Crash of a Beechcraft 200 Super King Air in Palwaukee

Date & Time: Jun 25, 2013 at 2030 LT
Operator:
Registration:
N92JR
Flight Type:
Survivors:
Yes
Site:
Schedule:
Springfield - Palwaukee
MSN:
BB-751
YOM:
1981
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
7125
Captain / Total hours on type:
572.00
Aircraft flight hours:
6709
Circumstances:
Before departure, the pilot performed fuel calculations and determined that he had enough fuel to fly to the intended destination. While enroute the pilot flew around thunderstorms. On arrival at his destination, the pilot executed the instrument landing system approach for runway 16. While on short final the right engine experienced a total loss of power. The pilot switched the fuel flow from the right tank to the left tank. The left engine then experienced a total loss of power and the pilot made an emergency landing on a road. The airplane received substantial damage to the wings and fuselage when it struck a tree. A postaccident examination revealed only a few gallons of unusable fuel in the left fuel tank. The right fuel tank was breached during the accident sequence but no fuel smell was noticed. The pilot performed another fuel calculation after the accident and determined that there were actually 170 gallons of fuel onboard, not 230 gallons like he originally figured. He reported no preaccident mechanical malfunctions that would have precluded normal operation and determined that he exhausted his entire fuel supply.
Probable cause:
The pilot's improper fuel planning and management, which resulted in a loss of engine power due to fuel exhaustion.
Final Report:

Crash of a Piper PA-46-310P Malibu in Naylor: 2 killed

Date & Time: May 27, 1990 at 1034 LT
Operator:
Registration:
N22EK
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Sewanee – Springfield
MSN:
46-8508024
YOM:
1985
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
1603
Captain / Total hours on type:
182.00
Circumstances:
After takeoff, the pilot received progressive altitude clearances to FL200. While cruising at FL200, he reported 'moderate chop.' At about 1025 cdt, he requested and received clearance to FL220. About 3 minutes later, he inquired about cloud tops and said he was 'in a layer right now at about flight level 200 to 210.' Soon thereafter, the aircraft began altitude deviations and went above the assigned altitude of FL220 (22,000 feet). It then descended to about 20,500 feet, where it pitched up to an altitude of about 23,000 feet. The aircraft then went into a steep descent. Subsequently, an in-flight breakup of the aircraft occurred at about the time it emerged from the clouds near the 2,000 feet level. Pieces of wreckage were found over a wide area. The left wing was found about 0.2 mile from the fuselage; pieces of the rudder and stabilizers were found about 100 yards from the fuselage. An exam of the fractures on major structural components revealed features typical of overstress separation. No preexisting cracks were found. An area forecast had flight predictions for IFR, thunderstorms, icing in the vicinity of convective activity. The pitot heat switch was found in the 'off' position. Both occupants were killed.
Probable cause:
The pilot's failure to activate the pitot heat before flying in instrument meteorological conditions (IMC) above the freezing level, followed by his improper response to erroneous airspeed indications that resulted from blockage of the pitot tube by atmospheric icing.
Final Report:

Crash of a Beechcraft E18 in Vienna: 2 killed

Date & Time: Mar 3, 1988 at 2205 LT
Type of aircraft:
Registration:
N45A
Flight Type:
Survivors:
No
Schedule:
Springfield - Rolla
MSN:
BA-101
YOM:
1955
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
5000
Captain / Total hours on type:
360.00
Aircraft flight hours:
8971
Circumstances:
The pilot received a weather briefing before starting a night cargo operation in known icing conditions. Before the flight, a line serviceman noticed ice on the aircraft's wings and suggested its removal, but the pilot declined. Approximately 45 minutes after takeoff, the pilot reported to ARTCC that a de-ice boot had 'blown' and he was having difficulty controlling the aircraft. He said the boot was 'going back and forth' and that full right aileron was required to keep the wings level. Also, he reported a continuous loss of altitude and said that full right aileron would not keep the aircraft from turning to the left. Subsequently, the aircraft crashed on descending terrain while in a slightly nose down, left wing low attitude. Much of the aircraft (including much of the left wing) was demolished by impact and fire. Prop slash marks indicated the engines were providing power. Maintenance records had no information of replacement, repair or modification of the de-ice boots in the previous 10 years. The pilot's wife indicated he had previously been pressured to fly aircraft with discrepancies. Sigmets golf 3 and 4 warned of occasional severe mixed icing in clouds and precipitations. Both occupants were killed.
Probable cause:
Occurrence #1: airframe/component/system failure/malfunction
Phase of operation: cruise - normal
Findings
1. (f) anti-ice/deice system,wing
2. (f) maintenance, inspection - inadequate - company maintenance personnel
3. (c) wing - ice
4. Ice/frost removal from aircraft - not performed - pilot in command
5. (f) weather condition - icing conditions
6. (f) flight into known adverse weather - performed - pilot in command
7. (f) company-induced pressure - company/operator management
8. (c) anti-ice/deice system, wing - failure, total
----------
Occurrence #2: forced landing
Phase of operation: descent - emergency
----------
Occurrence #3: in flight collision with terrain/water
Phase of operation: descent
Findings
9. (f) light condition - dark night
10. (f) weather condition - low ceiling
11. (f) weather condition - fog
12. Terrain condition - mountainous/hilly
Final Report:

Crash of a BAe 3101 Jetstream 31 in Springfield: 3 killed

Date & Time: Feb 9, 1988 at 1500 LT
Type of aircraft:
Operator:
Registration:
N823JS
Flight Type:
Survivors:
No
Schedule:
Dayton - Springfield
MSN:
623
YOM:
1983
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
8670
Captain / Total hours on type:
1030.00
Aircraft flight hours:
8219
Circumstances:
A company designated instructor and two f/o trainees were conducting a far 135 training flight. The third approach was terminated with a go-around initiated over the runway threshold at about 50 feet. After climbing to about 150 feet, the aircraft was observed to oscillate in yaw, followed by pitch, and then roll to the right. The aircraft impacted in a near-vertical descent attitude. The investigation revealed that the right engine was operating, but at reduced power. The left engine was at full power. There was no indication of aircraft system malfunction or failure. Company pilots indicated that the captain had a history of demeaning cockpit behavior and roughness with students. The f/o, was small in stature and had 100 hours of multi-engine time and no turboprop time. Company pilots reported the f/o trainee was consistently behind the aircraft in prior flights. Examination of the aircraft revealed the flaps in the retracted position contrary to aircraft handbook. Company pilots further indicated the captain had history of requiring low altitude 1-engine go arounds and delaying offers of assistance to students. All three crew members were killed.
Probable cause:
Occurrence #1: loss of control - in flight
Phase of operation: go-around (vfr)
Findings
1. (f) emergency procedure - simulated - pilot in command (cfi)
2. (c) go-around - delayed - pilot in command (cfi)
3. (c) aircraft control - not maintained - dual student
4. (f) lack of total experience in type of aircraft - dual student
5. Lack of familiarity with aircraft - dual student
6. Excessive workload (task overload) - dual student
7. (f) remedial action - delayed - pilot in command (cfi)
8. (c) supervision - inadequate - pilot in command (cfi)
----------
Occurrence #2: in flight collision with terrain/water
Phase of operation: descent - uncontrolled
Final Report:

Crash of an Avro 748-FAA-2A near Pinckneyville: 10 killed

Date & Time: Oct 11, 1983 at 2053 LT
Type of aircraft:
Operator:
Registration:
N748LL
Flight Phase:
Survivors:
No
Schedule:
Chicago - Springfield - Carbondale
MSN:
1716
YOM:
1972
Flight number:
UX710
Crew on board:
3
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
10
Captain / Total flying hours:
5891
Captain / Total hours on type:
3170.00
Copilot / Total flying hours:
5119
Copilot / Total hours on type:
1746
Aircraft flight hours:
21182
Aircraft flight cycles:
32350
Circumstances:
Flight 710 departed Chicago, IL for a flight to Carbondale, IL via Springfield, IL. The flight was about 45 minutes behind schedule when it arrived at Springfield, about 20:05. At 20:11, the flightcrew were provided with the latest Carbondale weather: ceiling and visibility were 2,000 feet overcast and 2 miles, respectively, with light rain and fog. The crew then requested its IFR clearance, with 5,000 feet for its en route altitude. At 20:16, Flight 710 was cleared to taxi to runway 15 for takeoff. The aircraft took off at 20:20 and climbed to cruising altitude. At 20:21:34, Flight 710 informed the departure controller that it had experienced a "slight electrical problem..." and that it would keep the controller "advised." The flight then requested and was cleared to maintain 3,000 feet. At 20:23:54, the first officer told the captain that "the left (generator) is totally dead, the right (generator) is putting out voltage but I can't get a load on it." At 20:24:26, the first officer reported, "zero voltage and amps (amperes) on the left side, the right (generator) is putting out twenty-seven and a half (volts) but I can't get it to come on the line." The battery voltage further dropped to 22 volts. The crew a.o. shut off excess cabin lights because of the electrical problem. About 20:38, the first officer mistakenly isolated the right generator and right generator bus bar from the aircraft's dc electrical distribution system. Radio contact was lost when the flight was requested to change radio frequencies. At 20:52 the captain decided to descend to 2,400 feet and the voltage had further dropped to 13 volts. The aircraft continued to descend and struck the ground in an open pasture area.
Probable cause:
The captain's decision to continue the flight toward the more distant destination airport after the loss of d.c. electrical power from both aircraft generators instead of returning to the nearby departure airport. The captain's decision was adversely affected by self-imposed psychological factors which led him to assess inadequately the aircraft's battery endurance after the loss of generator power and the magnitude of the risks involved in continuing to the destination airport. Contributing to the accident was the airline management's failure to provide and the FAA's failure to assure an adequate company recurrent flight crew training programme which contributed to the captain's inability to assess properly the battery endurance of the aircraft before making the decision to continue, and led to the inability of the captain and the first officer to cope promptly and correctly with the aircraft's electrical malfunction."
Patricia A. Goldman, Vice Chairman, filed the following concurring/dissenting statement:
"While the accident report correctly identifies training and surveillance, I believe that inclusion of these items in the probable cause statement obscures and detracts from the basic reason the accident occurred and the attendant safety lesson. The pilot should never have continued the flight to the destination airport, but should have returned to the nearby airport on realizing that electrical d.c. power had been lost."
Final Report:

Crash of a Beechcraft E18S in Cedar Rapids: 2 killed

Date & Time: Mar 23, 1979 at 2053 LT
Type of aircraft:
Registration:
N201GW
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Cedar Rapids - Springfield
MSN:
BA-232
YOM:
1957
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
7257
Captain / Total hours on type:
170.00
Circumstances:
During the takeoff roll at Cedar Rapids Airport, the crew lost control of the aircraft that ground looped, swerved and crashed in flames. Both pilots were killed.
Probable cause:
Loss of control during takeoff after the crew exercised poor judgment. The following contributing factors were reported:
- Failed to maintain directional control,
- Failed to abort takeoff,
- Physical impairment,
- Alcoholic impairment of efficiency and judgment,
- Ice/slush on runway,
- Snow on runway,
- Poor runway conditions,
- Snow,
- Unfavorable wind conditions,
- Airframe ice,
- Visibility less than two miles,
- Fog,
- Two inches of slush and snow on runway,
- Pilot blood alcohol level 0,35‰.
Final Report:

Crash of a Beechcraft D18 3NM in Memphis

Date & Time: Feb 23, 1979 at 0040 LT
Type of aircraft:
Registration:
N12VT
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Cedar Rapids - Memphis - Springfield
MSN:
A-780
YOM:
1952
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
7300
Captain / Total hours on type:
120.00
Circumstances:
The pilot, sole on board, was completing a night cargo flight from Cedar Rapids to Springfield with an intermediate stop in Memphis. Cleared by ATC to align on runway for takeoff, the pilot increased engine power and entered the runway when the aircraft was struck by a Federal Express (FedEx) Dassault Falcon 20 registered N36FE that just landed on the same runway. The right wing of the Falcon struck the Beechcraft that caught fire instantly. The crew of the Falcon 20 was able to stop normally and the aircraft was slightly damaged. The Beech 18 was destroyed by fire and its pilot evacuated with minor injuries.
Probable cause:
Ground collision between two aircraft after traffic control personnel issued improper or conflicting instructions.
Final Report:

Crash of a Beechcraft H18 in Brownsville: 1 killed

Date & Time: Nov 20, 1978 at 2000 LT
Type of aircraft:
Registration:
N204CC
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Brownsville - Springfield
MSN:
BA-733
YOM:
1965
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
3550
Captain / Total hours on type:
258.00
Circumstances:
Few minutes after a night takeoff from Brownsville Airport, while climbing in marginal weather conditions, the twin engine airplane went out of control and crashed in flames three miles from the airfield. The pilot, sole on board, was killed. He was en route to Springfield, Missouri, on a cargo flight.
Probable cause:
Uncontrolled descent and ground collision for undetermined reasons. The following findings were reported:
- Low ceiling,
- Fog,
- Visibility less than a mile.
Final Report:

Crash of a Lockheed L-382B-10C Hercules near Springfield: 4 killed

Date & Time: May 23, 1974 at 1653 LT
Type of aircraft:
Operator:
Registration:
N14ST
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Alameda – Indianapolis – Wilmington
MSN:
4225
YOM:
1967
Flight number:
SAT014
Crew on board:
3
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
15553
Captain / Total hours on type:
2424.00
Copilot / Total flying hours:
4222
Copilot / Total hours on type:
1060
Aircraft flight hours:
18837
Circumstances:
In the morning, the four engine airplane departed Alameda NAS, California, for Wilmington, with an intermediate stop in Indianapolis, carrying cargo on behalf of the US Air Force. While cruising over Colorado, the crew modified his route to avoid a thunderstorm area. Few minutes later, while cruising in better weather conditions, the left wing detached by section 162. The aircraft rolled and yawed sharply and after the left wing completely failed, the right wing failed outboard of the n°4 engine. Out of control, the airplane entered a dive and crashed in an open field. All four crew members were killed.
Probable cause:
The undiscovered, preexisting fatigue cracks, which reduced the strength of the left wing to the degree that it failed as a result of positive aerodynamic loads created by moderate turbulence.
Final Report:

Crash of a Convair CV-240-0 at Fort Leonard Wood AFB: 30 killed

Date & Time: Aug 4, 1955 at 1223 LT
Type of aircraft:
Operator:
Registration:
N94221
Survivors:
No
Schedule:
Tulsa – Joplin – Springfield – Saint Louis – New York
MSN:
40
YOM:
1948
Flight number:
AA476
Crew on board:
3
Crew fatalities:
Pax on board:
27
Pax fatalities:
Other fatalities:
Total fatalities:
30
Captain / Total flying hours:
15540
Captain / Total hours on type:
5000.00
Copilot / Total flying hours:
8500
Copilot / Total hours on type:
2500
Aircraft flight hours:
14865
Circumstances:
Flight 476 of August 4 was a scheduled operation between Tulsa, Oklahoma, and La Guardia Field, New York, with several intermediate stops including Joplin, Springfield, and St. Louis, Missouri. The flight departed Tulsa at 1006 (one minute behind schedule) with Captain Hugh C. Barren, First Officer William G. Gates, and Stewardess Thelma R. Ballard as crew. En route stops were made at Joplin and Springfield, and no discrepancies were reported or noted at either point. However, a traffic delay in the Joplin area resulted in the flight arriving and departing Springfield 21 minutes behind schedule. Two of the eight passengers deplaned at Springfield, 21 passengers boarded the flight there. Gross weight of the aircraft at takeoff was 38,663 pounds, 2,302 pounds under that allowable, and the center of gravity was located within prescribed limits. Flight 476 departed Springfield VFR for St. Louis, its next scheduled stop, at 1153 via Victor Airway 14 to cruise at 7,000 feet. It was off the ground at 1156. Twenty-one minutes later (1217) the crew initiated a general call asking, "Does anyone read 476?" Springfield company radio acknowledged but received no reply. Two other American Airlines flights, one cruising in the vicinity of Springfield at 7,000 feet, the other 30 miles north-northeast of St. Louis, heard a transmission from Flight 476 that No. 2 engine was on fire. This message was also heard by American's ground station at St. Louis. Three minutes later the American flight in the Springfield area intercepted the following message, "Springfield, are you reading 476? We have bad engine fire." This was the last message heard from the flight. All transmissions were on company frequency. During this interval numerous witnesses on the ground back along the flight path saw the aircraft with smoke and flame coming from the right engine. The aircraft was also tracked by a military radar installation near Springfield until it disappeared from the scope in the vicinity of Fort Leonard Wood. At approximately 1222 the operations officer on duty at Forney Field, Fort Leonard Wood, received a radio message from an Army pilot flying nearby that a two-engine aircraft with a fire in the right engine was on final approach to runway 14. The tower operator at Forney Field saw the approaching aircraft and gave it clearance to land. Before the operations officer could alert the crash crew another call from the Army pilot informed him that the airplane had crashed short of the runway. The time was 1223. Army personnel with portable fire-fighting equipment reached the wreckage on foot. There were no survivors. Heavy fire-fighting equipment and ambulances could not reach the scene until the Army engineers had bulldozed a road through the densely wooded area in which the crash occurred.
Probable cause:
The Board determines that the probable cause of this accident was installation of an unairworthy cylinder, the failure of which resulted in an uncontrollable fire and subsequent loss of a wing in flight. The following findings were reported:
- Weather was not a factor,
- N° 12 cylinder of the right engine was not airworthy and failed near its base after less than six hours of operation, causing a fire that the crew could not control,
- Visual inspection procedures being used by the carrier did not reveal the unairworthy condition of the cylinder,
- The right main tank fuel shutoff valve was open, which greatly increased the intensity and duration of the fire,
- Fire damage prevented the closing of this valve,
- Procedures recommended by the manufacturer and specified in the carrier's overhaul manual had been countermanded by verbal instructions approved by the carrier's engineering department and were not being followed by the carrier's inspectors with respect to the handling of cylinders.
Final Report: