Crash of a Cessna 500 Citation I in Conway: 2 killed

Date & Time: Jun 30, 2007 at 1450 LT
Type of aircraft:
Registration:
N771HR
Flight Type:
Survivors:
Yes
Schedule:
Wichita Falls – Conway
MSN:
500-0206
YOM:
1974
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
5575
Aircraft flight hours:
4752
Circumstances:
The twin-engine turbojet airplane was attempting to land on a runway with standing water when the accident occurred. Before the landing attempt, the pilot was told that the runway was wet from a recent rain shower. Witnesses reported seeing the airplane on the runway traveling at a high speed and then increase engine power to abort the landing with about 1/4 of the runway remaining. The surviving passenger reported that the runway was "soaked and shiny with water." He stated that the airplane landed hard and fishtailed during the landing roll. During the aborted landing the airplane impacted a jet-blast deflector located off the departure end of the runway. The airplane then proceeded through the airport perimeter fence and impacted a residential structure before coming to a stop. The airplane and residential structure were destroyed during a postaccident fire. An examination of the airframe and engines did not reveal any anomalies associated with a preimpact failure or malfunction. The airplane was not equipped with thrust reversers or an anti-skid braking system. Radar track data analysis indicated that when the airplane was about 1/4 mile from the end of the runway it was approximately 16 knots above its target landing reference speed (Vref) and had a descent rate of 1,150 feet per minute. The runway was 4,875 feet long. The calculated landing distance for a runway with standing water is 4,789 feet.
Probable cause:
The pilot's failure to fly a stabilized approach and his delayed decision to abort the landing. Contributing to the accident was the standing water on the runway.
Final Report:

Crash of a Mitsubishi MU-2B-36 Marquise in West Memphis: 1 killed

Date & Time: Sep 22, 2005 at 1958 LT
Type of aircraft:
Operator:
Registration:
N103RC
Flight Type:
Survivors:
No
Schedule:
West Memphis - Gainesville
MSN:
673
YOM:
1975
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
12600
Captain / Total hours on type:
1900.00
Aircraft flight hours:
10892
Circumstances:
The twin-engine airplane was destroyed when it impacted an earthmoving scraper and terrain in a field about 2.5 miles north of the departure airport in night visual meteorological conditions. Witnesses reported that the pilot had aborted an earlier flight when he returned to the airport and told the mechanic that he had a right engine fire warning light. The discrepancy could not be duplicated during maintenance, and the airplane departed. About 23 minutes after departure, the pilot reported to air traffic control that he needed to return to the airport to have something checked out. The pilot did not report to anyone why he decided to return to the departure airport, and he flew over four airports when he returned to the departure airport. Radar track data indicated that the airplane flew over the departure end of runway 35 at an altitude of about 1,600 feet agl, and made a descending left turn. The airplane's altitude was about 800 feet agl when it crossed the final approach course for runway 35. The airplane continued the descending left turn, but instead of landing on runway 35, the airplane flew a course that paralleled the runway, about 0.8 nm to the right of runway 35. The airplane continued to fly a northerly heading and continued to descend. The radar track data indicated that the airplane's airspeed was decreasing from about 130 kts to about 110 kts during the last one minute and fifty seconds of flight. The last reinforced beacon return indicated that the airplane's altitude was about 200 feet agl, and the airspeed was about 107 kts. The airplane impacted terrain about 0.75 nm from the last radar contact on a 338-degree magnetic heading. A witness reported that the airplane was going slow and was "extremely low." He reported that the airplane disappeared, and then there was an explosion and a fireball that went up about 1,000 feet. Inspection of the airplane revealed that it impacted the earthmover in about a wings level attitude. The landing gear handle was found to be in the landing gear UP position. The inspection of the left engine and propeller revealed damage indicative of engine operation at the time of impact. Inspection of the right engine revealed damage indicative of the engine not operating at the time of impact, consistent with an engine shutdown and a feathered propeller. No pre-existing conditions were found in either engine that would have interfered with normal operation. The inspection of the right engine fire detection loop revealed that the connector had surface contamination. When tested, an intermittent signal was produced which could give a fire alarm indication to the pilot. After the surface contamination was removed, the fire warning detection loop operated normally.
Probable cause:
The pilot's improper in-flight decision not to land at the departure runway or other available airports during the emergency descent, and his failure to maintain clearance from a vehicle and terrain. Contributing factors were a false engine fire warning light, inadequate maintenance by company personnel, a contaminated fire warning detection loop, and night conditions.
Final Report:

Crash of a Rockwell Grand Commander 680FL in Harrison

Date & Time: Oct 8, 2003 at 1825 LT
Registration:
N680WS
Flight Type:
Survivors:
Yes
Schedule:
Springdale – Harrison
MSN:
680-1413-63
YOM:
1964
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
725
Captain / Total hours on type:
86.00
Aircraft flight hours:
9362
Circumstances:
The twin-engine airplane was on the base leg to final turn, about 1-1 1/2 miles from the approach end of the runway when the left engine lost power. Instantly after, the right engine lost power and the pilot feathered both engines. The airplane then impacted a 70-foot high tree and collided with the ground about 1,000 feet short of the runway. The 700-hour pilot reported that he activated the electric fuel boost pumps and switched the fuel selectors from the auxiliary fuel tank positions to the main fuel tank positions, about 17 miles from the airport. He recalled that the fuel gauges indicated approximately 70 gallons of fuel in the main tank and about 10-15 gallons of fuel in the auxiliary tanks. The original installed fuel system was configured with a center tank and two outboard tanks. The center tank was composed of five, interconnected rubber cells, having a total capacity of 150 to 159 US gallons. Each outboard fuel tank was composed of two fuel cells with a combined capacity of 33.5 gallons. The total of the two outboard fuel tanks (four cells) was 67 gallons, providing a total usable capacity of 233 gallons. Each engine had its own fuel shutoff switch. Rotating a switch to the RIGHT OUTBOARD or LEFT OUTBOARD position allows fuel from the outboard tanks to flow to the respective engine and shuts off fuel from the center tank. Rotating a fuel shutoff switch to the CENTER position allows fuel to flow from the center tank to the respective engine, and shuts off flow from the respective outboard tank. Rotating the switch to the OFF position shuts off all fuel flow to the respective engine. There was no cross-feed configuration of the switches. Documentation was found in the historical records that indicated extended range fuel system modifications, however, the information was incomplete. After review of all available records and examination of the wreckage, it was determined that the fuel system configuration/capacity of the airplane at the time of the accident was: 156 gallons for the center tank system; 67 gallons for the outboard wing tanks; and a set of auxiliary tanks capable of holding 21 gallons (records of installation unknown). The total usable fuel capacity was estimated at 244 gallons. Cockpit fuel selector positions were: LEFT Fuel Shut Off Valve Selector-LEFT HAND OUTBOARD; LEFT Fuel Boost Pump-OFF; LEFT Engine Primer-OFF; LEFT Ignition Switch-RIGHT; RIGHT Fuel Shut Off Valve Selector-RIGHT HAND OUTBOARD; RIGHT Fuel Boost Pump-ON; RIGHT Engine Primer-OFF; RIGHT Ignition Switch-BOTH. Airframe fuel shutoff valves were found in the following positions (Each valve position corresponded to the cockpit selectors): Right Wing Auxiliary-OPEN; Right Wing Main-CLOSED; Left Wing Auxiliary-OPEN; Left Wing Main-CLOSED. A total of 37.5 gallons of usable fuel was drained from the uncompromised tanks (unknown amount had leaked at the accident site). Excerpts from the " Normal Procedures" section of the flight manual regarding fuel selector positions for take off and landing: "CAUTION; Burn center tank fuel first, when 100 gallons is shown on center tank gauge, switch to outboard tanks. Do not allow engine to be starved of fuel when outboard tanks run dry. Select center tanks at first indication of fuel pressure loss. Fuel boost pumps must be on when switching tanks." The "BEFORE LANDING CHECK" procedures in the aircraft flight manual state that the Fuel Selector Valves must be in the "CENTER TANK" position before the approach. The manufacturer stated that the simultaneous loss of power of both engines was likely a result of the outboard fuel tanks unporting. No mechanical anomalies were found during examination of the engines or airframe, and usable fuel was available in the center tank at the time of the accident.
Probable cause:
The loss of power to both engines due to fuel starvation as a result of the pilot's failure to complete the landing checklist while on final approach. A factor contributing to the accident was the lack of suitable terrain for the forced landing.
Final Report: