Beechcraft 99 Airliner

The flight arrived at the Norfolk Regional Airport about 1907 CDT to take on additional cargo before flying to Omaha, Nebraska. Airport surveillance video captured the airplane as it departed the airport. The airplane departed from runway 20 and climbed away from the ground. The airplane then entered a left bank turn, descended, and impacted terrain. The impact site was located about 640 yards southeast of the departure end of runway 20. The initial impact point consisted of multiple ground scars; divots consistent with the main landing gear, empennage, and wings could be seen. The airplane appeared to be in a flat, near wings levels attitude at impact. The tail section of the airplane and right main landing gear fractured and remained at the impact point. The main wreckage continued 24 yards east and the nose of the airplane came to rest facing northeast. A postimpact fire ensued that consumed a majority of the wreckage. Examination of the airplane found all major components located at the accident site. Preimpact flight control continuity appeared continuous. The flaps were found in the retracted position and the landing gear was found extended. Cockpit instrumentation was fire damaged and did not contain useful readings. No non-volatile memory devices were located for download. The pilot, sole on board, was killed.

The twin engine airplane departed Manchester-Boston Regional Airport Runway 06 at 0710LT on a cargo service (flight WIG1046) to Presque Isle. The weather about the time of departure included visibility of 3 miles in rain and mist, a broken ceiling at 1,000 ft, and an overcast ceiling at 2,400 ft. The pilot stated that during the initial climb, he heard a loud “pop.” The left door/hatch appeared to be partially open, so he grabbed it with his left hand. The door then opened completely while he was still holding on to it, injuring his left hand. He reached up with his right hand and hung on to the door with both hands but was beginning to be pulled out of his seat, so he let go and, shortly after, the door completely separated from the airplane. After the door departed, the airplane went through a series of unusual attitudes as the pilot attempted to return to the departure airport. He did not recall anything after the last unusual attitude. Eventually, the airplane entered a right turn and crashed in a forest located near Londonderry, about 8 km south of Manchester Airport. The accident occurred 16 minutes after departure. The pilot was seriously injured and the airplane was destroyed. The cockpit door was found 16 km from the main wreckage.

The newly hired pilot and an experienced flight instructor were conducting the third flight of the pilot’s initial training. After conducting an instrument approach in visual meteorological conditions, they conducted a missed approach and the airplane proceeded to a holding pattern at 3,000 ft, consistent with a normal training profile. As the airplane was completing the first turn in the holding pattern, it pitched over and accelerated. The airplane impacted wooded terrain in a nose-down attitude in excess of 20°, a slight right bank, and at an airspeed exceeding 250 knots. No distress calls were heard from the crew, who were not communicating with air traffic control at the time and were not required to. The airplane disintegrated on impact and both crew members were killed.

The pilot reported that after a normal start and taxi, the airplane was cleared for takeoff. During the takeoff roll, the airplane drifted right and the pilot corrected with the left rudder. When the airplane reached 100 knots, he rotated the airplane, and about 30 feet in altitude, the airplane experienced a roll to the right. The pilot tried to correct the roll with left rudder but was unable to provide sufficient left rudder. At this point, the airplane had drifted to the right of the runway and over the adjacent parallel taxiway. He was able to regain partial control by reducing engine power and banking the airplane to the left. The pilot attempted to land on the taxiway but was unable to judge his height above ground due to the low visibility, and subsequently impacted terrain to the right of the taxiway. Both wings and the fuselage sustained substantial damage. Prior to exiting the airplane, the pilot noted that the rudder trim was set to the full nose-right position. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. Prior to the accident, maintenance was completed that consisted of an “Event II & Routine” inspection. The inspection procedure required the rudder trim system to be lubricated, a trim tab free play inspection, and an operational check prior to returning the airplane to service. Review of the maintenance procedures revealed there was no guidance on returning the rudder trim control system back to a neutral position at completion of the inspection.

The crew departed Bogotá on a training flight to Mariquita with an intermediate stop at Ibagué-Perales Airport. While on approach by night, the twin engine aircraft went out of control and crashed in a field located few km from the airport, bursting into flames. The aircraft was totally destroyed by a post crash fire and all four crew members were killed.
Crew:
Maj Andrés Valbuena Cadena,
Lt Carlos Andrés León Caicedo,
Lt Juan Alcides Sosa Triana,
Sub John Wílfer Parra Solano.

According to the operator's director of safety, during landing in gusty crosswind conditions, the multi-engine, turbine-powered airplane bounced. The airplane then touched down a second time left of the runway centerline. "Recognizing their position was too far left," the flight crew attempted a go-around. However, both engines were almost at idle and "took time to spool back up." Without the appropriate airspeed, the airplane continued to veer to the left. A gust under the right wing "drove" the left wing into the ground. The airplane continued across a grass field, the nose landing gear collapsed, and the airplane slid to a stop. The airplane sustained substantial damage to the fuselage and left wing. The director of safety reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The automated weather observation system located at the accident airport reported that, about the time of the accident, the wind was from 110° at 21 knots, gusting to 35 knots. The pilot landed on runway 04. The Beechcraft airplane flight manual states the max demonstrated crosswind is 25 knots. Based on the stated wind conditions, the calculated crosswind component was 19 to 33 knots.