Airport (less than 10 km from airport)

The pilot was conducting a cross-country flight when, about 8 miles north of his intended destination, he reduced engine power, pitched for level flight, and waited for indicated airspeed to drop below 174 kts to add 20° of flaps. As soon as the drag was introduced, the airplane began to “buck back and forward,” and the two engines were “throttling up and down on their own.” He noted that the right engine seemed to be “sputtering and popping” more than the left engine, so he decided to raise the flaps and to shut down and feather the right engine. He declared an emergency to air traffic control. The pilot then noticed that the left engine was “slowly spooling down” and the airplane was not able to maintain airspeed and altitude. The pilot performed a forced landing to a flat, muddy wheat field about 4 nautical miles from the airport. The airplane sustained substantial damage to the fuselage and to both wings. A Federal Aviation Administration inspector traveled to the accident site to examine the airplane. Flight control and engine control continuity were confirmed. The master switch was turned on and the fuel gauges showed a zero indication. There was no evidence of fuel at the accident site or in the airplane. During the recovery of the airplane from the field, no fuel was found in the three intact fuel tanks, nor in any of the engine fuel lines. The pilot later stated that he ran the airplane out of fuel during the accident flight. The pilot reported that, during the preflight checks and twice during the accident flight, he activated the low fuel warning light, and no anomalies were noted. Postaccident testing of the low fuel warning light in an exemplar Piper Aerostar 602P revealed no anomalies.

On the morning of 25 June 2021, the Cessna 208B with registration PH-FST was parked inside the hangar of a maintenance organization. The organization performed maintenance tasks on the aircraft on a regular basis. The maintenance organization had scheduled to perform a maintenance task before the planned flights that day. When the aircraft was on ground with the engine off, erratic and high engine Exhaust Gas Temperature (EGT) readings were reported. The maintenance organization suspected a faulty magnetic pick-up in the engine’s propeller governor to be the cause of these erratic EGT readings. A mechanic under supervision of a licensed engineer was tasked to replace the magnetic pick-up. After removal of the old magnetic pick-up, the mechanic followed steps one through four of the maintenance manual to install the new magnetic pick-up. Steps five through eight, a system voltage test to check correct installation, were not noticed by the mechanic and as a result not carried out. After connecting the wiring and tightening the lock nut, the mechanic, together with the pilot, did a static engine test run and performed the Single Red Line (SRL) check to verify the system and EGT readings. After the system was found to be functioning correctly, the mechanic left the aircraft and the pilot taxied to the skydive organization's building to pick up parachutists. Following the boarding of seventeen parachutists, the pilot taxied to runway 26 and commenced the takeoff roll. Shortly after takeoff, without any warning, the engine lost power at approximately 400 feet above field level. The pilot made an emergency landing in a field whereby the aircraft sustained substantial damage to the fuselage, wings, landing gear and propeller. One parachutist suffered minor injuries.

The twin engine aircraft was engaged in a local skydiving mission in Tanay, Kemerovo oblast. On board were 17 skydivers and two pilots. Shortly after takeoff, while in initial climb, the aircraft stalled and crashed in a grassy area. Both pilots and two passengers were killed while 15 other occupants were injured. The aircraft was totally destroyed. It is believed that the right engine suffered a power loss.

The twin engine aircraft departed Bukavu-Kavumu Airport on a cargo flight to Shabunda, carrying one passenger, two pilots and a load consisting of 1,600 kg of metal sheet. Shortly after takeoff, while in initial climb, the aircraft went out of control and crashed in a prairie located near the airport. The aircraft was totally destroyed and all three occupants were killed.

The twin engine aircraft departed Naypyidaw on a flight to Pyin Oo Lwin, carrying 14 passengers and two pilots, among them high ranking officers and monks. On final approach to Pyin Oo Lwin-Anisakan Airport runway 21, the aircraft collided with obstacles and crashed near a steel plant located about 3 km short of runway threshold. A pilot and three passengers were injured while 12 other occupants were killed. Development will follow.

The airplane departed Myrtle Beach International Airport (MYR), Myrtle Beach, South Carolina, at 1812, with the intended destination of Grand Strand Airport (CRE), North Myrtle Beach, South Carolina. According to automatic dependent surveillance-broadcast and air traffic control (ATC) communications information, the pilot established contact with ATC and reported that he was ready for departure from runway 18. He was instructed to fly runway heading, climb to 1,700 ft mean sea level (msl), and was cleared for takeoff. Once airborne, the controller instructed the pilot to turn left; however, the pilot stated that he needed to return to runway 18. The controller instructed the pilot to enter a right closed traffic pattern at 1,500 ft msl. As the airplane continued to turn to the downwind leg of the traffic pattern, it reached an altitude of about 1,000 ft mean sea level (msl). While on the downwind leg of the traffic pattern, the airplane descended to 450 ft msl, climbed to 700 ft msl, and then again descended to 475 ft msl before radar contact was lost. About 1 minute after the pilot requested to return to the runway, the controller asked if any assistance was required, to which the pilot replied, “yes, we’re in trouble.” There were no further radio communications from the pilot. The airplane crashed in a field and was destroyed by impact forces and a post crash fire. The pilot, sole on board, was killed.

On final approach to Kaduna Airport in poor weather conditions, the twin engine aircraft crashed, bursting into flames. The aircraft was totally destroyed by impact forces and a post crash fire. All 11 occupants were killed, among them General Ibrahim Attahiru, Chief of Staff of the Nigerian Army. He was returning to Kaduna with a delegation of six other Army officers, among them three Brigadier General.
Crew:
F/Lt T. Asaniyi,
F/Lt A. Olufade,
Sgt Adesina,
Acm Oyedepo.
Passengers:
Lt General Ibrahim Attahiru,
Br/Gen M. Abdulkadir,
Br/Gen Olayinka,
Br/Gen Kuliya,
Maj Lawal Hayat,
Maj Hamza,
Sgt Umar.

The crew departed Ravenna-La Spreta Airport in the morning on a local training flight consisting of a licence renewal for one of the pilots. En route, in unclear circumstances, the single engine aircraft went out of control and crashed at the bottom of a building located about 1,400 metres south of the airfield. The aircraft was totally destroyed by impact forces and a post crash fire and both occupants were killed.

A Cirrus SR22 and a Swearingen AS226TC were approaching to land on parallel runways and being controlled by different controllers on different control tower frequencies. The pilot of the Swearingen was established on an extended final approach for the left runway, while the pilot of the Cirrus was flying a right traffic pattern for the right runway. Data from an on-board recording device showed that the Cirrus’ airspeed on the base leg of the approach was more than 50 kts above the manufacturer’s recommended speed of 90 to 95 kts. As the Cirrus made the right turn from the base leg to the final approach, its flight path carried it through the extended centerline for the assigned runway (right), and into the extended centerline for the left runway where the collision occurred. At the time of the collision, the Cirrus had completed about ½ of the 90° turn from base to final and its trajectory would have taken it even further left of the final approach course for the left runway. The pilot of the Swearingen landed uneventfully; the pilot of the Cirrus deployed the airframe parachute system, and the airplane came to rest upright about 3 nautical miles from the airport. Both airplanes sustained substantial damage to their fuselage. During the approach sequence the controller working the Swearingen did not issue a traffic advisory to the pilot regarding the location of the Cirrus and the potential conflict. The issuance of traffic information during simultaneous parallel runway operations was required by Federal Aviation Administration Order JO 7110.65Y, which details air traffic control procedures and phraseology for use by persons providing air traffic control services. The controller working the Cirrus did issue a traffic advisory to the Cirrus pilot regarding the Swearingen on the parallel approach. Based on the available information, the pilot of the Cirrus utilized a much higher than recommended approach speed which increased the airplane’s radius of turn. The pilot then misjudged the airplane’s flight path, which resulted in the airplane flying through the assigned final approach course and into the path of the parallel runway. The controller did not issue a traffic advisory to the pilot of Swearingen regarding the location of the Cirrus. The two airplanes were on different tower frequencies and had the controller issued an advisory, the pilot of the Swearingen may have been able to identify the conflict and maneuver his airplane to avoid the collision.

Beechcraft Super King Air B200GT aircraft, VT-MPQ belonging to the Directorate of Aviation, Government of Madhya Pradesh (DoA,GoMP) was involved in an accident on 06.05.2021 while operating a flight from Indore Airport to Gwalior. The flight was under the command of an ATPL holder with another CPL holder as Co-Pilot. There was one passenger on board in addition. The flight crew contacted ATC Indore for clearance to operate the flight to Gwalior. The aircraft was cleared for Gwalior via airway W10N and FL270. Aircraft departed from RWY25 at Indore and climbed to FL 270. Aircraft descended into Gwalior in coordination with Delhi and Gwalior. Approaching Gwalior the crew were advised by the ATC that RWY24L was in use. ATC then asked the crew if they would like to carry out a VOR approach for the opposite RWY 06R. The crew requested for a visual approach for RWY 06R in the night time and were cleared to descend 2700 ft and called field in sight at 25 NM. Crew then requested for right base RWY 06R and were cleared to circuit altitude. Crew called turning right base with field visual and were cleared to land which the crew acknowledged. Just before landing the aircraft and short of the threshold, the main gear collided with the raised arrester barrier and came to a halt on the Runway 06R just beyond the threshold markings at 1515 UTC. The aircraft was substantially damaged, however there was no post impact fire. The 2 crew and 1 passenger received minor to serious injuries.