Country
Crash of a Beechcraft 200 Super King Air in Byers: 10 killed
Date & Time:
Jan 27, 2001 at 1737 LT
Operator:
Registration:
N81PF
Survivors:
No
Schedule:
Jefferson - Stillwater
MSN:
BB-158
YOM:
1976
Crew on board:
2
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
10
Captain / Total hours on type:
767.00
Copilot / Total hours on type:
1218
Aircraft flight hours:
8737
Circumstances:
On January 27, 2001, about 1737 mountain standard time, a Raytheon (Beechcraft) Super King Air 200, N81PF, owned by North Bay Charter, LLC, and operated by Jet Express Services, crashed into rolling terrain near Strasburg, Colorado. The flight was operating on an instrument flight rules (IFR) flight plan under 14 Code of Federal Regulations (CFR) Part 91. The flight departed about 1718 from Jefferson County Airport (BJC), Broomfield, Colorado, with two pilots and eight passengers aboard. The pilot who occupied the left seat in the cockpit was solely responsible for the flight. The pilot who occupied the right seat in the cockpit, referred to in this report as the "second pilot," was not a required flight crewmember. N81PF was one of three airplanes transporting members of the Oklahoma State University (OSU) basketball team and associated team personnel to Stillwater Regional Airport (SWO), Stillwater, Oklahoma, after a game at the University of Colorado at Boulder that afternoon. All 10 occupants aboard N81PF were killed, and the airplane was destroyed by impact forces and a post crash fire. Instrument meteorological conditions (IMC) prevailed at the time of the accident.
Probable cause:
The pilot’s spatial disorientation resulting from his failure to maintain positive manual control of the airplane with the available flight instrumentation. Contributing to the cause of the accident was the loss of a.c. electrical power during instrument meteorological conditions.
Final Report:
Crash of a Beechcraft B200 Super King Air in Blackbushe: 5 killed
Date & Time:
Dec 23, 2000 at 1351 LT
Operator:
Registration:
VP-BBK
Survivors:
No
Schedule:
Blackbush - Palma de Mallorca
MSN:
BB-1519
YOM:
1995
Crew on board:
1
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total hours on type:
1243.00
Circumstances:
The aircraft, with the pilot and four passengers on board, departed Blackbushe from Runway 08 in fog with a visibility of less than 500 metres. As the aircraft reached the upwind end of the runway it was seen to bank to the left before disappearing from view. It crashed 13 seconds later into a factory complex where a major fire ensued. All on board were fatally injured. A substantial amount of the aircraft structure was consumed by fire. Engineering examination of that which remained showed that there was no malfunction found within the engines, propellers or controls that would have affected the flight. Analysis of the cockpit voice recorder however showed a reduction in one of the propellers rpm as the aircraft rotated that would have led to thrust asymmetry. Through a combination of lack of visual reference, confusion as to the cause of the power reduction and possible disorientation the pilot lost control of the aircraft and although he may have realised the situation seconds before impact with the ground there was insufficient height available to effect a safe recovery.
Probable cause:
Whilst the CVR does not provide any comments by the pilot as to the problems he was experiencing, spectral analysis of the CVR recording indicates that a significant difference in propeller rpm occurred at rotation when the pilot would normally have removed his right hand from the power levers. There was no evidence of a malfunction in either engine or the propeller control systems thus it is probable that migration of a power lever(s) occurred due to insufficient friction being set on the power lever friction control. The fiction control had been slackened during recent maintenance and it was possible that it was not adjusted sufficiently by the pilot during his checks prior to takeoff. His simulator training had included engine failures but as far as could be established, the pilot had not encountered or been trained for the situation of power lever(s) migration during takeoff. With his level of experience the pilot should have controlled the resultant asymmetric thrust and in reasonable conditions continued the takeoff to a safe height where analysis of the problem could have been carried out. In the event the takeoff was carried out in extremely low visibility conditions leading to the pilot's total loss of any ground references within seconds of lift off. Having controlled the aircraft initially the lack of visual reference with the ground, possible confusion with attitude instrument bank angle display, physical disorientation brought about by cockpit activity and confusion as to the exact nature of the problem led the pilot to lose control of the aircraft at a low altitude. The unusual attitude developed by the aircraft and the reason for the power asymmetry may have been recognised by the pilot several seconds before impact however there was insufficient height available for him to effect a safe recovery. The transition from visual to instrument flight in the low visibility conditions existing at the time of departure was considered to be a major contributory factor in this accident.
Final Report:
Crash of a Beechcraft B200 Super King Air in Rangeley: 2 killed
Date & Time:
Dec 22, 2000 at 1716 LT
Registration:
N30EM
Survivors:
No
Schedule:
Rangeley – Boston – Portland – Rangeley
MSN:
BB-958
YOM:
1982
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Aircraft flight hours:
8845
Circumstances:
The pilot and passenger departed on a night IFR flight. Weather en route was a mixture of instrument and visual meteorological conditions. When the airplane was 17 miles southwest of its destination, the pilot was cleared for an instrument approach. At 9 miles, the pilot reported the airport in sight, and canceled his IFR clearance. The airplane continued to descend towards the airport on a modified left base until radar contact was lost at 3,300 feet msl. The pilot was in radio contact with his wife just prior to the accident. He advised her that he was on base for runway 32. Neither the pilot's wife, nor ATC received a distress call from the pilot. The airplane was located the next morning about 100 feet below the top of a mountain. The accident site was 7.9 miles from the airport, and approximately 1,200 feet above the airport elevation. Ground based weather radar recorded light snow showers, in the general vicinity of the accident site about the time of the accident, and satellite imagery showed that the airplane was operating under a solid overcast. A level path was cut through the trees that preceded the main wreckage. Examination of both engines and the airframe revealed no pre impact failures or malfunctions.
Probable cause:
The pilot-in-command's failure to maintain sufficient altitude while maneuvering to land, which resulted in a collision with terrain. Factors in the accident were the dark night, mountainous terrain, snow showers, clouds, and the pilot's decision to cancel his IFR clearance.
Final Report:
Crash of a Beechcraft 200 Super King Air in Wernadinga Station: 8 killed
Date & Time:
Sep 4, 2000 at 1510 LT
Registration:
VH-SKC
Survivors:
No
Schedule:
Perth - Leonora
MSN:
BB-47
YOM:
1975
Crew on board:
1
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total hours on type:
138.00
Aircraft flight hours:
18771
Circumstances:
On 4 September 2000, a Beech Super King Air 200 aircraft, VH-SKC, departed Perth, Western Australia at 1009 UTC on a charter flight to Leonora with one pilot and seven passengers on board. Until 1032 the operation of the aircraft and the communications with the pilot appeared normal. However, shortly after the aircraft had climbed through its assigned altitude, the pilot’s speech became significantly impaired and he appeared unable to respond to ATS instructions. Open microphone transmissions over the next 8-minutes revealed the progressive deterioration of the pilot towards unconsciousness and the absence of any sounds of passenger activity in the aircraft. No human response of any kind was detected for the remainder of the flight. Five hours after taking off from Perth, the aircraft impacted the ground near Burketown, Queensland, and was destroyed. There were no survivors.
Probable cause:
Due to the limited evidence available, it was not possible to draw definitive conclusions as to the factors leading to the incapacitation of the pilot and occupants of VH-SKC.
The following findings were identified:
1. The pilot was correctly licensed, had received the required training, and there was no evidence to suggest that he was other than medically fit for the flight.
2. The weather conditions on the day presented no hazard to the operation of the aircraft on its planned route.
3. The flightpath flown was consistent with the aircraft being controlled by the autopilot in heading and pitch-hold modes with no human intervention after the aircraft passed position DEBRA.
4. After the aircraft climbed above the assigned altitude of FL250, the speech and breathing patterns of the pilot, evidenced during the radio transmissions, displayed changes consistent with hypoxia.
5. Testing revealed that Carbon Monoxide and Hydrogen Cyanide were highly unlikely to have been factors in the occurrence.
6. The low Carbon Monoxide and Cyanide levels, and the absence of irritation in the airways of the occupants indicated that a fire in the cabin was unlikely.
7. The incapacitation of the pilot and passengers was probably due to hypobaric hypoxia because of the high cabin altitude and their not receiving supplemental oxygen.
8. A rapid or explosive depressurisation was unlikely to have occurred.
9. The reasons for the pilot and passengers not receiving supplemental oxygen could not be determined.
10. Setting the visual alert to operate when the cabin pressure altitude exceeds 10,000 ft and incorporating an aural warning in conjunction with the visual alert, may have prevented the accident.
11. The training and actions of the air traffic controller were not factors in the accident.
Significant factors:
1. The aircraft was probably unpressurised for a significant part of its climb and cruise for undetermined reasons.
2. The pilot and passengers were incapacitated, probably due to hypobaric hypoxia, because of the high cabin altitude and their not receiving supplemental oxygen.
The following findings were identified:
1. The pilot was correctly licensed, had received the required training, and there was no evidence to suggest that he was other than medically fit for the flight.
2. The weather conditions on the day presented no hazard to the operation of the aircraft on its planned route.
3. The flightpath flown was consistent with the aircraft being controlled by the autopilot in heading and pitch-hold modes with no human intervention after the aircraft passed position DEBRA.
4. After the aircraft climbed above the assigned altitude of FL250, the speech and breathing patterns of the pilot, evidenced during the radio transmissions, displayed changes consistent with hypoxia.
5. Testing revealed that Carbon Monoxide and Hydrogen Cyanide were highly unlikely to have been factors in the occurrence.
6. The low Carbon Monoxide and Cyanide levels, and the absence of irritation in the airways of the occupants indicated that a fire in the cabin was unlikely.
7. The incapacitation of the pilot and passengers was probably due to hypobaric hypoxia because of the high cabin altitude and their not receiving supplemental oxygen.
8. A rapid or explosive depressurisation was unlikely to have occurred.
9. The reasons for the pilot and passengers not receiving supplemental oxygen could not be determined.
10. Setting the visual alert to operate when the cabin pressure altitude exceeds 10,000 ft and incorporating an aural warning in conjunction with the visual alert, may have prevented the accident.
11. The training and actions of the air traffic controller were not factors in the accident.
Significant factors:
1. The aircraft was probably unpressurised for a significant part of its climb and cruise for undetermined reasons.
2. The pilot and passengers were incapacitated, probably due to hypobaric hypoxia, because of the high cabin altitude and their not receiving supplemental oxygen.
Final Report:
Crash of a Beechcraft B200 Super King Air in Spanish Cay
Date & Time:
Aug 12, 2000 at 1115 LT
Registration:
N3199A
Survivors:
Yes
Schedule:
Fort Lauderdale – Spanish Cay
MSN:
BB-1499
YOM:
1995
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On August 12, 2000, about 1115 eastern daylight time, a Beechcraft B200, N3199A, registered to and operated by Great Texas Food Inc. as a Title 14 CFR Part 91 personal flight, ran off the side of the runway during landing in Spanish Cay, Bahamas. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The private-rated pilot and the two passengers received no injuries. The flight originated from Fort Lauderdale, Florida, the same day, about 1030. The pilot stated that he made an uneventful landing and as he applied the brakes, the left brake did not respond. He stated that he lost control of the aircraft and exited the runway from the right side and impacted a berm. The right landing gear collapsed, the left wing and the front fuselage incurred substantial damage.
