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Crash of a Beechcraft B200 Super King Air in Sioux City

Date & Time: Jan 19, 2010 at 0715 LT
Operator:
Registration:
N586BC
Flight Type:
Survivors:
Yes
Schedule:
Des Moines – Sioux City
MSN:
BB-1223
YOM:
1985
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
6018
Captain / Total hours on type:
1831.00
Copilot / Total flying hours:
6892
Copilot / Total hours on type:
2186
Aircraft flight hours:
10304
Circumstances:
The pilot of the Part 91 business flight filed an instrument-flight-rules (IFR) flight plan with the destination and alternate airports, both of which were below weather minimums. The pilot and
copilot departed from the departure airport in weather minimums that were below the approach minimums for the departure airport. While en route, the destination airport's automated observing system continued to report weather below approach minimums, but the flight crew continued the flight. The flight crew then requested and were cleared for the instrument landing system (ILS) 31 approach and while on that approach were issued visibilities of 1,800 feet runway visual range after changing to tower frequency. During landing, the copilot told the pilot that he was not lined up with the runway. The pilot reportedly said, "those are edge lights," and then realized that he was not properly lined up with the runway. The airplane then touched down beyond a normal touchdown point, about 2,800 feet down the runway, and off the left side of the runway surface. The airplane veered to the left, collapsing the nose landing gear. Both flight crewmembers had previous experience in Part 135 operations, which have more stringent weather requirements than operations conducted under Part 91. Under Part 135, IFR flights to an airport cannot be conducted and an approach cannot begin unless weather minimums are above approach minimums. The accident flight's departure in weather below approach minimums would have precluded a return to the airport had an emergency been encountered by the flight crew, leaving few options and little time to reach a takeoff alternate airport. The company's flight procedures allow for a takeoff to be performed as long as there is a takeoff alternate airport within one hour at normal cruise speed and a minimum takeoff visibility that was based upon the pilot being able to maintain runway alignment during takeoff. The company's procedures did not allow flight crew to depart to an airport that was below minimums but did allow for the flight crew, at their discretion, to
perform a "look-see" approach to approach minimums if the weather was below minimums. The allowance of a "look see" approach essentially negates the procedural risk mitigation afforded by requiring approaches to be conducted only when weather was above approach minimums.
Probable cause:
The flight crew's decision to attempt a flight that was below takeoff, landing, and alternate airport weather minimums, which led to a touchdown off the runway surface by the pilot-in-command.
Final Report:

Crash of a Swearingen SA226TC Metro II in Des Moines

Date & Time: Aug 19, 1997 at 2221 LT
Type of aircraft:
Operator:
Registration:
N224AM
Flight Type:
Survivors:
Yes
Schedule:
Wichita - Des Moines
MSN:
TC-227
YOM:
1977
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2436
Captain / Total hours on type:
93.00
Aircraft flight hours:
51119
Circumstances:
During a landing approach, the pilot noted that the right engine remained at a high power setting, when he moved the power levers to reduce power. He executed a missed approach and had difficulty keeping the airplane straight and level. The pilot maneuvered for a second approach to land. After landing, he could not maintain directional control of the airplane and tried to go around, but the airplane went off the end of the runway and impacted the localizer antenna. The pilot did not advise ATC of the problem nor did he declare an emergency. The Pilot's Operating Handbook stated that for a power plant control malfunction, the affected engine should be shut down, and a single engine landing should be made. The power control cable was found disconnected from the anchoring point. A safety tab was broken off the housing, allowing it to unscrew. About one month before the accident, maintenance had been performed on the right engine to correct a discrepancy about the right engine power lever being stiff. The mechanic re-rigged the right engine power cable.
Probable cause:
The pilot's improper in-flight planning/decision and failure to perform the emergency procedure for shut-down of the right engine. Factors relating to the accident were: the power lever cable became disconnected from the fuel control unit, due to improper maintenance; and reduced directional control of the airplane, when one engine remained at a high power setting.
Final Report:

Crash of a Piper PA-46-350P Malibu in Carlyle: 1 killed

Date & Time: Jan 22, 1996 at 1614 LT
Registration:
N800CE
Flight Phase:
Survivors:
No
Schedule:
Des Moines – Nashville
MSN:
46-22171
YOM:
1994
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
3858
Captain / Total hours on type:
2626.00
Aircraft flight hours:
202
Circumstances:
During flight, the airplane was cruising at flight level 210 in IFR conditions with turbulence and with the wind from about 255 degrees at 70 knots. The airplane drifted off course at about 1600 cst. At 1610:09, after about ten minutes of unrecognized heading changes, the pilot stated '. . . I've lost my gyro.' At 1610:15, the controller issued a no-gyro vector. At 1611:29, as the airplane was still turning (to a heading that would intercept the original course), the pilot stated 'we've lost aLL our instruments . . . please direct me towards VFR.' He was cleared to descend to 14,000 feet. At about that same time, he stated 'we're in trouble' and 'we've lost all vacuum,' then there was no further radio transmission from the airplane. The airplane entered a steep, downward spiraling, right turn. The left outer wing panel separated up and aft (in flight) from overload and impacted the left stabilizer. The airplane crashed, and parts that separated from the airplane were found over a four mile area. Investigation revealed evidence that the HSI heading card can fail without the HDG flag appearing. Although the pilot had reported the loss of instruments and vacuum, examination of the airplane revealed that the engine, flight controls, electrical system, pitot/static system and vacuum systems exhibited continuity. No malfunction was found that would have led to loss of pressurization or hypoxia.
Probable cause:
Spatial disorientation of the pilot, and his failure to maintain control of the airplane, which resulted in his exceeding the design stress limits of the airframe. A factor relating to the accident was: turbulence in clouds.
Final Report:

Crash of a Cessna 560 Citation V in Eagle River: 2 killed

Date & Time: Dec 30, 1995 at 1443 LT
Type of aircraft:
Registration:
N991PC
Survivors:
No
Schedule:
Des Moines - Eagle River
MSN:
560-0043
YOM:
1990
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
20500
Aircraft flight hours:
1572
Circumstances:
The airplane was circling to land on runway 22 after executing a VOR/DME approach. The airplane impacted the ground approximately one quarter mile northeast of the runway 22 threshold. The wreckage path covered a distance of approximately 350 feet. Control continuity was established. Airframe, engine and navaid examination revealed no abnormalities. The left wing and horizontal stabilizer leading edges had approximately one-eighth inch of rime ice adhering to their leading edges. Two witnesses reported seeing the airplane rolling from the left to the right. The Eagle River AWOS was not available on a VHF radio frequency, due to radio frequency congestion at the O'Hare International Airport, Chicago, Illinois.
Probable cause:
The failure of the pilot to maintain airspeed while executing the circling approach. Factors were the descent below minimum descent altitude, the fog, the low ceiling and the icing conditions.
Final Report:

Crash of a Piper PA-46-350P Malibu Mirage in Lancaster

Date & Time: Jul 13, 1994 at 1415 LT
Registration:
N800CE
Flight Phase:
Survivors:
Yes
Schedule:
Lancaster – Des Moines
MSN:
46-22020
YOM:
1989
Crew on board:
1
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3300
Captain / Total hours on type:
2400.00
Circumstances:
The airplane was on takeoff climb, about 400 feet above the ground, when the engine partially and then totally lost power. The pilot did a forced landing in a bean field. The flight occurred following maintenance to check a low manifold pressure condition. According to the pilot, a 'full' engine runup was done before takeoff. He stated: 'the takeoff was smooth, we rotated at an airspeed of slightly more than 80 knots. The climb for the first 350 (feet of altitude), airspeed was routine... I felt a power loss and noticed the manifold pressure dropping. At this point I felt I had enough power to return to the airport... as the turn was being completed, power went out completely.' The post-accident examination of the airplane did not disclose evidence of mechanical malfunction.
Probable cause:
The loss of engine power for undetermined reasons.
Final Report:

Crash of a Piper PA-31T Cheyenne II in Norwich: 2 killed

Date & Time: Dec 2, 1993 at 1341 LT
Type of aircraft:
Operator:
Registration:
N515WB
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Easton - Des Moines - Hayward
MSN:
31-7720023
YOM:
1977
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
5200
Captain / Total hours on type:
3.00
Aircraft flight hours:
6685
Circumstances:
En route at FL240, the plane entered a left spiraling descent and subsequently experienced an inflight break-up at 7,000 feet with separation of outboard wings, tail sections and internal vinyl from the nose baggage door. There was no distress call. Witnesses heard the engines and an explosive sound, then they saw the plane in a spin, trailed by falling debris. Debris was strewn over a distance of about 3.5 miles. Light weight pieces including vinyl from the baggage door, wing skin, and tail skin pieces were among the 1st debris on the wreckage path. Tail sections were found about 2.5 miles from the main wreckage with evidence of overload failure; pieces of the wings were found with evidence of downward/overload separation. No preexisting airframe failure was found that would have led to loss of control, inflight breakup, loss of pressurization or hypoxia. The plane was inactive for about 2 years before being purchased 2 months before accident. Last annual inspection was on 6/8/92. Icing was forecast from 9,000 feet to 17,000 feet msl; turbulence was forecast below 8,000 feet msl. Both occupants were killed.
Probable cause:
the pilot's loss of aircraft control for an unknown reason, and subsequent flight that exceeded the design stress limits of the airplane, which resulted in an in-flight airframe breakup.
Final Report:

Crash of a Piper PA-31-310 Navajo B in Englewood: 1 killed

Date & Time: May 1, 1991 at 0653 LT
Type of aircraft:
Operator:
Registration:
N7407L
Flight Phase:
Survivors:
No
Schedule:
Englewood - Des Moines
MSN:
31-790
YOM:
1972
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
6200
Circumstances:
Shortly after takeoff, while climbing to cruise altitude, the pilot reported the left engine cowl assembly had come off. Witnesses observed the airplane at low altitude and noted that it was 'yawing, sputtering, and rocking back and forth.' They indicated the left engine was not running and that the airplane banked sharply to the right and disappeared behind trees before crashing. An investigation revealed the left propeller had not been feathered. The left engine cowling was found 1.8 miles from the accident site. The three primary (eyebolt) cowl fasteners on the outboard side of the left upper cowl were found unlocked & seven other cowl attaching studs (screws) were missing. The cowling had been removed 16 days before the accident to install an oil/air separator. This was the first flight since that work was performed. The mechanic, who did the work, said he noted several cowl stud fasteners were missing and that he had notified the pilot. The pilot was reported to have replied that he had some fasteners and would take care of the problem. The pilot, sole on board, was killed.
Probable cause:
In-flight separation of the left engine cowl assembly that was not properly latched, and failure of the pilot to maintain minimum control speed, which resulted in his loss of aircraft control. Factors related to the accident were: an inadequate preflight inspection, inadequate markings/alignment indications to assure that the cowl fasteners were locked, and an insufficiently defined procedure in the flight manual for checking the cowl fasteners.
Final Report:

Crash of a Piper PA-31T Cheyenne II-XL in Des Moines: 1 killed

Date & Time: Nov 29, 1990 at 1016 LT
Type of aircraft:
Registration:
N1879W
Survivors:
No
Schedule:
Madison - Des Moines
MSN:
31-8166065
YOM:
1981
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
7754
Captain / Total hours on type:
4093.00
Circumstances:
On final approach, after being cleared to land, the pilot informed the controller that he might have to shut down an engine. He declined to declare an emergency or request assistance. On short final, the aircraft was observed to roll to the left and descent into the terrain. Subsequent examination revealed evidence that the left engine was not developing power, although the left propeller was not feathered. There was evidence that the right engine was producing high power during impact. No mechanical deficiency of the left engine or propeller was found. The pilot, sole on board, was killed.
Probable cause:
The pilot's improper emergency procedures by not feathering the left engine after it lost power and/or was shut down, and his failure to keep the aircraft at or above the minimum control airspeed (VMC), which resulted in a loss of aircraft control. A factor related to the accident was: an undetermined problem concerning the left engine that caused it to lose power or prompted the pilot to shut it down.
Final Report:

Crash of a Piper PA-46P-350 Malibu Mirage in Des Moines

Date & Time: Nov 27, 1989 at 1726 LT
Registration:
N919S
Survivors:
Yes
Schedule:
Omaha - Des Moines
MSN:
46-22076
YOM:
1989
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2278
Captain / Total hours on type:
832.00
Aircraft flight hours:
65
Circumstances:
The aircraft was on an ILS approach at dusk in IMC and icing conditions with the alternate air on. According to the pilot, he had just descended below an overcast, on final approach, when the engine lost power and would not respond to throttle application. A forced landing was made in a wooded area short of the runway and the aircraft was extensively damaged. During an exam of the engine, the turbocharger and wastegate transition pipes were found separated at the flange. Carbonaceous residue was found in the area of separation, but no heat damage was noted. The gasket, bolts, washers and self-locking nuts (for holding the pipes together) were not found. Later, the engine ran successfully during an operational check. During the investigation, 3 similar cases of pipe separation were identified, which involved another aircraft; these resulted in only partial losses of power. The right front seat passenger reported seeing a trace of ice on the wings as the aircraft was descending thru clouds. The pitot heat, stall warning heat, and ice light switch were fnd in the 'off' position. At 1650 cst, the temperature and dew point at the surface were 36° and 35° respectively. All three occupants were seriously injured.
Probable cause:
Loss of engine power for undetermined reason(s). The light conditions (dusk) and trees in in the emergency landing area were considered to be contributing factors.
Final Report:

Crash of a Rockwell Aero Commander 500 in Mason City

Date & Time: Jul 13, 1987 at 2017 LT
Registration:
N9391R
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Mason City - Des Moines
MSN:
500-906-15
YOM:
1960
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1561
Captain / Total hours on type:
81.00
Aircraft flight hours:
8390
Circumstances:
The airplane was in a normal appearing climb after takeoff when it pitched up to a 70° to 80° attitude, stalled, dropped the right wing, then leveled the wings and hit the ground in a near-flat attitude. The weight and cg were within limits. No preimpact problems were found that could cause an inadvertent pitchup. Pilot's only memory is that he couldn't get the control column far enough forward to stop the pitchup. The pilot's seat was found in the full forward position with the right locking pin in the locking hole and the left pin 1/4th of an inch forward of the front locking hole. There were no visible marks on either of the locking pins. Deep scratches were found on the sides of the rail where the seat attachments normally slide back and forth when the seat is adjusted. Exam of the outboard side recessed surface near the aft end disclosed what appeared to be a fresh scratch. The pilot, sole on board, was seriously injured.
Probable cause:
Occurrence #1: loss of control - in flight
Phase of operation: takeoff - initial climb
Findings
1. (c) fuselage, seat - unlocked
2. (c) checklist - not followed - pilot in command
3. (f) pull-up - inadvertent - pilot in command
4. (f) stall - inadvertent - pilot in command
----------
Occurrence #2: in flight collision with terrain/water
Phase of operation: takeoff - initial climb
Final Report: