Britten-Norman Islander

The pilot accompanied by five passengers took off from Manzengwenya Aerodrome on a chartered flight to Virginia Aerodrome, (FAVG). The pilot reported that although it was drizzling, visibility was good. He reported his position to the FAVG Air Traffic Controller and requested joining instructions to FAVG. The ATC cleared the pilot to land on Runway 05. When he was on short finals, the tower noticed that the aircraft was drifting away from the runway centerline and called the pilot. The pilot stated that he is experiencing an engine problems and he is initiating a go around. The aircraft turned out to the left and away from the runway centerline, and the pilot allowed the aircraft to continue flying over the nearby “M4” highway and then towards a residential area. The aircraft then impacted the roof of a private residential property, (house) with its left wing first and the nose section. It came to rest in a tail high and inverted position. Although the wreckage was still fairly intact, both the aircraft and the residential property were extensively damaged. The aircraft’s left wing failed outboard of the engine on impact. The nose of the aircraft as well as the cabin instrumentation area was crushed towards the front seated passengers. Both main wing spars, the nose wheel, the engine mounts, the propellers, and the fuselage were also damaged. The aircraft had a valid Certificate of Airworthiness which was issued on 17 September 2004 with an expiry date of 16 September 2005. The last Mandatory Periodic Inspection was certified on 03 September 2004 at 7594.2 airframe hours and he aircraft had accumulated a further 75.8 hours since the last MPI was certified. The aircraft was recovered to an Approved AMO for further investigation. Both flight and engine controls were found satisfactory. Ground run test were conducted with both engines still installed to the aircraft, and both engines performed satisfactorily during these performance tests. The Aircraft Maintenance Organisation was audited in the last two years and the last audit was on 01 July 2005.

On May 16, 2005 about 1230EST (1845Z), a Britten Norman Islander aircraft, registration C6-ASA crashed approximately 3nm northeast of the Moss Town International Airport. The Pilot reported, “about 35 minutes south of Nassau International Airport [MYNN] I noticed that my ground speed was very low. I continued with my flight to MYEF because I should have had 1 hour and 30 minutes of fuel. About 10 miles from MYEF my right engine quit then 2 minutes later my left engine quit. I then look a suitable place to land three miles from the airport.” The one (1) pilot and two (2) passengers received no serious injuries. The aircraft was destroyed from impact sustained as it contacted the trees. The accident flight originated from Freeport, Grand Bahama, Bahamas to Moss Town, Exuma, Bahamas with an intermediate stop in South Bimini, Bahamas. Visual Flight Rules Conditions existed at the time of the accident. The aircraft was operated by Flamingo Air Limited, a Bahamian Air Operator Certificate holder. Flamingo Air Limited operated as a Commuter, Unscheduled / On Demand Operator in commercial air transport. Flamingo Air Limited operated under the provision of the Bahamas Aviation Safety Regulations (BASR 2001). Its aircraft are maintained under the provision of Bahamas Aviation Safety Regulations (BASR 2001). The aircraft had flown a total of 2 flights including the accident flight. The pilot flew both flights [the same pilot later flew the accident flight]. The pilot reported no problems with the aircraft prior to the accident. There were no open MEL items. There were no open (uncorrected) mechanical irregularities written in the Technical and Journey Log. On May 15, 2005 the pilot uplifted a total of 130 gallons of fuel, which is the maximum capacity for this aircraft. Prior to the accident flight, the aircraft completed two flights, MYAM to MYGF [flown on May 15, 2005] which lasted 45 minutes and MYGF to MYBS [flown on May 16, 2005] which lasted 30 minutes. No fuel was uplifted prior to the next flight which was MYBS to MYEF, the accident flight [flown on May 16, 2005]. During post accident interviews, the pilot confirmed that he had not noticed anything unusual about the airplane. The pilot later surmised that he had simply run out of fuel.

The Glasgow based Islander aircraft was engaged on an air ambulance task for the Scottish Ambulance Service when the accident occurred. The pilot allocated to the flight had not flown for 32 days; he was therefore required to complete a short flight at Glasgow to regain currency before landing to collect a paramedic for the flight to Campbeltown Airport on the Kintyre Peninsula. Poor weather at Campbeltown Airport necessitated an instrument approach. There was neither radar nor Air Traffic Control Service at the airport, so the pilot was receiving a Flight Information Service from a Flight Information Service Officer in accordance with authorised procedures. After arriving overhead Campbeltown Airport, the aircraft flew outbound on the approach procedure for Runway 11 and began a descent. The pilot next transmitted that he had completed the ‘base turn’, indicating that he was inbound to the airport and commencing an approach. Nothing more was seen or heard of the aircraft and further attempts at radio contact were unsuccessful. The emergency services were alerted and an extensive search operation was mounted in an area based on the pilot’s last transmission. The aircraft wreckage was subsequently located on the sea bed 7.7 nm west-north-west of the airport; there were no survivors.

The twin engine aircraft departed Coron-Francisco B. Reyes Airport on a cargo flight to Manila, carrying two pilots and a load consisting of 700 kilos of fish. While climbing in poor weather conditions, the aircraft struck the slope of Mt Tagbao located 9 km from the airport. The wreckage was found a day later and both pilots were killed.

On September 29, 2004, about 1859, Atlantic standard time, the accident airplane, N902GD, operating as an "on demand" air taxi flight, transporting bank financial documents, departed
Mayaguez, Puerto Rico, and was later reported as not having arrived at its destination. Search and rescue assets later discovered airplane related debris, specific to the missing airplane, floating in the Atlantic Ocean, in the vicinity of geographic position 18 degrees 29 minutes north latitude, 066 degrees 27 minutes west longitude. The NTSB evaluated radar and weather data, and radar track data for the flight showed that after departure the accident airplane climbed to 1,700 feet, and then descended to 1,300 feet at 1840. From 1840 to 1850, the radar data indicated that the flight was proceeding east along the northern coast of Puerto Rico, at an altitude of 1,100 feet. About 1855, the data showed that the airplane climbed to 1,400 feet, and about 1856, it descended to about 1,000 feet. About 1858, the airplane descended to 800 feet, and then to 600 feet, before disappearing from radar at 18:59:18. Weather data showed that a weak upper air trough, a moist low level southeasterly flow and associated showers and thunderstorms had formed over Puerto Rico during the time of the accident flight. The weather data showed that at departure visual meteorological conditions existed, but doppler weather radar data showed that a 50 dBz (level 5) rain shower was positioned about 3 to 5 miles off the airplane's right wing from 1837 to 1838, and from 1855 to 1901 there was a level 4-5 (45-50 dBZ) rain shower along the accident airplane's track, and the radar track data along with the doppler weather radar data was consistent with the flight having penetrated the rain shower corresponding to the time radar contact with the flight was lost. The NTSB Weather Group Chairman's Report has been included as an attachment to the factual report.

The commercial certificated pilot, with six passengers, was departing from a remote beach in a twin-engine airplane on an on-demand air taxi flight. The beach was oriented north/south, and was utilized by airplanes transporting guests to and from a remote wilderness lodge. Weather conditions at the beach were reported to air taxi operators via satellite phone. The pilot reported that as he was departing toward the north, the wind was from the west about 30 knots, with gusts to 50 knots. About 20 feet agl, a strong gust of wind, or a downdraft, hit the airplane. The airplane descended and the left wing collided with the beach, which spun the airplane 180 degrees. The airplane came to rest in about 2 1/2 feet of water.

The crew was completing a geophysical survey flight in the region of Vallecillos, Durango. While cruising at an altitude of 2,000 metres, the twin engine aircraft struck the slope of a mountain located in the Sierra del Rosario. Both occupants were killed.

On approach to Tuguegarao Airport, the twin engine aircraft entered clouds and the crew lost visual contact with the runway. The aircraft struck a hill top and crashed in a wooded area located 3 km short of runway. All three occupants were killed.

While on descent, the pilot reported that the airplane's left engine had lost power. He secured the left engine, and when he added power to the right engine, he believed it was not developing full power. He could not maintain altitude and elected to perform a forced landing in an open field. The airplane touched down long and with excessive speed on to the field striking trees, power lines and collided with the ground. A maintenance action entry in the aircraft's maintenance logbook indicate that the wing tip fuel tanks had the drain valve o-rings removed and replaced on the day before the accident. The maintenance entry states wing tip tanks were empty. The pilot stated he elected not to fuel either one of the wing tip tanks, due to the fact that maintenance was performed on them and did not select fuel from the wing tip tanks on the day of the accident. Excerpts from Airworthiness Directive (AD) 83-23-1, which is applicable to the accident airplane, states "This is a tip-tanked aircraft. Tip-tanks are to be filled first-used last. Before take-off check both main and tip-tank contents". AD 83-23-1 instructs to place a placard in clear view of the pilot on the instrument panel referring to the protocol of fueling and takeoff processors with regards to fuel tank contents. The mechanic who perform the maintenance to the wing tip tanks stated the placard was installed and in plain view of the pilot. The pilot stated he fueled the airplane with 50 gallons of aviation gasoline for a total of 90 gallons in both main tanks for the flight to Culebra from Ponce. The pilot went on to state prior to the return flight to Ponce from Culebra he checked his fuel quantity, which indicated he had 35 gallons in each main fuel tank for a total of 70 gallons aboard the airplane before departure. Fuel samples from both the FAA and the port authorities from the facility where the airplane was fueled for the flight showed no contamination as per the FAA Inspector statement.