
No
Schedule:
Columbus – Doylestown
MSN:
61-0479-193
YOM:
1978
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1802
Aircraft flight hours:
3075
Circumstances:
The airplane was destroyed when it collided with terrain shortly after departure. Two witnesses to the accident who saw the accident airplane lift off from the runway described the flight path as erratic in nature with random movement in all three axis, pitch, roll and yaw. The witnesses did not see the actual impact. Evidence shows that the upper half of the main entry clamshell door was not closed at impact. Radio transmissions from the accident airplane while in flight show a elevated voice level indicative of stress as the pic attempted to maintain control the airplane during pitch and roll excursions. The radio transmissions were unintelligible. The tower had cleared the aircraft to land on any runway. The pilot, sole on board, was killed.
Probable cause:
Aerodynamically stalled lifting surface causing an uncommanded pitch over at an altitude too low to affect a recovery.
Findings:
Occurrence #1: miscellaneous/other
Phase of operation: takeoff - initial climb
Findings
1. (f) door - not secured
2. (c) aircraft preflight - inadequate - pilot in command
----------
Occurrence #2: loss of control - in flight
Phase of operation: takeoff - initial climb
Findings
3. (c) door - open
4. (c) aircraft control - not maintained - pilot in command
5. (f) anxiety/apprehension - pilot in command
----------
Occurrence #3: in flight collision with terrain/water
Phase of operation: descent - uncontrolled
Findings
6. Terrain condition - ground
Final Report:

Crash of a Cessna 421C Golden Eagle III in Rutland: 1 killed

Date & Time: Aug 30, 1981 at 1448 LT
Registration:
N6867R
Flight Type:
Survivors:
No
Schedule:
Hickory - Columbus
MSN:
421C-1088
YOM:
1981
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1500
Circumstances:
While descending to Columbus, the pilot encountered poor weather conditions with thunderstorm activity. In clouds, the pilot suffered a spatial disorientation and lost control of the airplane that entered a dive. Due to overload failure, horizontal stabilizers and wings failed and the aircraft crashed in a field, bursting into flames. The pilot, sole on board, was killed.
Probable cause:
Airframe failure in flight after the pilot attempted operation beyond experience/ability level. The following contributing factors were reported:
- The pilot suffered a spatial disorientation,
- Exceeded design stress limits of aircraft,
- Wings: spars,
- Flight control surfaces: horizontal stabilizers, attachments,
- Overload failure,
- Thunderstorm activity,
- Prearranged IFR information flight with Beechcraft King Air,
- Horizontal stabilizers and wings failed downward.
Final Report:

Crash of a Rockwell Grand Commander 690A in Columbus

Date & Time: Oct 1, 1979 at 0803 LT
Operator:
Registration:
N57233
Survivors:
Yes
Schedule:
Louisville - Columbus
MSN:
690-11247
YOM:
1975
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
18341
Captain / Total hours on type:
2175.00
Circumstances:
On approach to Columbus-Ohio State University Airport, the pilot encountered limited visibility due to fog. On short final, the airplane struck a fence and crashed in flames short of runway threshold. The aircraft was destroyed and the pilot, sole on board, was injured.
Probable cause:
Collision with fence and subsequent crash on final approach due to improper IFR operation. The following contributing factors were reported:
- Fog,
- Visibility 3/4 mile or less.
Final Report:

Crash of a Piper PA-61 Aerostar (Ted Smith Aerostar 601P) in Columbus: 3 killed

Date & Time: Mar 14, 1979 at 0930 LT
Operator:
Registration:
N8061J
Survivors:
No
Schedule:
Logansport - Columbus
MSN:
61-0544-232
YOM:
1978
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
469
Captain / Total hours on type:
82.00
Circumstances:
On final approach to Columbus-Ohio State University Airport in clouds, the twin engine airplane stalled and crashed in flames. All three occupants were killed. Icing conditions were forecasted.
Probable cause:
Stall on final approach due to improper in-flight decisions. The following contributing factors were reported:
- Airframe ice,
- Icing conditions including sleet, freezing rain,
- Sigmet and airmet warned of icing conditions in clouds above freezing level,
- The aircraft was not certified for flight in known icing conditions.
Final Report: