Crash of a Cessna 340 in Covington: 2 killed

Date & Time: Apr 21, 2022 at 1905 LT
Type of aircraft:
Operator:
Registration:
N84GR
Flight Phase:
Survivors:
No
Site:
MSN:
340-0178
YOM:
1973
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
Shortly after takeoff from Covington Airport Runway 10, while in initial climb, the twin engine airplane went out of control and crashed on the General Mills Plant located about 1,5 km southeast of the airfield, bursting into flames. The aircraft was destroyed and both occupants were killed. There were no casualties on the ground.

Crash of a Learjet 75 in Morristown

Date & Time: Apr 2, 2022 at 1119 LT
Type of aircraft:
Operator:
Registration:
N877W
Survivors:
Yes
Schedule:
Atlanta – Morristown
MSN:
45-496
YOM:
2014
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Atlanta-Fulton County-Brown Field, Georgia, the crew was cleared to land on runway 23 at Morristown Municipal Airport, NJ. After touchdown, the airplane deviated to the right and veered off runway. While contacting soft ground, both wings (the entire wing structure) detached and the aircraft came to rest on its right side in a grassy area. All four occupants escaped with minor injuries and the aircraft was damaged beyond repair.

Crash of a Beechcraft B250GT Super King Air in Piracicaba: 7 killed

Date & Time: Sep 14, 2021 at 0840 LT
Registration:
PS-CSM
Flight Phase:
Survivors:
No
MSN:
BY-364
YOM:
2019
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
7
Circumstances:
Shortly after takeoff from Piracicaba Airport Runway 35, while climbing, the twin engine aircraft entered a right turn, descended to the ground and crashed in a eucalyptus forest located about 1,5 km north of the airport. The aircraft exploded on impact and was totally destroyed. All seven occupants were killed among them the Brazilian businessman Celso Silveira Mello Filho aged 73 who was travelling with his wife and three kids.
Crew:
Celso Elias Carloni, pilot,
Giovani Dedini Gulo, copilot.
Passengers:
Celso Silveira Mello Filho,
Maria Luiza Meneghel,
Celso Meneghel Silveira Mello,
Camila Meneghel Silveira Mello Zanforlin,
Fernando Meneghel Silveira Mello.

Crash of a Cessna 560XLS+ Citation Excel in Plainville: 4 killed

Date & Time: Sep 2, 2021 at 0951 LT
Registration:
N560AR
Flight Phase:
Survivors:
No
Site:
Schedule:
Plainville – Manteo
MSN:
560-6026
YOM:
2009
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
On September 2, 2021, at 0951 eastern daylight time, a Cessna 560XL airplane, N560AR, was destroyed when it was involved in an accident near Farmington, Connecticut. The two pilots and two passengers were fatally injured. One person on the ground sustained serious injuries and three people sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight crew had filed an instrument flight rules (IFR) flight plan from Robertson Field Airport (4B8), Plainville, Connecticut to Dare County Regional Airport (MQI), Manteo, North Carolina. After obtaining their IFR clearance from air traffic control, the flight crew taxied the airplane onto runway 2 for departure. Two witnesses observed the takeoff roll with one reporting the airplane was “going slower” than they had seen during previous takeoffs. When the airplane was about 2/3 down the runway, one witness noted a puff of blue colored smoke from the back side of the airplane. The other witness stated that the nose landing gear was still on the ground as the airplane passed a taxiway intersection near the mid-point of the runway and he said to a friend with him that something was wrong. A third witness, who was beyond the departure end of the runway, noted the airplane departed the runway in a level attitude. After clearing the runway, the airplane’s nose pitched up, but the airplane was not climbing. The airplane then impacted a powerline pole, which caused a small explosion near the right engine followed by a shower of softball-size sparks. After hitting the pole, the noise of the engine went from normal sounding to a much more grinding, metallic sound. The airplane then began to oscillate about its pitch and roll axis before the witness lost sight of it behind trees. Postaccident examination of the 3,665-ft-long runway revealed tire skid marks from the right main landing gear tire that were right of the runway centerline beginning about 2,360 ft from the approach end of the runway. The mark from the right tire continued, while a mark from the left main landing gear tire was noted left of runway centerline beginning about 2,480 ft from the approach end of the runway. The marks from both main landing gear tires continued and veered slightly to the right but were continuous from where first observed to the end of the runway and onto a short width of grass immediately adjacent to the departure end of the runway. The grassy terrain beyond the departure end of the runway then sloped steeply downward toward a road, and the elevation change between the runway area and the road was about 20 ft. An approximate 3-ft-long section of airplane’s right inboard flap was found near the damaged power pole, which was located about 361 ft beyond the departure end of the runway. A ground scar was located in a grassy area adjacent to a building, about 850 ft north of the damaged power pole. The airplane subsequently impacted the building, and the cockpit, cabin, and wings were nearly consumed by the postimpact fire; the aft empennage, which remained outside the building, was relatively intact. Examination of the airframe revealed no evidence of any anomalies with any of the airplane’s primary or secondary flight control surfaces. Additionally, the parking brake handle in the cockpit, and the respective valve that it controlled, were both found in the brake set position. According to preliminary data recovered from the airplane’s flight data recorder (FDR), both thrust levers were set at 66°, and both engines remained at 91% N1 throughout the takeoff roll. While at an airspeed of about 100 knots, the elevator control surface position increased to a positive value, reaching about 16°. At this time the pitch of the airplane minimally changed to about +1°. The weight-on-wheels (WOW) indication remained in an on-ground state until beyond the departure end of the runway where the terrain began sloping downward. After departing the runway at an indicated airspeed of about 120 knots, the elevator position increased to a maximum recorded value of about 17° deflection, the airplane’s pitch rapidly increased to about +22°. Immediately thereafter the elevator position rapidly decreased to about -1.0° and the stick shaker (aerodynamic stall warning) activated. The FDR data further indicated that at about the time the WOW indication transitioned from on-ground to an in-air state, the airspeed accelerated from about 120 knots to a maximum airspeed of 123.75 knots. Additionally, the right engine fuel flow, N1, and N2 decreased with corresponding ITT increase about 1.8 seconds after the WOW transition. Given the airplane’s velocity between these two times, the deceleration of the right engine occurred when it was in close proximity to the power pole. Parking brake valve position and normal brake application were not recorded by the FDR, and the airplane’s takeoff configuration warning system did not incorporate parking brake valve position as part of its activation logic. Further review of the FDR data revealed that the longitudinal acceleration values recorded during the takeoff roll of the accident flight (0.245g) were less than the recorded values for the airplane’s two previous takeoffs (0.365g and 0.35g). Additionally, the time the airplane took to accelerate from 20 to 100 kts during the accident flight and the previous two takeoffs were 17 seconds, 11.5 seconds, and 12 seconds, respectively. Additionally, the elevator position and pitch attitude of the airplane at rotation during its previous takeoff were about 13°, and +1.6°, respectively. The pitch attitude then continued to increase to +10° and remained at that value as the airspeed increased and the elevator position decreased.

Crash of a Learjet 25B in Toluca

Date & Time: Apr 18, 2021 at 1527 LT
Type of aircraft:
Operator:
Registration:
XB-PIZ
Survivors:
Yes
Schedule:
Cancún - Toluca
MSN:
25-193
YOM:
1975
Location:
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Cancún, the crew encountered technical problems with the undercarriage while on approach to Toluca-Licenciado Adolfo López Mateos. Decision was taken to complete a belly landing on runway 15/33. The airplane slid for few dozen metres before coming to rest, bursting into flames. All 9 occupants evacuated safely and the aircraft was damaged beyond repair.

Crash of a Embraer EMB-500 Phenom 100 in São Pedro

Date & Time: Oct 30, 2020 at 1815 LT
Type of aircraft:
Operator:
Registration:
PR-LMP
Survivors:
Yes
Schedule:
Belo Horizonte – São Pedro
MSN:
500-00094
YOM:
2009
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
While approaching São Pedro Airport by night, the aircraft crashed in a wooded area short of the airfield, bursting into flames. All four occupants evacuated the cabin and the aircraft was totally destroyed by a post crash fire.

Crash of a Piper PA-31T Cheyenne II in Lafayette: 5 killed

Date & Time: Dec 28, 2019 at 0921 LT
Type of aircraft:
Registration:
N42CV
Flight Phase:
Survivors:
Yes
Site:
Schedule:
Lafayette - Atlanta
MSN:
31T-8020067
YOM:
1980
Crew on board:
1
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
5
Circumstances:
On December 28, 2019, about 0921 central standard time, a Piper PA 31T airplane, N42CV, impacted terrain shortly after takeoff from the Lafayette Regional Airport/Paul Fournet Field (LFT), Lafayette, Louisiana. The commercial pilot and four passengers were fatally injured; one passenger sustained serious injuries. Two individuals inside a nearby building sustained minor injuries and one individual in a car sustained serious injuries. The airplane was destroyed by impact forces and a postimpact fire. The airplane was owned by Cheyenne Partners LLC and was piloted by an employee of Global Data Systems. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed and a Federal Aviation Administration (FAA) instrument flight rules (IFR) flight plan was filed for the flight. The flight was originating at the time of the accident and was en route to the Dekalb-Peachtree Airport (PDK), Atlanta, Georgia. The pilot contacted the LFT ground controller and requested a clearance to PDK. The controller issued the IFR clearance to the pilot with an initial heading of 240° and an altitude of 2,000 ft mean sea level (msl). The controller then instructed the pilot to taxi the airplane to runway 22L. As the airplane approached the holdshort line for the runway, the pilot advised that the airplane was ready for takeoff and the controller cleared the airplane to depart from runway 22L. After takeoff the pilot was given a frequency change and successfully established communications with the next air traffic controller. The pilot was instructed to climb the airplane to 10,000 ft and to turn right to a heading of 330°. Automatic Dependent Surveillance – Broadcast (ADS-B) data provided by the FAA identified and depicted the accident flight. The ADS-B data started at 09:20:05 as the airplane climbed through 150 ft. msl, or 110 ft. above ground level (agl). The peak altitude recorded was 925 ft msl, from about 09:20:37 to 09:20:40, after which, the airplane entered a continuous descent to the ground. The last ADS-B data point was at 09:20:59, as the airplane descended through 175 ft msl in a steep dive. Preliminary analysis of this data indicates that after departing runway 22L, the airplane turned slightly to the right toward the assigned heading of 240° and climbed at a rate that varied between 1,000 and 1,900 feet per minute. At 09:20:13, the airplane started rolling back towards wings level. At 09:20:20, the airplane rolled through wings level in a continued roll towards the left. At this time, the airplane was tracking 232°, the altitude was 475 ft msl, and the speed accelerated through 165 kts. calibrated airspeed. The airplane continued to roll steadily to the left, at an average rate of about 2 degrees per second. At the peak altitude of 925 ft msl at 09:20:40, the roll angle was about 35° left, the track angle was about 200°, and the airspeed was about 172 knots. The airplane then started to descend while the left roll continued, and the airplane reached a roll angle of 70° left at 09:20:52, while it descended through 600 ft msl, between 2,000 and 3,000 feet per minute. According to the FAA, as the airplane descended through 700 ft msl, a low altitude alert was issued by the air traffic controller to the pilot; the pilot did not respond. No mayday or emergency transmission was recorded from the accident airplane. According to multiple witnesses on the ground, they first heard an airplane flying overhead, at a low altitude. Several witnesses stated that it sounded as if both engines were at a high rpm. Multiple witnesses observed the airplane appear out of the low cloud bank in a steep, left-bank turn. One witness stated that the airplane rolled wings level just before it struck the trees and transmission lines on the south edge of Verot School Road. The airplane then struck the road and continued across the United States Postal Service (USPS) parking lot. Two USPS employees received minor injuries from flying glass inside of the building. One individual was seriously injured after the airplane struck the car she was parked in. The car rolled several times before it came to rest inverted; a postimpact fire consumed the car. The wreckage path included fragmented and burned pieces of the airplane and tree debris, and extended from the trees and transmission line, along an approximate bearing of 315°, for 789 ft. The right wing, the outboard left wing, both engines, both elevator controls, the rudder, the instrument panel, and forward cabin separated from the main fuselage and pieces were located in the debris field. The main wreckage consisted of the main fuselage and the inboard left wing. Before the accident the Automated Surface Observing System at LFT reported at 0853, a wind from 120° at 5 knots, overcast clouds with a vertical visibility of 200 ft and ¾ statute mile ground visibility. The temperature was 19° C, the dewpoint was 19°C, and the altimeter was 29.97 inches of mercury.

Crash of a Pilatus PC-12/47E near Chamberlain: 9 killed

Date & Time: Nov 30, 2019 at 1230 LT
Type of aircraft:
Operator:
Registration:
N56KJ
Flight Phase:
Survivors:
Yes
Schedule:
Chamberlain – Idaho Falls
MSN:
1431
YOM:
2013
Crew on board:
1
Crew fatalities:
Pax on board:
11
Pax fatalities:
Other fatalities:
Total fatalities:
9
Circumstances:
The single engine airplane departed Chamberlain Airport in marginal weather conditions. Few minutes later, while flying in snow falls, the airplane went out of control and crashed in a cornfield located about 30 miles west-southwest of Chamberlain. Three passengers aged 17, 27 and 28 were injured and evacuated to hospitals in Chamberlain, Mitchell and Sioux Falls while nine other occupants were killed. The pilot filed an instrument flight rules plan with the Federal Aviation Administration and received a clearance to fly direct from Chamberlain, a non-towered airport, to Idaho Falls, Idaho, with a planned departure time of 12:20 p.m. CST. The plane departed Chamberlain at 12:26 p.m. CST. When the pilot did not activate the flight plan after departure, the FAA issued an alert for a missing airplane. At 12:35 p.m. CST, an AWOS-3 automated weather observation station at the Chamberlain airport recorded weather as follows: winds from 020 degrees (north/northeast) at 6 knots (7 mph), ½ mile visibility with moderate snow and icing, low-level windshear, and clear air turbulence conditions with overcast skies. The base of the cloud layer was recorded at 500 feet above the ground. The airplane departed on runway 31 and crashed in a field about 1 mile north of the airport. The Pilatus PC-12 airplane is not required to be equipped with a cockpit voice recorder or a flight data recorder. Investigators will be looking for any avionics or engine monitoring equipment with non-volatile memory that could yield information relevant to the investigation. The airplane was equipped with an automated dependent surveillance broadcast system (ADS-B), which records parameters that will help investigators determine the performance of the airplane by evaluating the flight track, altitude and speed from takeoff to the end of the flight.

Crash of an Embraer EMB-121A1 Xingu II in Campinas

Date & Time: Apr 2, 2019 at 2315 LT
Type of aircraft:
Registration:
PT-FEG
Survivors:
Yes
Schedule:
Sorocaba - Palmas
MSN:
121-057
YOM:
1982
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The twin engine airplane departed Sorocaba-Estadual Bertram Luiz Leupolz Airport at 2300LT on a flight to Palmas, Tocantins, carrying three passengers and a crew of two. Few minutes after takeoff, the crew encountered technical difficulties and was cleared to divert to Campinas-Viracopos Airport. On final, he realized he could not make it so he attempted an emergency landing in a prairie located about 6 km short of runway 15 threshold. The wreckage was found less than a km from the Jardim Bassoli condominium and all five occupants, slightly injured, were evacuated. The aircraft was damaged beyond repair.

Crash of an Epic LT in Egelsbach: 3 killed

Date & Time: Mar 31, 2019 at 1527 LT
Type of aircraft:
Operator:
Registration:
RA-2151G
Survivors:
No
Schedule:
Cannes - Egelsbach
MSN:
019
YOM:
2008
Location:
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
11425
Captain / Total hours on type:
676.00
Aircraft flight hours:
2221
Circumstances:
At 1357 hrs the airplane had taken off from Cannes-Mandelieu Airport, France, to a private flight to Egelsbach Airfield, Germany. On board were the pilot and two passengers. According to the flight plan cruise flight was planned for Flight Level (FL)260. At 1519:03 hrs the pilot established contact with Frankfurt Radar, and informed the controller that the airplane was in descent to FL60 towards reporting point UBENO. The radar recordings show that the airplane was flying towards 335° and transmitted the transponder code 4065. The radar controller issued the descent clearance to 4,000 ft AMSL and conveyed a QNH of 1,020 hPa. At 1519:25 hrs the controller addressed the pilot: “[…] proceed direct DELTA, runway zero eight in use.” The pilot acknowledged the clearance. At 1520:20 hrs the controller instructed the pilot to descend to 3,500 ft AMSL. After the pilot had acknowledged the controller’s question, the change of flight rules from IFR to VFR was conducted at 1521 hrs about 16 NM south of Egelsbach Airfield. At the time, the airplane was at about 5,000 ft AMSL with a ground speed of approximately 240 kt. At 1522:34 hrs, the airplane was at 3,500 ft AMSL and about 14 NM from the airfield, the pilot established radio contact with Egelsbach Information with the words: “[…] inbound DELTA, descending VFR.” The Flugleiter (A person required by German regulation at uncontrolled aerodromes to provide aerodrome information service to pilots) answered: “Hello […] runway zero eight, QNH one zero two zero, squawk four four four one.” The pilot acknowledged the landing direction and the QNH. The communicated transponder code was not acknowledged, and did not change during the remainder of the flight, according to the radar recording. At 1524:34 hrs the Flugleiter gave the pilot the hint: “[…] the maximum altitude in this area is one thousand five hundred feet.” The pilot answered: “Roger, continue descent […].” At this time, altitude was still about 2,000 ft AMSL. According to the radar recording, at 1524:45 hrs the airplane turned right in northern direction toward the DELTA approach path to runway 08 of Egelsbach Airfield. Altitude was about 1,900 ft AMSL, and ground speed 170 kt. At 1526:30 hrs, at about the Tank- und Rastanlage Gräfenhausen (resting facility) at the Bundesautobahn A5 (motorway), it began to turn right up to north-eastern direction. At 1526:44 hrs the Flugleiter addressed the pilot: “[…] do you have the field in sight?” The pilot responded: “Ah, not yet […].” At the time, the airplane was about 1,000 m south-west of threshold 08 at the western outskirts of Erzhausen flying a northeastern heading. The Flugleiter added: “I suggest to reduce, you are now in right base.” After the pilot had answered with “Roger”, the Flugleiter added: “You are number one to land. The wind is zero four zero, one zero knots.” At 1527:04 hrs, the airplane was about 300 m south of threshold 08 flying a northeastern heading, the radio message“[…] approach” of the pilot was recorded. From then on the airplane began to turn left. At 1527:11 hrs, the airplane crossed runway 08 with a ground speed of about 100 kt at very low altitude with northern heading. At 1527:24 hrs the pilot said: “[…] may I the […] make an orbit?” The Flugleiter answered: “Yes, do it to your left-hand side and do not overfly the highway westbound.” At 1527:31 hrs, the last radar target was recorded at approximately 600 m north-west of threshold 08 indicating an altitude of about 425 ft AMSL. About 100 m south-west of it the airplane crashed to the ground and caught fire. All three occupants suffered fatal injuries. At the time of the accident, three persons were in the Tower of the airfield. The Flugleiter, as tower controller, his replacement, and the apron controller. They observed that the airplane flew directly towards the tower coming from the DELTA approach in descent with north-eastern heading, i.e. diagonal to the landing direction. In this phase the landing gear extended. Two witnesses, who were at the airport close to the tower, stated that they had seen the airplane during the left-hand turn. They estimated the bank angle during the turn with 30-45°. The two occupants of a Piper PA-28, which had been on approach to runway 08, stated that they had become aware of the other airplane, before changing from downwind leg to final approach. They also stated that during the turn the airplane went into a dive and impacted the ground after about a half turn. Approximately 330 m north-east of the accident site, persons had been walking in a forest. One of them recorded a video. This recording was made available for investigation purposes. The video shows the shadow of the airplane moving west immediately prior to the accident. Consistent engine sounds and, 8 seconds after the shadow passed, the crash of the airplane can be heard. The aircraft was totally destroyed by a post crash fire and all three occupants were killed, among them Natalia Fileva, co-owner of the Russian Operator S7 Airlines.