Cessna 207 Skywagon/Stationair

The aircraft departed from Pemberton Airport, British Columbia, at about 1500 Pacific daylight time on a visual flight rules flight to Edmonton, Alberta. The aircraft initially climbed out to the east and subsequently turned northeast to follow a mountain pass route. The pilot was alone on this aircraft repositioning flight. The pilot had been conducting air quality surveys for Environment Canada’s Air Quality Research Section in the Pemberton area. The aircraft was operating on a flight permit and was highly modified to accept various types of probes in equipment pods suspended under the wings, a camera hatch type provision in the centre belly area, and carried internal electronic equipment. About 30 minutes after the aircraft took off, the Coastal Fire Service responded to a spot fire and discovered the aircraft wreckage in the fire zone. A post-crash fire consumed most of the airframe, and the pilot was fatally injured. The accident occurred at about 1506 Pacific daylight time.

Few minutes after takeoff from San Juan de Manapiare, while flying in marginal weather conditions, the single engine aircraft impacted a rocky face of Mt Morrocoy located about 8 km west of San Juan de Manapiare. The aircraft was totally destroyed by impact forces and all four occupants were killed.

The airline transport certificated pilot and the two pilot-rated passengers traveled to Alaska for a Title 14, CFR Part 91 personal flying vacation. The pilot received a VFR check-out in a rented airplane, and was the only person authorized by its owner to fly it. The pilot obtained a weather briefing for the day of the accident flight, and queried an FAA automated flight service station (AFSS) specialist about VFR conditions for a sightseeing flight. The FSS specialist stated, in part, "Well, it doesn't really look good probably anywhere today..." The area forecast included areas of marginal VFR and IFR conditions, and an AIRMET for mountain obscuration. The cloud and sky conditions included scattered clouds at 1,500 feet in light rain showers, with areas of isolated ceilings below 1,000 feet, and visibility below 3 statute miles in rain showers and mist. The weather briefing included a report from a pilot who was about 23 miles north of the accident scene about 2 hours before the accident airplane departed. The pilot reported fog and mist to the water, and said he was unable to maintain VFR. Five minutes after receiving the weather briefing, the accident pilot again called the AFSS and requested the telephone number to an automated weather observing system, located south of the point of departure, where VFR conditions were forecast. Local fishing charter captains reported fog in the area of the islands where the accident occurred. One vessel captain reported hearing an airplane in the vicinity of the islands, but could not see it because of the fog. The pilot did not file a flight plan, nor did he indicate any planned itinerary. The airplane was reported overdue two days after departure. The accident wreckage was located an additional two days later on the north cliff face of a remote island. The airplane had collided with the island at high speed, about 800 feet mean sea level, and a post crash fire had incinerated the cockpit and cabin area.

Shortly after takeoff from Barradas Airport located near Tanauan (Batangas), while in initial climb, the aircraft suffered an engine failure. It stalled and crashed in a coconut grove located in the village of Santor, near the airfield. The pilot and three passengers were killed while two others were seriously injured. All occupants were completing a local skydiving mission. Witnesses reported that the engine emitted white smoke shortly after rotation.

The airplane impacted mountainous terrain in an extreme nose-down attitude following a departure from controlled flight. The purpose of the flight was to check the weather conditions for passenger tour flights that day. The pilot reported about 20 minutes prior to the accident that the ceiling was 6,500 feet mean sea level (msl). Radar data showed that following this weather report, the airplane's radar track continued eastbound and upon its return westbound, at an altitude of about 6,000 feet msl, the airplane entered a series of altitude fluctuations approximately 1 mile west of a ridge that was the location of the accident, descending at 4,000 feet per minute while turning northbound, and then climbing at 3,900 feet per minute while traveling eastbound, prior to disappearing from the radar. The airplane impacted on the eastern side of the ridge. There were no monitored distress calls from the aircraft and no known witnesses to the accident. Prior to the accident, there were reports of vibrations during flight on this aircraft, although many went unreported to maintenance personnel. The day (and flight) prior to the accident, a pilot experienced a vibration during flight with passengers and it was not reported to maintenance personnel because it was logged improperly in the operator's maintenance tracking system. No corrective actions were taken. During the post accident examinations, no portions of the right elevator and trim tab were identified in the wreckage, or at the accident site. The bracket attachment to the right elevator was found loose within the wreckage and was torsionally twisted counterclockwise (aft). Ground and aerial searches for the missing parts based on a trajectory study were unsuccessful. This aircraft was equipped with a foam cored elevator trim tab that was installed during aircraft manufacture. A service difficulty report (SDR) query showed that 47 reports had been issued on elevator trim tab corrosion and many included reports of vibrations during flight. On January 20, 2005, the Federal Aviation Administration (FAA) issued Special Airworthiness Information Bulletin (SAIB) CE-05-27, which addressed potential problems with foam-filled elevator trim tabs in the accident make/model airplane, and Cessna 206 and 210 series airplanes. The SAIB indicated that the foam-filled elevator trim tabs, manufactured until 1985, were reported to have corrosion between the tab and the foam. The SAIB further said, in part, "When the skin of the trim tab becomes thin enough due to the corrosion, the actuator can pull the fasteners through the skin and disconnect. When this occurs, the tab can flutter." Some reports indicated prior instances of "vibrations in the tail section and portions of the elevator tearing away with the trim tab." Prior to the issuance of the SAIB, Cessna Aircraft Company issued a Service Bulletin (SB) SEB85-7 on April 5, 1985, that addressed elevator and trim tab inspection due to corrosion from moisture trapped in the foam cored trim tabs. Based on a review of the airplane's logbooks, the SB was not complied with, nor was the operator required to do so based on the FAA approved maintenance specifications.

On approach to Urimán, the single engine aircraft crashed in a wooded area located few km from the destination airport. Both occupants were rescued a day later. The passenger was injured and the pilot was unhurt.

During a visual flight rules (VFR) cross-country flight from North Bend, Oregon, to Grants Pass, Oregon, the airplane collided with mountainous terrain approximately seven miles northwest of the pilot's planned destination. Weather data and witness reports outlined areas of low ceilings and low visibility throughout the area during the approximate time of the accident. Post-accident inspection of the aircraft and engine revealed no evidence of a mechanical malfunction or failure.

Shortly after takeoff, about 300 feet agl, the engine lost all power. The pilot activated the electric fuel pump, and moved the fuel selector several times. However, the engine did not regain power, and the pilot performed a forced landing into trees. After the accident, the pilot stated to a police officer that he might have departed with the fuel selector positioned to an empty tank. The pilot subsequently stated that both fuel gauges indicated "1/4" full, and he could not remember which tank was selected during the takeoff. Additionally, a passenger stated that he did not smell or observe fuel when he exited the airplane. The passenger added that in the past, the pilot had exhausted one fuel tank, then switched to the other tank and the engine re-started. Examination of the wreckage by an FAA inspector revealed that fuel selector was positioned to the right tank. The right fuel tank contained some fuel, and left fuel tank had ruptured. Following the accident, a successful engine test-run was performed.

The Cessna 207 aircraft (C207) was engaged on a sightseeing flight from Cradle Mountain, to Lake St. Clair and return. On board were the pilot and 4 passengers. The flight departed Cradle Mountain at approximately 1310 ESuT and tracked direct to Lake St Clair at 7000 ft due to turbulence. The aircraft then returned to Cradle Mountain. At approximately 1404, as the aircraft was approaching the airfield, the pilot configured the aircraft for a straight in approach to strip 02. The pilot had selected two stages of flap, and had reduced power to approximately 19 inches of manifold pressure. He reported that at approximately half a mile from the airfield the engine stopped without any prior warning. After completing trouble checks, the pilot became aware that the aircraft would not reach the airfield. He then manoeuvred the aircraft towards an open area on his right while broadcasting a MAYDAY call. Melbourne air traffic control acknowledged this call. The pilot then completed additional trouble checks and changed the fuel tank selection, but the engine failed to respond. The aircraft touched down heavily on the main wheels and slid approximately 40 metres before coming to a stop. During the touchdown and subsequent ground slide, the nose wheel detached from the aircraft, the propeller was damaged and the right wing was partially separated from the airframe. After the aircraft stopped the pilot checked the passengers and discovered that two of them had suffered serious injuries.

The commercial pilot was positioning the airplane from the departure airport to another airport. The flight took place on a dark night with overcast skies, and no discernible horizon. The pilot departed and climbed to a cruise altitude between 1,200 and 1,400 feet msl. About 4 miles south of the departure airport, the airplane collided with an east-west ridge at 1,200 feet msl. The ridgeline is perpendicular to the direct route of flight between the departure and destination airports, and rises from west to east with a summit elevation of 1,714 feet msl. The departure airport was a newly commissioned airport 3 miles east-northeast of the old airport. The accident flight was the pilot's second trip to the new airport, and his first night departure from either the old or new airport. Direct flight from the new airport to the destination airport requires a higher altitude to clear the ridgeline than does a direct flight from the old airport. A direct flight from the old airport crosses the same ridgeline farther to the west, where the elevation of the ridge is less than 500 feet msl.