Executive/Corporate/Business

On final approach to Zurich-Kloten Airport runway 14, after passing over the outer marker, both engines failed simultaneously. The pilot reduced his altitude and completed an emergency landing in a snow covered field located in Neerach, about 6,5 km short of runway threshold. All three occupants escaped with minor injuries while the aircraft was damaged beyond repair.

The twin engine airplane departed Kuala Lumpur-Subang Airport at 2141LT bound for Colombo, Sri Lanka. While flying at an altitude of 27,000 feet, the crew was cleared to climb to FL390 when the airplane entered an uncontrolled descent and crashed in the Malacca Strait, about 20 km off Kuala Selangor. SAR operations were initiated and a survey kit was found six days later. The main wreckage as well as bodies or debris were not found.
Crew:
Noel Anandappa, pilot,
Sydney Soysa, copilot,
S. Senenakye, steward.
Passenger:
Upali Wijewardene,
S. M. Ratnam,
Ananda Peli Muhandiram.

After landing on runway 31L, the aircrew of N100VV requested clearance to turn off to the right at midfield onto runway 22. The request was approved and the aircrew was instructed to use caution for a Cherokee proceeding from the opposite direction. The pilot of N100VV stated that after he turned right onto runway 04/22 and was clear of the Cherokee, he attempted to contact the tower to advise of his intentions. However, the frequency was too busy, so he switched to the ground frequency and transmitted that he was 'off 31L, going to Atlantic.' This transmission ended just as N100VV was entering the intersection of runway 22 and 31R. Just prior to that, N222WL had been cleared for takeoff on runway 31R and had begun its takeoff roll. N222WL was at approximately 70 knots when its aircrew saw N100VV starting to cross the active runway. The pilot of N222WL attempted to takeoff and avoid a collision, but was unable to clear N100VV. N222WL crashed and slid to a stop approximately 400 feet beyond the impact point with N100VV, then burned. All three occupants escaped uninjured.

At approximately 0928 est, the pilot obtained a FSS weather briefing by telephone. He was briefed on conditions of low ceilings, fog, light rain, drizzle, snow and blowing snow along his route. However, he did not ask about icing conditions and the briefing did not include a fight precaution for icing nor a sigmet (issued at 0820 est) which forecasted moderate to severe mixed icing. While en route, the pilot made several altitude changes by request. When he was queried about a heading deviation, he replied 'we're having a little problem.' this was the last radio contact. ATC received no radio calls concerning icing problems or an emergency. Witnesses near the crash site saw the aircraft come out of the clouds in a near vertical descent, rotating in a nose down attitude, then impact and burn. Airframe ice up to 1/2 inch thick was found on/near parts that were not fire damaged.

The pilot reported that after he taxied to the rwy, the n°1 oil temperature was not up to the minimum temperature. He set the parking and advanced the n°1 throttle to 1,500 rpm until the engine warmed up. When both oil temperatures were within limits, he advanced both throttles to 30 inches manifold pressure and 2,250 rpm for a pretakeoff check. At that time, he used the normal (toe) brakes, since the parking brake would not hold the aircraft above approximately 1,700 rpm. He then applied full power and released the brakes for takeoff. As he started to roll with a slight left crosswind, the aircraft began drifting left. He corrected with right rudder, some right brake and right aileron. The aircraft then began drifting right and the pilot suspected a wind-shift from that direction. He applied left rudder and right aileron, but the plane veered right, went off the runway and headed for a ditch. Unable to stop, the pilot tried to clear the ditch. As the aircraft became airborne, the left wing dropped and hit the ground, and the aircraft yawed and crashed. The parking brake was found partially engaged. Tire marks were evident on the runway. All four occupants escaped uninjured.

On approach to Toronto-Lester Bowles Pearson Airport following an uneventful flight from Philadelphia, the airplane rolled left and right then lost altitude and crashed in a field, bursting into flames. The wreckage was found 13 km from runway 24R threshold. The aircraft was destroyed by impact forces and a post crash fire and all five occupants were killed, among them Ross Henningar, President and CEO of Sun Oil Company (Sunoco).

The pilot reported he was on a missed approach and was returning to Charleston "heading 360°..." the aircraft crashed about 1/4 mi south and 100 feet short of the departure end of runway 27. The wreckage scatter pattern was oriented on a heading of 155°. Missed approach procedures specify a climbing right turn via a 325° heading. The left engine prop drive gear shaft had evidence of both bending and torsional failure loads. There was no evidence of machining or rotational smearing. Two of the three propeller blade tips were bent aft about the blade face. The left turbocharger had a tension failure of the turbine wheel shaft. No smear marks were noted on the fracture face. Single turbine blade impact marks were noted on the housing. The n°1 tach needle indicated 900 rpm and the n°2 tach needle indicated 1,900 rpm. All four occupants were killed.

On November 17, 1982, the pilot called Vichy Flight Service Station (FSS) and filed a request for an instrument flight rules (IFR) clearance for a flight from Mountain View Airport, Mountain View, Missouri, to Lambert - St. Louis International Airport, St. Louis, Missouri, for the following day. The pilot requested the IFR clearance for a 0930 departure. The flight was to be operated under 14 CFR Part 91, and the purpose of the flight was to transport the pilot, who was the president of the company which owned N2CA, and two passengers to St. Louis. Neither passenger was a pilot. Earlier on November 17, the pilot and the company's chief pilot had flown N2CA to Mountain View Airport from St. Louis. The chief pilot said that there were no mechanical deficiencies with the airplane, but that he believed that some of the avionics equipment was slow to warm up and become operationally usable. The Global Navigation System (GNS) 1 / required 4-5 minutes to become operationally usable from the time it was turned on. According to the chief pilot, the attitude director indicator (ADI) on the pilot's side also required more time to become operationally usable than some of the other avionic equipment. He stated that there had been occasions when "we've had to sit for 1- 1 1/2 minutes waiting for the artificial horizon to leave its caged position and go to the normal flight position." He also stated that in the last 10 flying hours, the pilot's heading indicator required more time "than normal to come on line." He said that the pilot had mentioned to him on the previous day that it was taking an increasingly longer time for the flag to disappear before the heading indicator was ready for use in flight. According to the chief pilot, the pilot stated that he (the pilot) occasionally would use the copilot's heading indicator during takeoff until the heading information on the pilot's side was operationally usable. After the flight to Mountain View Airport on November 17, the airplane was refueled with all tanks filled to capacity. A jet-A fuel supply recently had been installed at the airport; the airplane therefore could be "topped off" at Mountain View Airport instead of having to make an extra refueling stop. As a result, the airplane was about 3,400 lbs heavier for flight on the 18th than it had been in past takeoffs from Mountain View Airport. About 0730 2/ c.s.t., November 18, the pilot called a fixed-base operator at Lambert - St. Louis International Airport and inquired about the weather. The operator was neither a pilot nor a weather observer. He told the pilot that the visibility was at least 1 1/2 miles, and the ceiling was "fairly low." The operator called the Lambert - St. Louis Air Traffic Control (ATC) Tower and inquired about ATC delays. He then called the pilot back and relayed information about the ATC situation. There was no record of any other weather briefing. At 0909, the pilot called the Vichy FSS for the IFR clearance. The pilot told the FSS specialist that he would need 15 minutes to get to the airport. He was given the clearance which was valid until 0930. The telephone conversation ended at 0914. The call was placed from the pilot's home. Meanwhile, the chief pilot had conducted a preflight inspection of N2CA, and had taken the airplane out of the hangar. The pilot left his home shortly after 0915 and arrived at the airport between 0920 and 0925. The pilot then loaded the baggage and boarded the two passengers. The chief pilot said that both engines had been started by the time he had driven the tug back to the hangar and started to close the hangar door. The airplane remained on the ramp for I5 to 30 seconds while a person handed some company material to the pilot through the cockpit window. The pilot was in the left cockpit seat, and a male passenger was in the right cockpit seat. The airplane was immediately taxied directly to runway 28, a distance of about 225 feet. The chief pilot said that the airplane was stopped on the runway for 30 to 60 seconds before the takeoff roll started. He said it was exactly 0930 by his watch when the takeoff roll started. He said that, assuming that the generators were turned on as soon as the second engine was started, about 2 minutes elapsed from the time they were turned on to the time the takeoff roll was started. The chief pilot and another pilot at the airport described the takeoff as normal, although the airplane required about three-quarters of the runway before liftoff. The airplane disappeared from sight when it was 20 feet to 50 feet above the runway. The witnesses described the weather as low ceilings, reduced visibility because of fog, but no rain. The runway was damp from 8 previous rainfall. No significant winds were noted. There were no witnesses to the accident. One person, located one-half mile northeast of the accident site, heard a "jet'' fly over his house in a southwesterly direction and shortly afterward heard an explosion. A second person, located one-fifth mile north of the accident site, heard the airplane fly over his house on a southerly heading. He heard a loud explosion and immediately thereafter saw a fire in the woods. He and his sons ran toward the explosion. One son returned to call the sheriff; the call was placed through the operator and was logged at the sheriff's office at 0934. A call was received at a nearby State Police office at 0936. The airplane crashed in a woods about 1.75 miles due north of Mountain View Airport on a heading of 120'in an attitude that was at least 30' nose down and a left bank of 90'. The airplane wreckage was spread over a 400-square-foot area. All three occupants died in the accident.

The pilot noticed haze in lights at destination but had excellent ground contact throughout the approach. At threshold he entered dense ground fog and lost all visual contact. The aircraft crashed during the go-around. The pilot was seriously injured.

After departing San Jose, CA, the pilot climbed to an altitude of 4,600 feet msl and proceeded toward Novato, CA. From 1528 to 1533 PST, radar data showed that the aircraft was level at 4,600 feet on a heading of 330° at 180 FTS ground speed. Radar info showed that the aircraft then entered a descent. During a 24 seconds period, the aircraft descended to an altitude of 4,100 feet msl and its heading changed 10° to the right. The last radar position, 12 seconds later, revealed an additional heading change of 150° to the right, accompanied by a descent to 2,300 (9000 from descent). Witnesses saw the aircraft descending at high speed in a right turn with the engines at high power. Just prior to impact, the right bank angle and nose low attitude increased. The aircraft crashed in a steep nose down, right wing low, attitude. No preimpact, mechanical malfunction or failure was found. No autopsy was made, only a gross exam of the pilot's fragmented body was possible. Before departing San Jose, the pilot had remarked that he was bothered by a bad cold. The pilot, sole on board, was killed.