Crash of a Piper PA-46-310P Malibu in Harrisburg: 4 killed

Date & Time: Apr 7, 2017 at 1048 LT
Registration:
N123SB
Flight Type:
Survivors:
No
Schedule:
Van Nuys – Eugene
MSN:
46-8508023
YOM:
1985
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
5060
Captain / Total hours on type:
163.00
Aircraft flight hours:
3681
Circumstances:
The commercial pilot and three passengers departed on an instrument flight rules crosscountry flight. While on approach to the destination airport, the pilot indicated to the air traffic controller that the airplane was passing through areas of moderate-to-extreme precipitation. After clearing the airplane for the approach, the controller noted that the airplane descended below its assigned altitude; the controller issued a low altitude alert, but no response was received from the pilot. The airplane subsequently impacted terrain in a level attitude about 12 miles from the airport. Examination of the airframe, engine, and system components revealed no evidence of preimpact mechanical malfunction that would have precluded normal operation. An area of disturbed, flattened, tall grass was located about 450 ft southwest of the accident site. Based on the images of the grass, the National Weather Service estimated that it would take greater than 35 knots of wind to lay over tall grass as the images indicated, and that a downburst/microburst event could not be ruled out. A downburst is an intense downdraft that creates strong, often damaging winds. About 6 hours before the flight, the pilot obtained weather information through a mobile application. Review of weather data indicated the presence of strong winds, heavy precipitation, turbulence, and low-level wind shear (LLWS) in the area at the time of arrival, which was reflected in the information the pilot received. Given the weather conditions, it is likely that the airplane encountered an intense downdraft, or downburst, which would have resulted in a sudden, major change in wind velocity. The airplane was on approach for landing at the time and was particularly susceptible to this hazardous condition given its lower altitude and slower airspeed. The downburst likely exceeded the climb performance capabilities of the airplane and resulted in a subsequent descent into terrain. It is unknown if the accident pilot checked or received additional weather information before or during the accident flight. While the flight was en route, several PIREPs were issued for the area of the accident site, which also indicated the potential of LLWS near the destination airport; however, the controller did not provide this information to the pilot, nor did he solicit PIREP information from the pilot. Based on published Federal Aviation Administration guidance for controllers and the widespread adverse weather conditions in the vicinity of the accident site, the controller should have both solicited PIREP information from the pilot and disseminated information from previous PIREPs to him; this would have provided the pilot with more complete information about the conditions to expect during the approach and landing at the destination.
Probable cause:
An encounter with a downburst during an instrument approach, which resulted in a loss of control at low altitude. Contributing to the accident was the air traffic controller's failure to
solicit and disseminate pilot reports from arriving and departing aircraft in order to provide pilots with current and useful weather information near the airport.
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 a Cessna 525 CJ1 in Van Nuys: 2 killed

Date & Time: Jan 12, 2007 at 1107 LT
Type of aircraft:
Operator:
Registration:
N77215
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Van Nuys - Long Beach
MSN:
525-0149
YOM:
1996
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
38000
Captain / Total hours on type:
800.00
Aircraft flight hours:
3001
Circumstances:
Line personnel reported that as the airplane was being fueled, the second pilot loaded more than one bag in the left front baggage compartment. With fueling complete, line personnel saw the second pilot pull the front left baggage door down, but not lock or latch it. Witnesses near midfield of the 8,001-foot long runway, reported that the airplane was airborne, and the front left baggage door was closed. Witnesses near the end of the runway, reported that the airplane was about 200 feet above ground level (agl) and they noted that the front left baggage door was open and standing straight up. All of the witnesses reported that the airplane turned slightly left, leveled off, and was slow. The airplane began to descend, and the wings were slightly rocking before it stalled, broke right, and collided with the terrain. Investigators found no anomalies with the airframe or engines that would have precluded normal operation. The forward baggage doors' design incorporates a key lock in the lower center of each door, and two latches in the left and right bottom section of the doors. There are two hinges in the upper left and right sections of the door. The handles latched the door to the door frame in the fuselage. The key would be in the horizontal position in an unlocked condition, and in the vertical position in a locked condition. The front left baggage door was found within the main wreckage debris field and had sustained mechanical and thermal damage. The key lock was in the horizontal position. Several instances of a baggage door opening in flight have been recorded in Cessna Citation airplanes. In some cases, the door separated, and in others it remained attached. The crews of these other airplanes returned to the airport and landed successfully.
Probable cause:
The pilot's failure to maintain an adequate airspeed during the initial climb resulting in an inadvertent stall/spin. Contributing to the accident were the second pilots inadequate preflight, failure to properly secure the front baggage door, and the front left baggage door opening in flight, which likely distracted the first pilot.
Final Report:

Crash of a Cessna 421B Golden Eagle II in Kelso: 5 killed

Date & Time: Oct 29, 2003 at 1222 LT
Registration:
N444AM
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Bullhead City – Van Nuys
MSN:
421B-0367
YOM:
1973
Crew on board:
1
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total flying hours:
11371
Captain / Total hours on type:
1237.00
Aircraft flight hours:
3114
Circumstances:
The aircraft broke up in-flight during a high speed descent after encountering clouds and reduced visibilities aloft. The weather conditions included multiple cloud layers at 9,000, 12,000 and 16,000 feet, and reduced visibility aloft from smoke and haze from wilderness wild fires that were occurring over large portions of Southern California. The aircraft departed the airport toward a VORTAC to the west, approximately 30 nautical miles (nm) away. The first radar contact was at 1159, and the aircraft's Mode C transponder reported an altitude of 3,500 feet mean sea level (msl). By the time the aircraft reached the VORTAC, the altitude had increased to 4,900 feet msl. The aircraft continued to climb, passing through the VFR flight plan filed altitude of 8,500 feet msl, until it reached an altitude of 12,900 feet msl. The last 6 minutes of radar data reported the aircraft at various altitudes, starting at 11,000 feet msl and climbing to a maximum altitude of 12,700 feet msl. During the last 3 minutes of flight, radar data showed the aircraft made numerous left and right climbing and descending turns, eventually reversing course. The next to last radar return at 1221:24 indicated an altitude of 11,900 feet msl. Nineteen seconds later, the last radar return reported an altitude of 7,700 feet msl. The computed vertical speed between the last two radar returns was 13,263 feet per minute. The wreckage was distributed over a 0.2-nm distance, with the main wreckage approximately 0.5 miles northwest of the last radar return. The northern end of the debris path began with pieces of the left elevator, followed by sections of the right stabilizer and elevator, and more sections from both horizontal empennage surfaces. Pieces of the vertical stabilizer, rudder, and both ailerons were also found along the debris path. The southern 100 feet of the debris path contained the fuselage and both sets of wings, engines, and propellers. The aircraft impacted the ground inverted. The wings separated just outboard of the nacelles at the initial point of impact. Examination of the wreckage showed that all structural failures were the result of overload.
Probable cause:
The pilot's continued VFR flight into instrument conditions between cloud layers and with reduced visibility due to smoke that resulted in an in-flight loss of control from spatial disorientation, and the structural overload of the airframe during the subsequent high speed descent.
Final Report:

Crash of a Cessna 340A in Santa Monica: 2 killed

Date & Time: Nov 13, 2001 at 1836 LT
Type of aircraft:
Registration:
N2RR
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Santa Monica – Van Nuys
MSN:
340A-0643
YOM:
1978
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
6200
Aircraft flight hours:
1036
Circumstances:
During an aborted nighttime takeoff, the airplane continued off the end of the 4,987-foot-long runway, vaulted an embankment, and impacted a guardrail on an airport service road 30 feet below. According to the manufacturer's pilot operating handbook, the takeoff distance required for the ambient conditions was 1,620 feet and the accelerate-stop distance was 2,945 feet. Several witnesses reported observing the airplane traveling along the runway at an unusually high speed, with normal engine sound, and without becoming airborne; followed by an abrupt reduction in engine power and the sound of screeching tires. Skid marks were present on the last 1,000 feet of the runway. In the wreckage, the gust lock/control lock was found engaged in the pilot's control column.
Probable cause:
The pilot's failure to remove the control gust lock prior to takeoff and his failure to abort the takeoff with sufficient runway remaining to stop the airplane on the runway.
Final Report:

Crash of a Cessna 500 Citation in San Luis Obispo: 4 killed

Date & Time: Sep 24, 1990 at 0702 LT
Type of aircraft:
Registration:
N79DD
Flight Type:
Survivors:
No
Schedule:
Van Nuys - San Luis Obispo
MSN:
500-0254
YOM:
1975
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
1021
Captain / Total hours on type:
95.00
Aircraft flight hours:
4197
Circumstances:
The flight was cleared for a loc runway 11 approach. About 3 minutes later, the 2nd-in-command (sic) reported '. . . We don't get the localizer can you see if we're on course.' The LAX ARTCC R-15 controller confirmed the flight was right of course and below the required altitude. The aircraft's mode C indicated an altitude of 1,400 feet; the controller advised the flight crew to maintain at least 2,300 feet until past the final approach fix (faf). The crew then replied that they were in VMC. Radar svc was terminated and a frequency change to tower was approved. Shortly thereafter, the aircraft hit a eucalyptus tree at about 90 feet agl, 2.05 miles from the approach end of the runway and about 195 feet right of the loc. Elevation of the crash site was 101 feet; minimum descent altitude (MDA) for the approach was 640 feet. The 0645 pdt weather was, in part: indefinite ceiling, 100 feet obscured, vis 1/8 mile with fog, wind from 220° at 4 kts. No preimpact part failure or malfunction of the aircraft was found. All four occupants were killed.
Probable cause:
The pilot's improper IFR (instrument) procedure, and his failure to maintain the minimum descent altitude (MDA) for the approach. The adverse weather was a related factor.
Final Report:

Crash of a Cessna 414A Chancellor in Sun Valley

Date & Time: Dec 6, 1986 at 1900 LT
Type of aircraft:
Registration:
N37561
Flight Type:
Survivors:
Yes
Schedule:
Van Nuys - Sun Valley
MSN:
414A-0007
YOM:
1978
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3680
Captain / Total hours on type:
618.00
Aircraft flight hours:
1487
Circumstances:
During the transition from a DME arc to the ILS final approach course, the pilot allowed the aircraft to prematurely descend into the ground. The reason for the descent could not be determined. However, no preimpact mechanical malfunction with the aircraft was found nor was there any evidence supporting pilot incapacitation. Dark night conditions in fog and low ceilings prevailed during the approach. All three occupants were injured, two seriously.
Probable cause:
Occurrence #1: in flight collision with terrain/water
Phase of operation: approach - iaf to faf/outer marker (ifr)
Findings
1. (c) reason for occurrence undetermined
2. (c) descent - premature - pilot in command
3. (f) light condition - dark night
4. (f) weather condition - fog
5. (f) weather condition - low ceiling
Final Report:

Crash of a Rockwell 1121 Jet Commander in Van Nuys

Date & Time: Jun 11, 1985 at 0731 LT
Registration:
N69GT
Flight Type:
Survivors:
Yes
Schedule:
Tucson – Van Nuys
MSN:
1121-044
YOM:
1966
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
5000
Captain / Total hours on type:
90.00
Circumstances:
The pilot, executing an ILS approach, observed a primary hydraulic pressure drop and declared his intent to land without the use of flaps, speed brakes, reversers or nose wheel steering. The aircraft ran off the end of the runway during landing, traveled approximately 1,300 feet and came to rest on a golf course after striking two vehicles and a chain link fence. Post accident investigation revealed 0.8 quarts of hydraulic fluid (skydrol) in the reservoir. Reservoir capacity is 1.28 u.s. gallon. The pilot stated he pumped the brakes on approach to build pressure in the emergency brake system. The pilot announced he had no braked after touchdown. The Jet Commander 1121 operator's manual cautions against this practice. A functional check of the thrust reversers by on-scene investigators produced two complete cycles of operation. Two persons located in a ground vehicle were injured during the overrun landing.
Probable cause:
Occurrence #1: overrun
Phase of operation: landing - roll
Findings
1. (f) hydraulic system, reservoir - low level
2. (f) brakes (normal) - not possible - other maintenance personnel
3. (c) brakes (emergency) - improper use of - pilot in command
4. (c) improper use of procedure - pilot in command
5. (c) reversers - not used - pilot in command
6. (f) aircraft preflight - not performed - pilot in command
Final Report:

Crash of a Rockwell Turbo Commander 681B in Calhan: 1 killed

Date & Time: Mar 28, 1985 at 1930 LT
Registration:
N772CB
Flight Phase:
Survivors:
Yes
Site:
Schedule:
Van Nuys - Denver
MSN:
681-6050
YOM:
1970
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
411
Captain / Total hours on type:
376.00
Aircraft flight hours:
4500
Circumstances:
During a cross country flight from WI to CA and return, the non instrument, low experienced private pilot, flew into IMC conditions. The aircraft impacted flat snow-covered ground, destroying the aircraft and fatally injuring his passenger. Examination of wreckage revealed no evidence of pre-accident malfunction of the aircraft or its powerplants. A passenger was killed while three other occupants were injured.
Probable cause:
Occurrence #1: in flight encounter with weather
Phase of operation: descent - normal
Findings
1. (f) light condition - night
2. (c) in-flight planning/decision - improper - pilot in command
3. (c) inadequate transition/upgrade training - pilot in command
4. (f) weather condition - turbulence
5. (c) flight into known adverse weather - initiated - pilot in command
6. (c) lack of familiarity with aircraft - pilot in command
7. (f) weather condition - night
8. (c) vfr flight into imc - continued - pilot in command
9. (c) became lost/disoriented - inadvertent - pilot in command
----------
Occurrence #2: loss of control - in flight
Phase of operation: descent - normal
Findings
10. (c) airspeed - uncontrolled - pilot in command
11. (c) altitude - uncontrolled - pilot in command
----------
Occurrence #3: in flight collision with terrain/water
Phase of operation: descent - uncontrolled
Findings
12. (f) terrain condition - open field
13. (f) terrain condition - snow covered
Final Report:

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

Date & Time: Mar 6, 1985 at 1858 LT
Operator:
Registration:
N777PL
Survivors:
No
Site:
Schedule:
Santa Ana – Van Nuys
MSN:
61-0334-111
YOM:
1976
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1820
Aircraft flight hours:
1490
Circumstances:
The aircraft crashed into a residence 2 miles short of the runway after loss of power on the left engine. This engine was feathered, the gear was extended, but the flaps remained up as the aircraft continued the landing approach. Post accident investigation revealed no irregularities in the functioning of the aircraft. The pilot had radioed the report of power loss but had stated that he would not need the emergency equipment. The aircraft crashed in Sepulveda and was destroyed. The pilot, sole on board, was killed.
Probable cause:
Occurrence #1: loss of engine power
Phase of operation: approach - vfr pattern - downwind
Findings
1. (f) engine assembly - undetermined
----------
Occurrence #2: undershoot
Phase of operation: approach - vfr pattern - base leg/base to final
Findings
2. (c) planning/decision - poor - pilot in command
----------
Occurrence #3: in flight collision with object
Phase of operation: approach - vfr pattern - base leg/base to final
Findings
3. (f) object - residence
Final Report: