City

The twin engine airplane was chartered by the Grupo San Germán Express to carry a team of six people from Medellín to Pizarro, Chocó. Shortly after takeoff from runway 02 at Medellín-Enrique Olaya Herrera Airport, while in initial climb, the crew encountered engine problems. The airplane went out of control and crashed onto a house located in the district of Belén Rosales, less than 500 metres from the runway end, bursting into flames. The house and the aircraft were destroyed and all 8 occupants were killed.
Crew:
Julián Aladino, pilot,
Sergio Guevara Delgado, copilot.
Passengers:
Jorge Cantillo Martínez,
Dubán Ovalle Quintero,
Anthony Mosquera Blanquiceth,
Pedro Pablo Serna,
Melissa Pérez Cuadros,
Nicolás Jiménez.

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.

The single engine airplane departed Port-au-Prince-Toussaint Louverture Airport on a private flight to Jacmel, some 45 km southwest of the capital city. On board were four passengers and one pilot. During climbout, the pilot encountered problems and the airplane lost height until it collided with a truck and crashed on a road located in Carrefour, some 12 km southwest of Port-au-Prince Airport. A passenger was seriously injured while four other occupants as well as the truck driver were killed. The aircraft was destroyed. The only survivor died from his injuries few hours later.

The single engine airplane departed Salt Lake City Airport at 0700LT on a cargo flight to Burley, Idaho. On approach to Burley Airport Runway 20, the pilot encountered poor visibility due to snow falls and decided to initiate a go-around procedure. Few minutes later, while on a second attempt to land, the aircraft crashed on the roof of a building located 700 metres short of runway 20. The pilot, sole on board, was killed.

The twin engine airplane departed Acapulco-General Juan N. Álvarez Airport on a private flight to Cuernavaca, carrying six passengers and one pilot. On final approach to Cuernavaca Airport runway 20, the airplane crashed on a supermarket located in Temixco, some 2 km short of runway. The pilot and two passengers were killed while four other occupants were injured.

On December 27, 2021, about 1914 Pacific standard time, a Gates Learjet Corporation 35A, N880Z, was destroyed when it was involved in an accident near El Cajon, California. The 2 pilots, and 2 flight nurses were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 repositioning flight. Earlier in the day, the flight crew had flown from Lake Havasu City Airport (HII), Lake Havasu, Arizona, to John Wayne / Orange County Airport (SNA), Santa Ana, California, for a patient transfer. They departed SNA about 1856 to reposition to their home base at Gillespie Field (SEE), El Cajon, California. Review of preliminary communication recordings revealed that at 1908:23, the pilot contacted the SEE Air Traffic Control Tower (ATCT) and reported to the controller they were on the GPS approach to runway 17. The controller issued the current wind and cleared the pilot to land on runway 17. At 1912:03, the pilot reported the airport in sight and requested to squawk VFR. The controller did not acknowledge the request to squawk VFR, however, he reissued the landing clearance for runway 17. At 1912:13, the pilot requested to land on runway 27. The controller asked the pilot if they wanted to cancel their IFR flight plan, to which the pilot replied, “yes sir.” The controller acknowledged that the IFR cancelation was received and instructed the pilot to overfly the field and enter left traffic for runway 27R and cleared them to land runway 27R. At 1912:30, the pilot requested that the runway lights for runway 27R be increased, however, the controller informed them that the lights were already at 100 percent. Preliminary Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that after departure from SNA, the flight made a left turn out over the waters of the Pacific Ocean and flew generally south – southeast along the coast and ascended to a cruise barometric altitude of about 11,000 ft sea level (MSL). After the flight passed Carlsbad, California, the airplane turned left and began to descend toward SEE. As shown in figure 1, ADS-B data showed that the airplane overflew SEE at a barometric altitude of about 775 ft MSL (407 ft above ground level) and entered a left downwind for runway 27R. While on the downwind leg, the airplane descended to a barometric altitude of 700 ft MSL, then ascended to a barometric altitude of 950 ft MSL while on the base leg. The last recorded ADS-B target was at 1914:09, at a barometric altitude of 875 ft MSL. Examination of the accident site revealed that the airplane struck a set of power lines and subsequently impacted the yard of a residential home about 1.43 nautical miles east of the approach end of runway 27R. The airplane came to rest upright on a heading of about 118°, at an elevation of about 595 ft msl. The wreckage debris path was oriented on a heading of about 310° and was about 186 ft long and 90 ft wide. All major structural components of the airplane were located throughout the wreckage debris path. The wreckage was recovered to a secure location for further examination. At 1855, recorded weather data at SEE showed weather conditions were variable wind at 5 knots, visibility of 3 statute miles, mist, broken cloud layer at 2,000 ft, overcast cloud layer at 2,600 ft, temperature of 10° C, dew point temperature of 8° C, and an altimeter setting of 29.98 inches of mercury. No precipitation was indicated. At 1955, SEE reported a variable wind of 5 knots, visibility 3 statute miles, mist, broken cloud layer at 1,100 ft, overcast cloud layer at 2,600 ft, temperature of 10°C, dew point temperature of 8°C, and an altimeter setting of 29.96 inches of mercury. No precipitation was indicated.

On October 11, 2021, at 1214 Pacific daylight time, a Cessna 340A, N7022G, was destroyed when it was involved in an accident near Santee, California. The pilot and one person on the ground were fatally injured, and 2 people on the ground sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed from Yuma International Airport (NYL), Yuma, AZ at 1121 mountain daylight time and was destined for Montgomery-Gibbs Executive Airport (MYF), San Diego, California. Review of Federal Aviation Administration Southern California Terminal Radar Approach Control (TRACON) facilities and recorded Automatic Dependent Surveillance-Broadcast (ADS-B) data revealed that at 1203:58, the controller broadcasted a weather update for MYF and reported the visibility was 10 miles, ceiling 1,700 ft broken, overcast skies at 2,800 ft, and runway 23 was in use. At 1209:20, the controller issued instructions to the pilot to turn right to a 259° heading to join final, to which the pilot acknowledged while at an altitude of 3,900 ft mean sea level (msl). About 28 seconds later, the pilot queried the controller and asked if he was cleared for the ILS Runway 28R approach, with no response from the controller. At 1210:04, the controller told the pilot that he was 4 miles from PENNY intersection and instructed him to descend to 2,800 ft until established on the localizer, and cleared him for the ILS 28R approach, circle to land runway 23. The pilot partially read back the clearance, followed by the controller restating the approach clearance. The pilot acknowledged the clearance a second time. At this time, the ADS-B data showed the airplane on a westerly heading, at an altitude of 3,900 ft msl. Immediately following a traffic alert at 1211:19, the controller queried the pilot and stated that it looked like the airplane was drifting right of course and asked him if he was correcting. The pilot responded and stated “correcting, 22G.” About 9 seconds later, the pilot said [unintelligible], VFR 23, to which the controller told the pilot he was not tracking the localizer and canceled the approach clearance. The controller followed by issuing instructions to climb and maintain 3,000 ft, followed by the issuance of a low altitude alert, and stated that the minimum vectoring altitude in the area was 2,800 ft. The pilot acknowledged the controller’s instructions. At that time, ADS-B data showed the airplane on a northwesterly heading, at an altitude of 2,400 ft msl. At 1212:12, the controller instructed the pilot to climb and maintain 3,800, to which the pilot responded “3,800, 22G.” ADS-B data showed that the airplane was at 3,550 ft msl. About 9 seconds later, the controller issued the pilot instructions to turn right to 090° for vectors to final, to which the pilot responded “090 22G.” At 1212:54, the controller instructed the pilot to turn right to 090° and climb immediately and maintain 4,000 ft. The pilot replied shortly after and acknowledged the controller’s instructions. About 3 seconds after the pilot’s response, the controller told the pilot that it looked like he was descending and that he needed to make sure he was climbing, followed by an acknowledgment from the pilot. At 1213:35, the controller queried the pilot about his altitude, which the pilot responded 2,500 ft. The controller subsequently issued a low altitude alert and advised the pilot to expedite the climb to 5,000 ft. No further communication was received from the pilot despite multiple queries from the controller. ADS-B data showed that the airplane continued a right descending turn until the last recorded target, located about 1,333 ft northwest of the accident site at an altitude of 1,250 ft msl. Figure 1 provides an overview of the ADS-B flight track, select ATC communications, and the location of the destination and surrounding area airports. Examination of the accident site revealed that the airplane impacted a residential street on a heading of about 113° magnetic heading. The debris path, which consisted of various airplane, vehicle, and residential structure debris was about 475 ft long and 400 ft wide, oriented on a heading of about 132°. Numerous residential structures exhibited impact related damage and or fire damage. All major structural components of the airplane were located throughout the debris path.

The single engine aircraft departed Milan-Linate Airport runway 36 at 1304LT, bound to Olbia with 8 people on board. During initial climb, the pilot completed two successive turns to the right then continued to the south. At an altitude of 5,300 feet, the aircraft entered an uncontrolled descent and crashed on an industrial building under renovation and located about 1,8 km southwest of the runway 36 threshold. The aircraft was totally destroyed by impact forces and a post crash fire and all 8 occupants were killed, among them the Romania businessman Dan Petrescu. The building suffered severe damages as well as few vehicles in the street. There were no injuries on the ground.

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.

Shortly after takeoff from Maturín-José Tadeo Monagas Airport, while in initial climb, the engine apparently failed. The aircraft lost height, collided with trees and came to rest against a concrete wall. The pilot was seriously injured.