Cessna 402

On September 13, 1995, about 2030 eastern daylight time N69303, a Cessna 402B, registered to and operated by Bimini Air Charter Inc. crashed near Marsh Harbour, Bahamas while on a 14 CFR Part 129 on-demand, international, passenger flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The airplane was destroyed. The pilot and four passengers were fatally injured, and four passengers were seriously injured. the flight originated from Bimini, Bahamas, about 1935 the same day. The intended destination was Mores Cay, but one of the survivors stated the pilot could not find the island and diverted to Marsh Harbour.

The aircraft crashed on a visual approach to runway 09 left at Miami International Airport, Miami, Florida. Visual meteorological conditions prevailed and an IFR flight plan was filed. The airplane was destroyed. The airline transport pilot sustained serious injuries. The flight originated from Marsh Harbor, Bahamas, about 1 hour 14 minutes before the accident. Witnesses stated they observed the airplane descending to the right of the final approach path for runway 09 left with the landing gear down and an engine was heard sputtering. The wings of the airplane were observed to be rocking back and forth. The airplane rolled right 90 degrees. The nose pitched up, the airplane rolled over inverted, the nose pitched down, the airplane collided with a parking lot and slid in between a front end loader and a dump truck coming to a complete stop. Transcripts of recorded transmissions between Miami Air Traffic Control Tower (ATCT), N7884J, and review of Miami ATCT continuous data recording radar revealed there were no airplanes in the vicinity of N7884J at the time of the accident.

After takeoff from Buenos Aires-Aeroparque-Jorge Newbury Airport runway 13, while climbing, the crew declared an emergency following an engine failure and was cleared to return. While completing a 180 turn, the crew lost control of the aircraft that crashed in the sea about 2,700 metres short of runway 31, three minutes after departure. A passenger survived while six other occupants were killed, all members of the corporate of LAER.

The pilot, sole on board, departed Kolonia Airport on a 5 hours and 45 minutes flight to Tarawa Island, Gilbert Islands. En route, radar and contact were lost with the airplane that crashed in the Pacific Ocean. SAR operations were initiated but abandoned after few days as no trace of the aircraft nor the pilot was found.

Shortly after takeoff from Tabora Airfield, while in initial climb, the twin engine aircraft encountered difficulties to gain height, stalled and crashed 130 metres past the runway end. All six occupants were injured.

Few minutes after takeoff from Mombasa-Daniel Arap Moi Airport, while climbing, the twin engine aircraft went out of control and crashed in an open field located 20 km south of the airport. Both passengers were seriously injured and the pilot was killed.

The airplane was on a flight at night from Nome to Koyuk, AK, when it crashed into a mountain at the 2,725 foot level. The accident site was directly on a course line between the Nome and Koyuk Airports. The ceiling at nome was 3,500 overcast at the time of departure. According to rescue personnel, weather at the accident area was: indefinable ceiling and poor visibility with heavy snow and blowing snow. The pilot had a hand held GPS on board that he had barrowed from another pilot. But the database could not be retrieved from the GPS. According to the owner of the GPS, he and the accident pilot programmed different waypoints. The pilot did not file a VFR or an ifr flight plan with the FAA.

The Air Satellite Cessna 402B, flight 638, took off from Lourdes-de-Blanc-Sablon, Quebec, on an instrument flight rules (IFR) flight to Havre-Saint-Pierre, Quebec, with a load of mail. At 6,000 feet above sea level (asl), meteorological conditions were visual (VMC). About 35 nautical miles (nm) from Havre-Saint-Pierre, the pilot began his descent. At 25 nm from the airport and at an altitude of 5,000 feet asl, the pilot contacted the Flight Service Station (FSS) specialist at Sept-Îles, Quebec, via the remote communications outlet (RCO). He requested weather information for Havre-Saint-Pierre Airport. The specialist gave him the latest weather report available for the Havre-Saint-Pierre FSS. The report had been issued three hours previously by Environment Canada. The meteorological sequence indicated VMC. The pilot could see the town of Havre-Saint-Pierre when he commenced his back course approach for runway 27. During the descent, the aircraft flew into snow showers. The pilot contacted the company to check the weather at Havre-Saint-Pierre Airport, and he was told there was light snow. The pilot continued the approach to the MDA indicated on the Havre-Saint-Pierre approach chart, that is, 420 feet asl. There was moderate turbulence during the approach. The pilot tried to maintain control of the aircraft while operating the radio in an attempt to obtain more detailed weather information. One of the company pilots told him the snowfall was heavier. The aircraft then banked right. The pilot corrected, and, at the same time, the wheels touched the ground. The aircraft crashed and slid on its belly about 100 feet before coming to rest. The pilot sustained minor injuries; the aircraft sustained substantial damage. The accident occurred about 1.5 nm from the threshold of Havre-Saint-Pierre runway 27 on marshy ground. The pilot remained in radio contact with overflying aircraft and said he would stay on board the aircraft until rescuers arrived. Search and rescue crews walked toward the crash site, but they were unable to find the aircraft because of the rough terrain and reduced visibility. Five hours later, a Search and Rescue helicopter located the aircraft with the aid of the direction finder. The weak signal from the emergency locator transmitter (ELT) was still readable and was received. The pilot was transported to hospital for first aid treatment.The accident occurred during the hours of darkness.

The airplane was on an ILS runway 15 approach and collided in-flight with static wires, approximately 2 miles north of the runway. The wires were located in the airplane's flight path, and in a direct line with the ILS final approach course. At the time of the accident the local control tower was closed. Three other aircraft made the approach prior to N402BK, and the pilots of those aircraft all agreed that at about 500 to 700 feet msl, on the final approach course, they encountered downdrafts and turbulence. All the pilots agreed, the downdrafts caused their airplanes to fall below the glide slope, and that in order to rejoin the glide slope, they had to increase power or change the airplane's pitch attitude. The Otis Air National Guard Base 2155 weather observation was; indefinite ceiling 100 sky obscured, visibility 3/4 miles, light rain and fog, temperature 59° F, dew point 58° F, wind 170°, 14 knots, gust to 19, altimeter 29.96 inches hg.

The crew consisting of two trainee pilots and one instructor departed Malacca-Batu Berendam Airport in the morning on a local training flight. Seventeen minutes after takeoff, the crew was returning to his departure point. For unknown reasons, the twin engine aircraft landed hard and came to rest, bursting into flames. All three occupants evacuated safely while the aircraft was written off. It was reported that one of the two pilots under training was attached to the Cambodian Air Force.