Crash of a Swearingen SA226T Merlin IIIB in Winslow: 2 killed

Date & Time: Apr 23, 2021 at 1519 LT
Operator:
Registration:
N59EZ
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Scottsdale - Winslow
MSN:
T-394
YOM:
1981
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Aircraft flight hours:
5959
Circumstances:
The pilot was conducting a personal flight and was descending the airplane to the destination airport. Automatic dependent surveillance-broadcast (ADS-B) data showed that the airplane accomplished several turning maneuvers near the airport. These turns occurred from an elevation of 6,000 to 4,950 ft mean sea level, at which time the data ended. The airplane was 80 ft above ground level at the time. Witnesses reported seeing a low-flying airplane perform a turn and then veer toward the ground. The airplane came to rest about 4 miles east of the destination airport and 70 ft from the last data target. A postcrash fire ensued. Postaccident examination of the airframe and engines found no mechanical anomalies that would have precluded normal operation. Examination of the left engine revealed that the engine was likely producing power. The right engine examination revealed damage consistent with low or no rotation at the time of the accident, including distinct, localized contact marks on the rotating propeller shaft. In addition, no metal spray was found in the turbine section, and no dirt was found within the combustor section. The examination of the right propeller blades showed chordwise scoring with the blades bent aft and twisted toward a low-pitch setting. Examination of the fuel system noted no anomalies. The airplane was equipped with a single redline (SRL) autostart computer. Examination of the right (R) SRL-OFF annunciator panel light bulb showed signatures of hot filament stretch, which was consistent with illumination of the light at the time of the accident. The SRL light normally extinguishes above an engine speed of 80% rpm. Given the low rotational signatures on the right engine and the illuminated “R SRL-OFF” warning light, it is likely that the right engine lost engine power during the flight for reasons that could not be determined.
Probable cause:
The loss of engine power to the right engine for reasons that could not be determined. Contributing to the accident was the pilot’s failure to maintain control of the airplane.
Final Report:

Crash of an Antonov AN-26Sh at Chuhuiv AFB: 26 killed

Date & Time: Sep 25, 2020 at 2050 LT
Type of aircraft:
Operator:
Registration:
76 yellow
Flight Type:
Survivors:
Yes
Schedule:
Chuhuiv AFB - Chuhuiv AFB
MSN:
56 08
YOM:
1977
Country:
Region:
Crew on board:
7
Crew fatalities:
Pax on board:
20
Pax fatalities:
Other fatalities:
Total fatalities:
26
Circumstances:
The aircraft was engaged in a local training flight at Chuhuiv AFB, carrying 7 crew members and 20 cadets. On approach to runway 16, the crew apparently encountered engine problems when the aircraft lost height and crashed 2 km short of runway threshold near motorway E40, bursting into flames. Two passengers were seriously injured while 25 other occupants were killed. Few hours later, one of the survivors died from his injuries.

Crash of a Piper PA-46-350P Malibu Mirage in Jacksonville

Date & Time: Sep 16, 2020 at 1340 LT
Operator:
Registration:
N972DD
Flight Type:
Survivors:
Yes
Schedule:
Jacksonville - Jacksonville
MSN:
46-36637
YOM:
2014
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total hours on type:
1141.00
Copilot / Total flying hours:
534
Copilot / Total hours on type:
9
Aircraft flight hours:
629
Circumstances:
The instructor pilot reported that while practicing an engine-out landing in the traffic pattern, the pilot-rated student overshot the turn from base leg to final rolling out to the right of the runway centerline. The student pilot attempted to turn back toward the runway and then saw that the airplane’s airspeed was rapidly decreasing. The instructor reported that when he realized the severity of the situation it was too late to do anything. The student attempted to add power for a go-around but was unable to recover. The airplane stalled about 10 ft above the ground, impacted the ground right of the runway, and skidded onto the runway where it came to rest. Both wings and the forward fuselage were substantially damaged. Both pilots stated there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable cause:
The student pilot’s failure to maintain control of the airplane during the landing approach and the exceedance of the airplane’s critical angle of attack at low altitude resulting in an aerodynamic stall. Contributing was the instructor pilot’s failure to adequately monitor the student pilot’s actions during the approach.
Final Report:

Crash of a Gulfstream G200 in Belo Horizonte

Date & Time: Sep 7, 2020 at 1826 LT
Type of aircraft:
Operator:
Registration:
PR-AUR
Flight Type:
Survivors:
Yes
Schedule:
Belo Horizonte - Belo Horizonte
MSN:
140
YOM:
2006
Country:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The crew was completing a local training flight at Belo Horizonte-Pampulha Airport, consisting of touch-and-go maneuvers. After landing on runway 13, the pilot-in-command decided to abort the takeoff. Unable to stop within the remaining distance, the aircraft overran, lost its landing gear and came to rest near a concrete block. All three occupants evacuated, among them the captain was slightly injured.

Crash of a Grumman E-2C Hawkeye in Wallops Island

Date & Time: Aug 31, 2020 at 1550 LT
Type of aircraft:
Operator:
Registration:
166503
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Norfolk-Chambers Field - Norfolk-Chambers Field
MSN:
AA3
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The aircraft, assigned to Airborne Command & Control Squadron (VAW) 120 Fleet Replacement Squadron, departed Norfolk-Chambers Field NAS on a training flight. In the afternoon, the crew encountered an unexpected situation, abandoned the aircraft and bailed out. Out of control, the aircraft entered a dive and crashed in a field located near Wallops Island. All four occupants parachuted to safety while the aircraft was totally destroyed by impact forces and a post crash fire.

Crash of a Rockwell 500S Shrike Commander in Pembroke Park: 2 killed

Date & Time: Aug 28, 2020 at 0902 LT
Operator:
Registration:
N900DT
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Pompano Beach – Opa Locka
MSN:
500-3056
YOM:
1969
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
27780
Captain / Total hours on type:
300.00
Copilot / Total flying hours:
8029
Aircraft flight hours:
10300
Circumstances:
The pilot-in-command seated in the right seat was providing familiarization in the multiengine airplane to the left seat pilot during a flight to a nearby airport for fuel. Shortly after takeoff, one of the pilots reported an engine problem and advised that they were diverting to a nearby airport. A witness along the route of flight reported hearing the engines accelerating and decelerating and then popping sounds; several witnesses near the accident site reported hearing no engine sounds. The airplane impacted a building and terrain about 10 minutes after takeoff. Very minimal fuel leakage on the ground was noted and only 23 ounces of aviation fuel were collected from the airplane’s five fuel tanks. No evidence of preimpact failure or malfunction was noted for either engine or propeller; the damage to both propellers was consistent with low-to-no power at impact. Since the pilot could not have visually verified the fuel level in the center fuel tank because of the low quantity of fuel prior to the flight, he would have had to rely on fuel consumption calculations since fueling based on flight time and the airplane’s fuel quantity indicating system. Although the fuel quantity indications at engine start and impact could not be determined postaccident from the available evidence, if the fuel quantity reading at the start of the flight was accurate based on the amount of fuel required for engine start, taxi, run-up, takeoff, and then only to fly the accident flight duration of 10 minutes, it would have been reading between 8 and 10 gallons. It is unlikely that the pilot, who was a chief pilot of a cargo operation and tasked with familiarizing company pilots in the airplane, would have knowingly initiated the flight with an insufficient fuel load for the intended flight or with the fuel gauge accurately registering the actual fuel load that was on-board. Examination of the tank unit, or fuel quantity transmitter, revealed that the resistance between pins A and B, which were the ends of the resistor element inside the housing, fell within specification. When monitoring the potentiometer pin C, there was no resistance, indicating an open circuit between the wiper and the resistor element. X-ray imaging revealed that the conductor of electrical wire was fractured between the end of the lugs at the wiper and for pin C. Bypassing the fractured conductor, the resistive readings followed the position of the float arm consistent with normal operation. Visual examination of the wire insulation revealed no evidence of shorting, burning or damage. Examination of the fractured electrical conductor by the NTSB Materials Laboratory revealed that many of the individual wires exhibited intergranular fracture surface features with fatigue striations in various directions on some individual grains. It is likely that the many fatigue fractured conductor strands of the electrical wire inside the accident tank unit or fuel transmitter resulted in the fuel gauge indicating that the tanks contained more fuel than the amount that was actually on board, which resulted in inadequate fuel for the intended flight and a subsequent total loss of engine power due to fuel exhaustion. The inaccurate fuel indication would also be consistent with the pilot’s decision to decline additional fuel before departing on the accident flight. While the estimated fuel remaining since fueling (between 15 and 51 gallons) was substantially more than the actual amount on board at the start of the accident flight (between 8 and 10 gallons), the difference could have been caused by either not allowing the fuel to settle during fueling, and/or the operational use of the airplane. Ultimately, the fuel supply was likely completely exhausted during the flight, which resulted in the subsequent loss of power to both engines. Given the circumstances of the accident, the effects from the right seat pilot’s use of cetirizine and the identified ethanol in the left seat pilot, which was likely from sources other than ingestion, did not contribute to this accident.
Probable cause:
A total loss of engine power due to fuel exhaustion. Contributing to the fuel exhaustion was the fatigue fracture of an electrical wire in the tank unit or fuel transmitter, which likely resulted in an inaccurate fuel quantity indication.
Final Report:

Crash of a Cessna 510 Citation Mustang in Daytona Beach

Date & Time: Feb 20, 2020 at 1245 LT
Operator:
Registration:
N163TC
Flight Type:
Survivors:
Yes
Schedule:
Daytona Beach - Daytona Beach
MSN:
510-0039
YOM:
2007
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2533
Captain / Total hours on type:
90.00
Copilot / Total flying hours:
7500
Aircraft flight hours:
2380
Circumstances:
The pilot was receiving a checkride from a designated pilot examiner for his single-pilot type rating in a turbine airplane. After a series of maneuvers, emergencies, and landings, the examiner asked the pilot to complete a no-flap landing. The pilot reported that he performed the Before Landing checklist with no flaps and believed that he had put the gear down. During touchdown, the pilot felt a "thump" and thought a tire had blown; however, he saw that the landing gear handle was in the "up" position, and he noted that the landing gear warning horn did not sound because he had performed a no-flaps landing. The examiner confirmed that the landing gear handle was in the "up" position. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. A Federal Aviation Administration inspector who examined the airplane reported that the landing gear handle was in the "up" position and that the fuselage had sustained substantial damage. The landing gear was lowered and locked into place without issue after the airplane was lifted from the runway.
Probable cause:
The pilot's failure to lower the landing gear before landing. Contributing to the accident was the examiner's failure to check that the landing gear was extended.
Final Report:

Crash of a Bombardier Global Express E-11A near Sharana AFB: 2 killed

Date & Time: Jan 27, 2020 at 1309 LT
Operator:
Registration:
11-9358
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Kandahar - Kandahar
MSN:
9358
YOM:
2009
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
4736
Captain / Total hours on type:
1053.00
Copilot / Total flying hours:
1343
Copilot / Total hours on type:
27
Circumstances:
On 27 January 2020, at approximately 1309 hours local time (L), an E-11A, tail number (T/N) 11-9358, was destroyed after touching down in a field in Ghanzi Province, Afghanistan (AFG) following a catastrophic left engine failure. The mishap crew (MC) were deployed and assigned to the 430th Expeditionary Electronic Combat Squadron (EECS), Kandahar Airfield (KAF), AFG. The MC consisted of mishap pilot 1 (MP1) and mishap pilot 2 (MP2). The mission was both a Mission Qualification Training – 3 (MQT-3) sortie for MP2 and a combat sortie for the MC, flown in support of Operation FREEDOM’S SENTINEL. MP1 and MP2 were fatally injured as a result of the accident, and the Mishap Aircraft (MA) was destroyed. At 1105L, the MA departed KAF. The mission proceeded uneventfully until the left engine catastrophically failed one hour and 45 minutes into the flight (1250:52L). Specifically, a fan blade broke free causing the left engine to shutdown. The MC improperly assessed that the operable right engine had failed and initiated shutdown of the right engine leading to a dual engine out emergency. Subsequently, the MC attempted to fly the MA back to KAF, approximately 230 nautical miles (NM) away. Unfortunately, the MC were unable to get either engine airstarted to provide any usable thrust. This resulted in the MA unable to glide the distance remaining to KAF. With few options remaining, the MC maneuvered the MA towards Forward Operating Base (FOB) Sharana, but did not have the altitude and airspeed to glide the remaining distance. The MC unsuccessfully attempted landing in a field approximately 21 NM short of FOB Sharana.
Probable cause:
The Accident Investigation Board (AIB) President found by a preponderance of the evidence that the cause of the mishap was the MC’s error in analyzing which engine had catastrophically failed (left engine). This error resulted in the MC’s decision to shutdown the operable right engine creating a dual engine out emergency. The AIB President also found by a preponderance of the evidence that the MC’s failure to airstart the right engine and their decision to recover the MA to KAF substantially contributed to the mishap.
Final Report:

Crash of an Angel Aircraft Corporation Model 44 Angel in Mareeba: 2 killed

Date & Time: Dec 14, 2019 at 1115 LT
Registration:
VH-IAZ
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Mareeba - Mareeba
MSN:
004
YOM:
2008
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
20000
Captain / Total hours on type:
300.00
Copilot / Total flying hours:
5029
Copilot / Total hours on type:
0
Aircraft flight hours:
1803
Circumstances:
On 14 December 2019, at 1046 Eastern Standard Time, an Angel Aircraft Corporation Model 44 aircraft, registered VH-IAZ, commenced taxiing at Mareeba Airport, Queensland. On board the aircraft were two pilots. The pilot in the left seat (‘the pilot’) owned the aircraft and was undertaking a flight review, which was being conducted by the Grade 1 flight instructor in the right seat (‘the instructor’). The planned flight was to operate in the local area, as a private flight and under visual flight rules. As the aircraft taxied towards the runway intersection, the pilot broadcast on the common traffic advisory frequency (CTAF) that VH-IAZ was taxiing for runway 28. The pilot made another broadcast when entering and backtracking the runway, then at 1058, broadcast that the aircraft had commenced the take-off roll. Witnesses who heard the aircraft during the take-off reported that it sounded like one of the engines was hesitating and misfiring. An aircraft maintainer who observed the aircraft take off, reported seeing black sooty smoke trailing from the right engine. The maintainer then watched the aircraft climb slowly and turn right towards the north. Another witness who heard the aircraft in flight soon afterwards, reported that it sounded normal for that aircraft, which had a distinctive sound because the engines’ exhaust gases pass through the propellers. Once airborne, the pilot broadcast that they were ‘making a low-level right-hand turn and then climbing up to not above 4,500 [feet] for the south-west training area.’ About 2 minutes later, the instructor broadcast that they were just to the west of the airfield in the training area at 2,500 ft and on climb to 4,000 ft, and communicated with a helicopter pilot operating in the area. After 8 minutes in the training area, the pilot broadcast that they were inbound to the aerodrome. At 1112, the aircraft’s final transmission was broadcast by the pilot, advising that they were joining the crosswind circuit leg for runway 28. Witnesses then saw the aircraft touch down on the runway and continue to take off again, consistent with a ‘touch-and-go’ manoeuvre, and heard one engine ‘splutter’ as the aircraft climbed to an estimated 100–150 ft above ground level. At about 1115, the aircraft was observed overhead a banana plantation beyond the end of the runway, banked to the right in a descending turn, before it suddenly rolled right. Witnesses observed the right wing drop to near vertical and the aircraft impacted terrain in a cornfield. Both pilots were fatally injured and the aircraft was destroyed.
Probable cause:
Contributing factors:
• The flight instructor very likely conducted a simulated engine failure after take-off in environmental conditions and a configuration in which the aircraft was unable to maintain altitude with one engine inoperative.
• Having not acted quickly to restore power to the simulated inoperative engine, the pilots did not reduce power and land ahead (in accordance with the Airplane Flight Manual procedure) before the combination of low airspeed and bank angle resulted in a loss of directional control at a height too low to recover.
• The instructor had very limited experience with the aircraft type, and with limited preparation for the flight, was likely unaware of the landing gear and flap retraction time and the extent of their influence on performance with one engine inoperative.

Other factors that increased risk:
• The pilot had not flown for 3 years prior to the accident flight, which likely resulted in a decay in skills at managing tasks such as an engine failure after take-off and in decision-making ability. The absence of flying practice before the flight review probably affected the pilot’s ability to manage the asymmetric low-level flight.
• The aircraft had not been flown for more than 2 years and had not been stored in accordance with the airframe and engine manufacturers’ recommendations. This very likely resulted in some of the right engine cylinders running with excessive fuel to air ratio for complete combustion and may also have reduced the expected service life of both engines’ components.
• The right-side altimeter was probably set to an incorrect barometric pressure, resulting in it over-reading the aircraft’s altitude by about 90 ft.
Final Report:

Crash of a Cessna 208 Caravan I in Moo 2: 2 killed

Date & Time: Sep 24, 2019 at 0930 LT
Type of aircraft:
Operator:
Registration:
1917
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Surasi - Surasi
MSN:
208-0267
YOM:
1997
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
The crew (one instructor aged 58 and one pilot under supervision aged 28) departed Surasi Air Base around 0900LT on a training flight. En route, in unknown circumstances, the single engine airplane crashed near Moo 2 (Sai Yok district). The aircraft disintegrated on impact and both occupants were killed.