Delivery

On November 6, 2020, about 1600 Pacific standard time, a Pilatus PC-12, N400PW, was substantially damaged when it was ditched in the Pacific Ocean about 1000 miles east of Hilo, Hawaii. The two pilots sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 ferry flight. According to the pilot-in-command (PIC), who was also the ferry company owner, he and another pilot were ferrying a new airplane from California to Australia. The first transoceanic leg was planned for 10 hours from Santa Maria Airport (KSMX), Santa Maria, California to Hilo Airport (PHTO), Hilo, Hawaii. The manufacturer had an auxiliary ferry fuel line and check valve installed in the left wing before delivery. About 1 month before the trip, the pilot hired a ferry company to install an internal temporary ferry fuel system for the trip. The crew attempted the first transoceanic flight on November 2, but the ferry fuel system did not transfer properly, so the crew diverted to Merced Airport (KMCE), Merced, California. The system was modified with the addition of two 30 psi fuel transfer pumps that could overcome the ferry system check valve. The final system consisted of 2 aluminum tanks, 2 transfer pumps, transfer and tank valves, and associated fuel lines and fittings. The ferry fuel supply line was connected to the factory installed ferry fuel line fitting at the left wing bulkhead, which then fed directly to the main fuel line through a check valve and directly to the turbine engine. The installed system was ground and flight checked before the trip. According to Federal Aviation Administration automatic dependent surveillance broadcast (ADS-B) data, the airplane departed KSMX about 1000. The pilots each stated that the ferry fuel system worked as designed during the flight and they utilized the operating procedures that were supplied by the installer. About 5 hours after takeoff, approaching ETNIC intersection, the PIC climbed the airplane to flight level 280. At that time, the rear ferry fuel tank was almost empty, and the forward tank was about 1/2 full. The crew was concerned about introducing air into the engine as they emptied the rear ferry tank, so the PIC placed the ignition switch to ON. According to the copilot (CP), she went to the cabin to monitor the transparent fuel line from the transfer pumps to ensure positive fuel flow while she transferred the last of the available rear tank fuel to the main fuel line. When she determined that all of the usable fuel was transferred, and fuel still remained in the pressurized fuel line, she turned the transfer pumps to off and before she could access the transfer and tank valves, the engine surged and flamed out. The PIC stated that the crew alerting system (CAS) fuel low pressure light illuminated about 5 to 15 seconds after the transfer pumps were turned off, and then the engine lost power and the propeller auto feathered. The PIC immediately placed the fuel boost pumps from AUTO to ON. The CP went back to her crew seat and they commenced the pilot operating handbook’s emergency checklist procedures for emergency descent and then loss of engine power in flight. According to both crew members, they attempted an engine air start. The propeller unfeathered and the engine started; however, it did not reach flight idle and movement of the power control lever did not affect the engine. The crew secured the engine and attempted another air start. The engine did not restart and grinding sounds and a loud bang were heard. The propeller never unfeathered and multiple CAS warning lights illuminated, including the EPECS FAIL light (Engine and Propeller Electronic Control System). The crew performed the procedures for a restart with EPECS FAIL light and multiple other starts that were unsuccessful. There were no flames nor smoke from either exhaust pipe during the air start attempts. About 8,000 ft mean sea level, the crew committed to ditching in the ocean. About 1600, after preparing the survival gear, donning life vests, and making mayday calls on VHF 121.5, the PIC performed a full flaps gear up landing at an angle to the sea swells and into the wind. He estimated that the swells were 5 to 10 ft high with crests 20 feet apart. During the landing, the pilot held back elevator pressure for as long as possible and the airplane landed upright. The crew evacuated through the right over wing exit and boarded the 6 man covered life raft. A photograph of the airplane revealed that the bottom of the rudder was substantially damaged. The airplane remained afloat after landing. The crew utilized a satellite phone to communicate with Oakland Center. The USCG coordinated a rescue mission. About 4 hours later, a C-130 arrived on scene and coordinated with a nearby oil tanker, the M/V Ariel, for rescue of the crew. According to the pilots, during the night, many rescue attempts were made by the M/V Ariel; however, the ship was too fast for them to grab lines and the seas were too rough. After a night of high seas, the M/V Ariel attempted rescue again; however, they were unsuccessful. That afternoon, a container ship in the area, the M/V Horizon Reliance, successfully maneuvered slowly to the raft, then the ship’s crew shot rope cannons that propelled lines to the raft, and they were able to assist the survivors onboard. The pilots had been in the raft for about 22 hours. The airplane was a new 2020 production PC-12 47E with a newly designed Pratt and Whitney PT6E-67XP engine which featured an Engine and Propeller Electronic Control System. The airplane is presumed to be lost at sea. The investigation is ongoing.

The crew was performing a delivery flight from Stauning (Denmark) to Klaipėda with an intermediate stop in Kattleberg, Sweden. Recently acquired by the company for agricultural purposes, the single engine aircraft left Kattleberg Airfield at 1312LT with an ETA in Klaipėda at 1720LT. En route, the crew informed ATC about the situation at 1516LT and four minutes later, the aircraft crashed in unknown circumstances into the Baltic Sea, 116 km off the Lithuanian coast. The crew of a Lithuanian Marine vessel located the wreckage three days later, at a deep of 124 meters and 116 km off shore. No trace of the crew was found.

Pilot was performing a delivery flight from Johannesburg to Bamako, Mali, with intermediate stops in Windhoek, Libreville and Accra. While approaching Libreville, pilot decided to divert to Sao Tome due to poor weather conditions. As it was approaching Sao Tome archipelago, aircraft disappeared from radar screens and crashed into the sea, some 14 km off shore. No trace of the aircraft nor the pilot was found and SAR were suspended. On 16APR, authorities confirmed they did not found any trace of the pilot. Weather was poor over Sao Tomé.

On April 3, 2012, about 0920 atlantic standard time (ast), a Hawker Beechcraft C90GTx, N8116L, operated by Lider Taxi Aereo, was substantially damaged after ditching in the waters of the Caribbean Sea, 17 miles north of Aruba, following a dual loss of engine power during cruise. The flight departed Fort Lauderdale Executive Airport (FXE), Fort Lauderdale, Florida, and was destined for Hato International Airport (TNCC), Willemstad, Curacao. The airline transport pilot and the pilot rated passenger were uninjured. Visual meteorological conditions prevailed, and an instrument flight plan was filed for the delivery flight conducted under 14 Code of Federal Regulations Part 91. The Amsterdam arrived at the ditching location at 1120. The airplane was partially submerged. The crew of the Amsterdam attempted to prevent the airplane from sinking by placing a cable around it and hoisting it onboard. However during the attempted recovery, the fuselage broke in half and the airplane sank.

The Aero Commander 500S had recently been purchased. The new owner of the aircraft retained the services of 2 experienced pilots to deliver the aircraft from Portland, Oregon, United States, to Bern, Switzerland. After having flown several positioning legs, the aircraft arrived at Rankin Inlet for refuelling. The aircraft was refuelled from two 45-gallon drums and was to continue on to Iqaluit, Nunavut. The pilot-in-command occupied the right seat and the pilot flying the aircraft occupied the left seat. The aircraft was at its maximum takeoff weight of 7000 pounds. Prior to take off, the crew conducted a run-up and all indications seemed normal. During the takeoff roll, the engines did not produce full power and the crew elected to reject the takeoff. After returning to the ramp, a second run-up was completed and once again all indications seemed normal. Shortly after second rotation, cylinder head temperatures increased and both Lycoming TIO-540-E1B5 engines began to lose power. The pilots attempted to return to the airport, but were unable to maintain altitude. The landing gear was extended and a forced landing was made on a flat section of land, approximately 1500 feet to the southwest of the runway 13 threshold. There were no injuries and the aircraft sustained substantial damage.

The pilot was approaching his home airport under dark night conditions. He reported that he was five miles from the airport and adjusted the airport lighting several times. He made no further radio calls, though his normal practice was to report his position several times as he proceeded in the landing pattern. The airplane approached the airport from the southeast in a descent, continued past the airport, and adjusted its course slightly to the left. One witness reported observing the airplane enter a left turn, then pitch down, and descend at a steep angle. The airplane impacted terrain in a steep left bank and cart wheeled. An examination of the airframe, airplane systems, and engine revealed no pre-impact anomalies. Flight control continuity was confirmed. The pilot had flown eight hours and 30 minutes on the day of the accident, crossing two time zones, and had been awake for no less than 17 hours when the accident occurred. The accident occurred at a time of day after midnight in the pilot's departure time zone. Post-accident toxicology testing revealed doxylamine and amphetamine in the pilot's tissues. The pilot had been diagnosed with attention deficit hyperactivity disorder (ADHD) almost five years prior to the accident and had taken prescription amphetamines for the disorder since that diagnosis. The FAA does not medically certify pilots who require medication for the control of ADHD. At the time of the accident, the pilot's blood level of amphetamines may have been falling, and he may have been increasingly fatigued and distracted. The use of doxylamine (an over-the-counter antihistamine, often used as a sleep aid) could suggest that the pilot was having difficulty sleeping.

While descending to Latacunga airport by night, the aircraft crashed in a mountainous terrain. Rescue teams located debris the day after and all three crew members were killed. The aircraft was delivered from Caracas to a new owner based in Latacunga.

The twin engine aircraft crashed and burned less than one minute after takeoff from Kaduna airport, Nigeria. It seems that one of the engine exploded shortly after takeoff.

On 30 August 2004, shortly before 1200 Western Standard Time, the owner-pilot of a twin-engine Cessna Aircraft Company 421C Golden Eagle (C421) aircraft, registered HB-LRW, commenced his takeoff from runway 32 at El Questro Aircraft Landing Area (ALA). The private flight was to Broome, where the pilot intended resuming the aircraft delivery flight from Switzerland to Perth. The available documentation indicated that the flight segments en route to Australia had all been to international or major aerodromes. The pilot of a Cessna Aircraft Company 210 (C210) and his two passengers in the runway 32 parking area witnessed the takeoff. Those witnesses reported that the C421 pilot carried out a pre-flight inspection of the aircraft prior to boarding for the takeoff. During that inspection, he was observed preparing for, and conducting a fuel drain check under the left wing, and to have removed some weed-like material from the right main wheel. He then loaded a small amount of personal luggage into the aircraft cabin, before he and the sole passenger boarded. The C210 pilot witness, who reported having observed a number of twin-engine aircraft operations at another aerodrome, did not comment on the nature of the pilot's start and engines run-up checks. The passenger witnesses reported that the pilot of the C421 made a number of unsuccessful attempts to start the left engine, before reverting to starting the right engine. He then started the left engine and moved the aircraft clear of the C210 in order to conduct his engine run-up checks. The passenger witnesses reported that during those checks they heard a 'frequency vibration' as the C421 pilot manipulated the engines' controls. The witnesses at the parking area reported that the C421 pilot taxied the aircraft onto the runway and applied power to commence a rolling takeoff. They, together with a hearing witness located to the north of the ALA indicated that the engines sounded 'normal' throughout the takeoff. Witnesses who observed the takeoff reported that the aircraft accelerated away 'briskly'. The pilot witness stated that the take-off roll and lift-off from the runway appeared similar to other twin-engine aircraft takeoffs that he had observed. The witnesses at the parking area also stated that, shortly after lift-off from the runway, the aircraft banked slightly to the left at an estimated 10 to 15 degrees angle of bank and drifted left before striking the trees along the side of the runway and impacting the ground. There was no report of any objects falling from the aircraft, or of any smoke or vapour emanating from the aircraft during the takeoff. The aircraft was destroyed by the impact forces and post-impact fire. The pilot and passenger were fatally injured.

The twin engine aircraft crashed upon landing, lost its right and came to rest. There were apparently no casualties.