Beechcraft 200 Super King Air

The crew of C-GKBN, a Beechcraft 200 Super King Air with 5 passengers, made a straight-in approach, with approach flap settings, to a snow-covered and icy runway at Hamburg, AB, Canada. Upon touchdown in 2 inches of snow, directional control was lost. The aircraft turned sideways on the strip, struck a snow windrow, which then pulled the aircraft off the strip into a stand of trees. The First Officer had made the landing. The aircraft had picked up about 1/8 inch of ICA on the approach. Approach flap had been used for the landing instead of landing flap. The aircraft had landed with a five knot tail wind. The landing touchdown was reported to be very firm. There were no injuries but the aircraft was substantially damaged. Company representatives examining the runway surface after the accident discovered a rut running diagonally across the runway, which was apparently present prior the landing and may have contributed to the loss of directional control of the aircraft.

Shortly after being cleared for takeoff on runway 18 (3,899 feet by 150 feet, dry concrete) at Merrill C. Meigs Field, Chicago, Illinois, the airplane impacted into Lake Michigan, approximately 300 feet south of the end of the runway. The tower controller said that at the 3/4 field point, the airplane had not rotated. 'All I can see are lights [from the airplane]. At the point where he would have been at the end of the runway, [I] lost the lights.' A witness on the airport said that when the airplane went by, it 'didn't sound like most King Airs do at that point.' There was a pulsating sound, but it was not heavy. The witness said that the airplane was 'bouncing up and down on the [gear] struts, and wasn't coming off the ground.' NTSB Materials examination of the pilot's control yoke showed that there were small distortions in the holes of the column and the rod where the control lock would be inserted. A small crack was observed around 1/4 of the control lock rod hole. The control lock was a substitute for the original airplane equipment. The examination of the control lock showed 'several shiny scratches ... parallel to the length of the pin.' A small deformation was observed near the top of the pin part of the control lock. The company flight department's third pilot said that when they flew the airplane, they always placed the control lock in the pilot's side cockpit wall pocket, along with a car key and a remote hanger door opener. The car key and the door opener were found in the wall pocket during the on-scene investigation. The control lock was
recovered from the lake, 7 days later.

The pre-takeoff instrument flight rules clearance for the flight called for the airplane to climb and maintain 5,000 feet, and to expect flight level 220, 10 minutes after departure. The clearance was read back correctly by a member of the flight crew. Shortly after takeoff, a member of the flight crew asked air traffic control for a higher altitude, and then stated 'uh, you want us at twenty two hundred.' The approach controller transmitted 'should be at five thousand;' however, there were no further transmissions from the airplane. The airplane wreckage was located at an elevation of about 2,300 feet, approximately 4.8 miles west of the departure airport. The airplane impacted wooded up-sloping terrain. Several broken trees were observed, which led to the beginning of the debris path. The trees were broken at about the same height. A weather observation taken at an airport about 12 miles north-northwest of the accident site, about the time of the accident included: few Clouds at 300 feet and a ceiling of 1,700 feet overcast.

A Beechcraft 200 Super King Air, YV-385CP, crashed into the Atlantic Ocean about 9 miles southwest of Bimini, Bahamas, while on personal flight. Visual meteorological conditions prevailed in the area at the time, and an instrument flight rules flight plan was filed. The aircraft was destroyed, and the commercial-rated flight instructor and a pilot-rated passenger were both fatally injured. The flight originated from Fort Lauderdale International Airport, the same day, about 10:53. At 11:14, the pilot of YV-385CP told FAA ARTCC that he was experiencing an emergency, and he asked for immediate directions to Bimini. There were no further communications. According to radar information, at 11:13:33, the altitude was about 23,600 feet, and at 11:14:58 it had descended to 2,800 feet. Sound spectrum analysis of an FAA re-recording of communications between the pilot and ATC, indicated there were electronic signatures present, attributable to propeller noise, at cruise setting, for that type of aircraft. Records obtained from Venezuela indicated that earlier, YV-385CP had been involved in an accident, and had incurred extensive structural damage. The aircraft had been repaired in Venezuela, and was subsequently flown to the Unites States for additional repairs. Records obtained from the U.S. repair station indicated that the airplane incurred an extensive maintenance history, with needed repairs including damaged wiring, and leaks in the fuel system, as well as structural leaks, which had lead to several pressurization difficulties.

On final approach to Caen-Carpiquet Airport in poor weather conditions, the captain decided to initiate a go-around procedure. He increased engine power and asked the copilot to position the flaps in the appropriate angle. By mistake, the copilot raised the flaps. Due to a loss of lift, the aircraft stalled and struck the runway surface. On impact, the undercarriage were torn off and the aircraft slid for few dozen metres before coming to rest. All three occupants escaped uninjured while the aircraft was damaged beyond repair.