Crash of a De Havilland DH.89A Dragon Rapide 4 in Abbotsford

Date & Time: Aug 11, 2018 at 1731 LT
Operator:
Registration:
N683DH
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Abbotsford - Abbotsford
MSN:
6782
YOM:
1944
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
10000
Captain / Total hours on type:
20.00
Circumstances:
The vintage de Havilland DH-89A MKIV Dragon Rapide biplane (U.S. registration N683DH, serial number 6782) operated by Historic Flight Foundation was part of the static aircraft display at the Abbotsford International Airshow at Abbotsford Airport (CYXX), British Columbia. Following the conclusion of the airshow that day, the aircraft was being used to provide air rides. At approximately 1731 on 11 August 2018, the aircraft began its takeoff from Runway 25 with the pilot and 4 passengers on board for a local flight to the southeast. During the takeoff, the aircraft encountered strong, gusting crosswinds. It climbed to about 30 feet above ground level before descending suddenly and impacting the runway, coming to rest on its nose immediately off the right edge of the runway. Within 2 minutes, 2 aircraft rescue firefighting trucks arrived on the scene along with an operations/command vehicle. About 10 minutes later, 2 St. John Ambulances arrived. A representative of the HFF was escorted to the scene to ensure all electronics on the aircraft were turned off. Shortly thereafter, 2 BC Ambulance Service ground ambulances arrived, followed by 2 City of Abbotsford fire trucks. Two BC Ambulance Service air ambulances arrived after that. The fire trucks stabilized the aircraft, and the first responders who arrived with the fire truck finished evacuating the occupants. The pilot and 1 passenger received serious injuries; the other 3 passengers received minor injuries. All of the aircraft occupants were taken to the hospital. The aircraft was substantially damaged. There was a fuel spill, but no fire. The emergency locator transmitter activated.
Final Report:

Crash of a PZL-Mielec AN-2 in Chernoye: 2 killed

Date & Time: Sep 2, 2017 at 1215 LT
Type of aircraft:
Registration:
RA-35171
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Chernoye - Chernoye
MSN:
1G113-10
YOM:
1969
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
12023
Captain / Total hours on type:
52.00
Copilot / Total flying hours:
641
Aircraft flight hours:
19721
Circumstances:
The aircraft was engaged in a demonstration flight, taking part to an airshow at Chernoye Aerodrome, celebrating the 70th anniversary of the Antonov AN-2. The pilot-in-command completed a steep turn to the left to join the grassy runway. The airplane descended too low and impacted ground with its left wing and crashed 180 metres further, bursting into flames. The aircraft was totally destroyed and both occupants were killed.
Probable cause:
The most likely cause of the crash of the An-2 RA-35171 was the failure of the PIC to pilot the An-2 aircraft at high flight speeds (an increase in the time required for the aircraft to leave the bank due to the decrease in the angles of the aileron deflection due to the pulling of the cable line due to a significant increase in forces in the transverse of the control channel at speeds of 270-300 km/h), which did not allow the aircraft to arrest the descent when maneuvering with large angles of bank at an extremely low flight altitude.
The contributing factors were:
- Piloting the aircraft at modes beyond the limits set by the AFM of the An-2 aircraft;
- Maneuvering at an altitude less than that established for performing a demonstration flight over the aerodrome.
Final Report:

Crash of a Grumman G-73 Mallard in Perth: 2 killed

Date & Time: Jan 26, 2017 at 1708 LT
Type of aircraft:
Operator:
Registration:
VH-CQA
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Serpentine - Serpentine
MSN:
J-35
YOM:
1948
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
625
Captain / Total hours on type:
180.00
Circumstances:
On 26 January 2017, the pilot of a Grumman American Aviation Corp G-73 amphibian aircraft, registered VH-CQA (CQA), was participating in an air display as part of the City of Perth Australia Day Skyworks event. On board were the pilot and a passenger. The pilot of CQA was flying ‘in company’ with a Cessna Caravan amphibian and was conducting operations over Perth Water on the Swan River, that included low-level passes of the Langley Park foreshore. After conducting two passes in company, both aircraft departed the display area. The pilot of CQA subsequently requested and received approval to conduct a third pass, and returned to the display area without the Cessna Caravan. During positioning for the third pass, the aircraft departed controlled flight and collided with the water. The pilot and passenger were fatally injured.
Probable cause:
From the evidence available, the following findings are made regarding the loss of control and collision with water involving the G-73 Mallard aircraft, registered VH-CQA 10 km west-south-west of Perth Airport, Western Australia on 26 January 2017. These findings should not be read as apportioning blame or liability to any particular organisation or individual. Safety issues, or system problems, are highlighted in bold to emphasise their importance. A safety issue is an event or condition that increases safety risk and (a) can reasonably be regarded as having the potential to adversely affect the safety of future operations, and (b) is a characteristic of an organisation or a system, rather than a characteristic of a specific individual, or characteristic of an operating environment at a specific point in time.
Contributing factors:
- The pilot returned the aircraft to the display area for a third pass in a manner contrary to the approved inbound procedure and which required the use of increased manoeuvring within a confined area to establish the aircraft on the display path.
- During the final positioning turn for the third pass, the aircraft aerodynamically stalled at an unrecoverable height.
- The pilot's decision to carry a passenger on a flight during the air display was contrary to the Instrument of Approval issued by the Civil Aviation Safety Authority for this air display and increased the severity of the accident consequence.
Final Report:

Crash of a Sukhoï Superjet 100-95 on Mt Salak: 45 killed

Date & Time: May 9, 2012 at 1431 LT
Type of aircraft:
Operator:
Registration:
97004
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Jakarta - Jakarta
MSN:
95004
YOM:
2009
Flight number:
RA36801
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
41
Pax fatalities:
Other fatalities:
Total fatalities:
45
Captain / Total flying hours:
10347
Captain / Total hours on type:
1348.00
Copilot / Total flying hours:
3318
Copilot / Total hours on type:
625
Aircraft flight hours:
843
Aircraft flight cycles:
500
Circumstances:
Aircraft was performing a demo flight and left Jakarta-Halim Perdanakasuma Airport at 1400LT with 41 passengers (potential buyers) on board and a crew of four. About thirty minutes later, while turning around Mount Salak, pilots received the authorization to descend from 10,000 feet to 6,000 feet in low visibility. Aircraft hit the edge of a cliff and crashed few yards further and was totally destroyed by impact and post impact fire. SAR teams arrived on scene 18 hours later and all 45 occupants were killed. At the time of the accident, weather conditions were marginal with clouds shrouding both Mount Salak and Mount Gede. First accident involving a Sukhoi Superjet 100. Present model was manufactured 09AUG2009 and totalized 843 flying hours for 500 cycles. Captain had 10,347 flying hours and was a test pilot by Sukhoi Civil Aircraft Company.
Probable cause:
- The flight crew was not aware of the mountainous area in the vicinity of the flight path due to various factors such as available charts, insufficient briefing and statements of the potential customer that resulted in inappropriate response to the TAWS warning. The impact could have been avoided by appropriate action of the pilot up to 24 seconds after the first TAWS warning.
- The Jakarta Radar service had not established the minimum vectoring altitudes and the Jakarta Radar system was not equipped with functioning MSAW for the particular area around Mount Salak.
- Distraction of the flight crew from prolonged conversation not related to the progress of the flight, resulted in the pilot flying not constantly changing the aircraft heading while in orbit. Consequently, the aircraft unintentionally exited the orbit.
Final Report:

Crash of a Boeing B-17G-105-VE Flying Fortress in Aurora

Date & Time: Jun 13, 2011 at 0947 LT
Registration:
N390TH
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Aurora - Aurora
MSN:
8643
YOM:
1944
Crew on board:
2
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The weekend before the accident, a fuel leak was identified. The fuel leak was subsequently repaired, and a final inspection the morning of the accident flight reportedly did not reveal any evidence of a continued fuel leak. Shortly after takeoff, the flight crew noticed a faint odor in the cockpit and a small amount of smoke near the radio room. The flight crew immediately initiated a turn with the intention of returning to the departure airport. About that time, they received a radio call from the pilot of the accompanying airplane advising that there was a fire visible on the left wing. The accident pilot subsequently executed an emergency landing to a corn field. Emergency crews were hampered by the muddy field conditions, and the fire ultimately consumed significant portions airframe. In-flight photographs showed the presence of fire on the aft lower portion of the left wing between the inboard and outboard engines. Located in the same area of the fire were fuel tanks feeding the left-side engines. After landing, heavy fire conditions were present on the left side of the airplane, and the fire spread to the fuselage. A postaccident examination noted that the C-channel installed as part of the No. 1 main fuel tank repair earlier in the week was partially separated. During the examination, the tank was filled with a small amount of water, which then leaked from the aft section of the repair area in the vicinity of the partially separated channel. Metallurgical examination of the repair area revealed a longitudinal fatigue crack along the weld seam. The fatigue nature of the crack was consistent with a progressive failure along the fuel tank seam that existed before the accident flight and was separate from the damage sustained in the emergency landing and postlanding fire. The repair earlier in the week attempted to seal the leak but did not address the existing crack itself. In fact, the length of the crack observed at the time of the repair was about one-half the length of the crack noted during the postaccident examination, suggesting that the crack progressed rapidly during the course of the accident flight. Because the repaired fuel tank was positioned within the open wing structure, a fuel leak of significant volume would have readily vaporized, producing a flammable fuel vapor/air mixture. Although the exact ignition source could not be determined due to the fire damage, it is likely that the fuel vapor and liquid fuel encountered hot surfaces from nearby engine components, which initiated the in-flight fire.
Probable cause:
An inadequate repair of the fuel tank that allowed the fuel leak to continue, ultimately resulting in an inflight fire.
Final Report:

Crash of a Travel Air 4000 in Fort Myers

Date & Time: Nov 14, 2009 at 1018 LT
Type of aircraft:
Registration:
N3823
Flight Type:
Survivors:
Yes
Schedule:
Fort Myers - Fort Myers
MSN:
306
YOM:
1927
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1789
Captain / Total hours on type:
60.00
Aircraft flight hours:
5284
Circumstances:
During approach, the pilot of the tailwheel-equipped biplane flew along at 20-30 feet above the runway until he was at midfield. The biplane touched down, bounced back in to the air, touched down again, and bounced once more prior to touching down for a third time in a nose-high attitude. The biplane then veered to the right, the right wing dipped, and the biplane cartwheeled, coming to rest inverted. The pilot had 60 hours of flight experience in the biplane. The previous owner had advised the pilot that landing the biplane took patience to land it perfectly and that attempting to land the biplane on asphalt with low experience could cause the biplane to bump repeatedly. He also advised that if the pilot pulled back on the control stick too soon during landing it could result in ballooning and porpoising.
Probable cause:
The pilot's improper recovery from a bounced landing and failure to maintain directional control, which resulted in a ground loop. Contributing to the accident was the pilot's minimal experience in the airplane make and model.
Final Report:

Crash of a Boeing B-52H-155-BW Stratofortress off Guam Island: 6 killed

Date & Time: Jul 21, 2008 at 0945 LT
Type of aircraft:
Operator:
Registration:
60-0053
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Andersen AFB - Andersen AFB
MSN:
464418
YOM:
1960
Flight number:
Raider 21
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
6
Circumstances:
The aircraft departed Andersen AFB on a flight around the Guam Island under call sign 'Raider 21' with 6 crew members on board, taking part to the Guam Liberation Day celebrations. About 15 minutes into the flight, while descending from 14,000 to 1,000 feet, the aircraft became uncontrollable and crashed in the sea about 50 km north of Guam Island. The aircraft disintegrated on impact and only few debris were found. All six crew members were killed.
Crew:
Maj Chris Cooper, pilot,
Cpt Michael Dodson, copilot,
1st Lt Robert Gerren, electronic warfare officer,
1st Lt Joshua Shepherd, navigator,
Maj Brent Williams, radar navigator,
Col George Martin, flight surgeon.
Probable cause:
Malfunctioning parts and late recognition of spiraling problems likely led to the fatal crash of a B-52H Stratofortress in July, an Air Force accident investigation board concluded in a report issued Feb. 13. The problem parts, investigators decided, were the bomber’s rear stabilizers — the large horizontal fins at the jet’s tail that help angle the B-52H up or down. Although the inquiry could not determine what led to the stabilizer problem, the board said it believed the stabilizers malfunctioned while the bomber was in a fast descent from 14,000 feet to 1,000 feet. “Even an experienced aircrew could have found it difficult to recognize, assess and recover from the very rapidly developing situation involving the rear stabilizer trim,” board president Brig. Gen. Mark Barrett concluded. The bomber did not carry a flight data recorder, so the investigation team pieced together events leading up to the crash from air traffic control radar information and from parts recovered from the ocean floor by remote-controlled Navy submarines. One recovered part was a component called a jackscrew that helps control the stabilizers. The jackscrew revealed the stabilizer trim was set at 4.5 to 5 degrees nose down, but parts that could have helped determine why the stabilizers were pointed down were not recovered. Based on flight simulations, the investigative team determined the flight was normal until the jet turned left and began to descend about 33 miles west of Guam. As the 48-year-old bomber dove toward the Pacific at a speed of more than 240 mph, the stabilizers suddenly unhinged, putting the jet into a dive with the nose pointed down 30 degrees and more. One of the pilots likely tried to level the stabilizers manually using a control wheel in the cockpit that moves the stabilizer 1 degree every two to three seconds, the report said. However, because the plane was already low, there wasn’t enough time to level the stabilizers. At least three crew members tried to bail out seconds before the plane hit the water, but the plane’s speed, altitude and angle already were past the point where they could survive the ejection.

Crash of a Cessna 208B Grand Caravan in Aerfort na Minna (Aran Island): 2 killed

Date & Time: Jul 5, 2007 at 1449 LT
Type of aircraft:
Registration:
N208EC
Flight Type:
Survivors:
Yes
Schedule:
Inis Meáin - Aerfort na Minna
MSN:
208B-1153
YOM:
2005
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
9001
Captain / Total hours on type:
476.00
Aircraft flight hours:
320
Aircraft flight cycles:
275
Circumstances:
The purpose of the flight was a demonstration of an aircraft to a group of potential investors and interested parties associated with a proposed airport at Clifden, Co. Galway, some 25 nm to the northwest of EICA. The flight was organised by one of this group who requested the aircraft, a Cessna Caravan registration N208EC, through an Aircraft Services Intermediary (ASI) from the aircraft’s beneficial owner. The owner agreed to loan his aircraft and the pilot, to fly the group from EICA to EIMN, (a distance of 9 nm) and back. The aircraft departed from Weston (EIWT) aerodrome, near Dublin, at 08.20 hrs on the day of the accident. It over flew Galway (EICM) to EICA where it landed and shutdown. There were two persons on board, the Pilot and an Aircraft Maintenance Specialist (AMS). After a short discussion with ground staff, the Pilot and AMS flew a familiarisation flight to EIMN where the aircraft landed and taxied to the terminal. It did not stop or shut down but turned on the ramp and flew back to EICA where it shut down and parked while awaiting the arrival of the group. The group assembled at EICA, but as there were too many passengers to be accommodated on one aircraft, two flights were proposed with the aircraft returning to pick up the remainder. The aircraft then departed with the first part of the group. On arrival at EIMN, the Pilot contacted those remaining and informed them that he would not be returning for them. This did not cause a problem because an Aer Arran Islander aircraft, with its pilot, was available at EICA to fly the remainder of the group across to EIMN. Following lunch in a local hotel the AMS made a presentation on behalf of the ASI on the Cessna Caravan, its operation and costing. The Pilot assisted him, answering questions of an operational nature. During the presentation two members of the group, who had a meeting to attend on the mainland, travelled back on the Islander aircraft to EICA. The Islander aircraft subsequently returned to EIMN to assist in transporting the remainder of the group back to EICA. The aircraft was returning on a short flight from Inis Meáin (EIMN), one of the Aran Islands in Galway Bay, to Connemara Airport (EICA), in marginal weather conditions when the accident occurred. There had been a significant wind shift, since the time the aircraft had departed earlier from EICA that morning, of which the Pilot appeared to be unaware. As a result a landing was attempted downwind. At a late stage, a go-around was initiated, at a very low speed and high power setting. The aircraft turned to the left, did not gain altitude and maintained a horizontal trajectory. It hit a mound, left wing first and cartwheeled. The Pilot and one of the passengers were fatally injured. The remaining seven passengers were seriously injured. The aircraft was destroyed but there was no fire. The emergency fire service from the airport quickly attended. Later an ambulance, a local doctor and then the Galway Fire Services arrived. A Coastguard Search and Rescue helicopter joined in transporting the injured to hospital. The Gardaí Síochána secured the site pending the arrival of the AAIU Inspectors.
Probable cause:
The Pilot attempted to land downwind in marginal weather conditions. This resulted in a late go-around during which control was lost due to inadequate airspeed.
Contributory Factors:
1. Communications were not established between the Pilot and EICA thus denying the Pilot the opportunity of being informed of the changed wind conditions and the runway in use.
2. The aircraft was over maximum landing weight.
3. The altimeters were under-reading due to incorrect QNH settings.
4. The additional stress on the Pilot associated with the conduct of a demonstration flight.
Final Report:

Crash of a Grob G180 SPn in Mindelheim-Mattsies: 1 killed

Date & Time: Nov 29, 2006 at 1315 LT
Type of aircraft:
Operator:
Registration:
D-CGSP
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Mindelheim - Mindelheim
MSN:
97002
YOM:
2006
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
7800
Captain / Total hours on type:
257.00
Aircraft flight hours:
28
Aircraft flight cycles:
40
Circumstances:
The pilot, sole on board, was completing a demonstration flight on this second prototype to a group of invited guests staying on the ground. at Mindelheim-Mattsies Airport. Shortly after takeoff, the pilot completed a circuit to reach the approach pattern when the aircraft entered an uncontrolled descent and crashed in an open field located approximately 7 km from the airport. The aircraft disintegrated on impact and the French pilot Gérard Guillaumaud who was also the Chief Pilot by Grob Aerospace was killed.
Probable cause:
The accident was the consequence of an in-flight failure and subsequent separation of the elevator, causing the aircraft to be uncontrollable. The exact cause of this failure could not be determined with certainty due to lack of flight data.
Final Report:

Crash of a Cessna 208B Grand Caravan in Oak Glen: 2 killed

Date & Time: Mar 28, 2006 at 1655 LT
Type of aircraft:
Operator:
Registration:
N208WE
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Thermal - Ontario
MSN:
208B-1171
YOM:
2006
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
2300
Copilot / Total flying hours:
1792
Copilot / Total hours on type:
740
Aircraft flight hours:
52
Circumstances:
The airplane was operated by the manufacturer and was on a sales demonstration itinerary. On the accident flight the airplane was being repositioned following a demonstration and the two pilots included a commercially licensed manufacturer's sales pilot and a private licensed regional sales distributor. One of the two pilots onboard requested, and received, an abbreviated weather briefing prior to departure, the details of which included an airman's meteorological information notice (AIRMET) for occasional moderate rime ice. He then filed an instrument flight rules flight plan for a route passing over mountainous terrain, with a published Minimum En route Altitude (MEA) for the airway that was above the predicted icing level. The flight plan was not activated and the pilots told a TRACON controller who was providing VFR advisories that they intended to continue under visual flight rules through a mountain pass and open their IFR flight plan after reaching the other side of the pass where the MEA was lower. A review of the mode C reported altitudes flown by the pilots and an analysis of the cloud bases and tops revealed that the flight was likely in at least intermittent, if not mostly solid, instrument meteorological conditions as it flew through the pass. As the flight approached the other end of the pass, the controller advised the pilots that the radar showed they were heading into rising terrain. The controller asked, "Do you have the terrain in sight?" One of the pilots responded, "we're maneuvering away from the terrain right now." After that, radar contact was lost. Recorded radar data showed that the airplane made a righthand turn toward rising terrain while continuing to climb to an approximate altitude of 8,800 feet mean sea level (msl). The last minute of radar data showed the airplane at altitudes of 8,000 feet msl, 8,800 feet msl, and 8,600 feet msl. The last radar return was at an altitude of 7,300 feet msl. An aircraft performance study was accomplished using recorded radar data and aerodynamic data provided by Cessna. Based on the radar data and other relevant information, as the aircraft turned toward the rising terrain, the bank angle steadily increased, until a very abrupt change in pitch consistent with a stall occurred, and the airplane departed controlled flight and descended at a very steep nose down attitude into the mountainous terrain. The airplane wreckage was subsequently located at an elevation of 6,073 feet. Nearby ground witnesses first noticed the sound of the airplane, that then suddenly changed to a high pitched increasing rpm. Witnesses then saw the accident airplane coming out of the clouds almost straight nose down. The witnesses described the weather as cold with drizzling rain and reduced visibility due to the clouds. Examination of the wreckage revealed no evidence of mechanical malfunction or failure.
Probable cause:
The pilot's continued flight into instrument meteorological weather conditions and his subsequent failure to maintain an adequate airspeed while maneuvering, that led to a stall/spin.
Final Report: