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

Date & Time: Nov 18, 2022 at 1510 LT
Registration:
N6797L
Flight Type:
Survivors:
No
Schedule:
Denton – Decatur
MSN:
421C-1050
YOM:
1981
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The twin engine airplane departed Denton Enterprise Airport runway 36 at 1459LT and continued to the west at an altitude of 2,000 feet. Eight minutes later, the pilot initiated a left hand circuit to land at Decatur Airport. While descending on final, the speed decreased and the airplane crashed nearby a wooded area located 6 km short of runway 35. The aircraft was destroyed and the pilot, sole on board, was killed.

Crash of a Cessna 441 Conquest II in Denton: 1 killed

Date & Time: Feb 4, 2015 at 2109 LT
Type of aircraft:
Registration:
N441TG
Flight Type:
Survivors:
No
Schedule:
Willmar - Denton
MSN:
441-200
YOM:
1981
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
4935
Aircraft flight hours:
3830
Circumstances:
The instrument-rated commercial pilot was approaching the destination airport after a cross country flight in night instrument meteorological conditions. According to radar track data and air traffic control communications, while receiving radar vectors to the final approach course, the pilot did not always immediately comply with assigned headings and, on several occasions, allowed the airplane to descend below assigned altitudes. According to airplane performance calculations based on radar track and GPS data, the pilot made an engine power reduction about 2.5 minutes before the accident as he maneuvered toward the final approach fix. Following the engine power reduction, the airplane's airspeed decreased from 162 to 75 knots calibrated airspeed, and the angle of attack increased from 2.7° to 14°. About 4 miles from the final approach fix, the airplane descended below the specified minimum altitude for that segment of the instrument approach. The tower controller subsequently alerted the pilot of the airplane's low altitude, and the pilot replied that he would climb. At the time of the altitude alert, the airplane was 500 ft below the specified minimum altitude of 2,000 ft mean sea level. According to airplane performance calculations, 5 seconds after the tower controller told the pilot to check his altitude, the pilot made an abrupt elevator-up input that further decreased airspeed, and the airplane entered an aerodynamic stall. A witness saw the airplane abruptly transition from a straight-and-level flight attitude to a nose-down, steep left bank, vertical descent toward the ground, consistent with the stall. Additionally, a review of security camera footage established that the airplane had transitioned from a wings-level descent to a near vertical spiraling descent. A post accident examination of the airplane did not reveal any anomalies that would have precluded normal operation during the accident flight. Although the pilot had monocular vision following a childhood injury that resulted in very limited vision in his left eye, he had passed a medical flight test and received a Statement of Demonstrated Ability. The pilot had flown for several decades with monocular vision and, as such, his lack of binocular depth perception likely did not impede his ability to monitor the cockpit instrumentation during the accident flight. The pilot had recently purchased the airplane, and records indicated that he had obtained make and model specific training about 1 month before the accident and had flown the airplane about 10 hours before the accident flight. The pilot's instrument proficiency and night currency could not be determined from the available records; therefore, it could not be determined whether a lack of recent instrument or night experience contributed to the pilot's difficulty in maintaining control of the airplane.
Probable cause:
The pilot's failure to maintain adequate airspeed during the instrument approach in night instrument meteorological conditions, which resulted in the airplane exceeding its critical angle of attack and an aerodynamic stall/spin at a low altitude.
Final Report:

Crash of a Cessna 402C in Lewisville: 1 killed

Date & Time: Dec 4, 2002 at 0616 LT
Type of aircraft:
Registration:
N402ME
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Denton - Dallas
MSN:
402C-0010
YOM:
1979
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1290
Aircraft flight hours:
16464
Circumstances:
The twin-engine airplane impacted the ground during an uncontrolled descent while maneuvering in dark night instrument meteorological conditions in the vicinity of Lewisville, Texas. The commercial pilot contacted the approach controller and stated that his attitude indicator was "not helping" and needed "a little bit of help with trying to keep it straight." The pilot was instructed by approach control to maintain an altitude of 3,000 feet msl. The approach controller confirmed with the pilot that he could not fly headings, and instructed the pilot to turn right. Seconds afterwards, the pilot was instructed to turn left and the controller would tell him when to stop the turn. The pilot acknowledged. There were no further communications between the pilot and air traffic control. The airplane initially impacted in a near vertical attitude into a wooded area adjacent to a rural paved road, slid across the road, and impacted a residence. Radar data showed that the airplane's magnetic heading was erratic throughout the 5-minute flight. The gyro instruments found at the accident site were the copilot's direction gyro (vacuum), a turn and bank indicator (electric), and the pilot's attitude indicator (vacuum). The gyros were disassembled, and visually examined. The co-pilot's direction gyro examination revealed rotation signatures on the gyro and the gyro housing. The turn and bank indicator revealed a "faint" rotational signature on the gyro. The pilot's attitude indicator gyro had no rotational signatures, and exhibited blunt impressions corresponding to the gyro buckets on the inside of the gyro-housing wall. A maintenance repair data plate ("Functional Tested") was found on the attitude indicator's instrument housing dated 12/2/02. Due to the extent of the fire damage, no instrument readings could be obtained. Seven days prior to the accident flight, a company pilot who flew the accident airplane reported that the pilot's attitude indicator (part number 102-0041-04, serial number 92B0346) "rotated" and the flight was aborted. The next day, the attitude indicator was removed and bench checked, cleaned, and adjusted. The attitude indicator was reinstalled and an operational check on the ground was performed. Three days prior to the accident the pilot's attitude indicator was again removed for an overhaul. According to company maintenance personnel, the attitude indicator was reinstalled the night prior to the morning of the accident, and an operational check on the ground was performed. Radar data showed that the aircraft did not stabilize on a particular heading throughout the flight. Physical evidence showed that the pilot's attitude gyro was not "spooled" at the time of impact.
Probable cause:
The failure of the attitude indicator, and the pilot's failure to maintain aircraft control as a result of spatial disorientation following the failure of the attitude indicator. Contributing factors were a low ceiling, clouds, and dark night conditions.
Final Report: