Cessna 207 Skywagon/Stationair

The approach to Saint Mary's Airport was initiated in marginal weather conditions. On short final, the single engine airplane crashed about 800 metres short of runway and was destroyed. All four occupants were killed. The airplane was completing a taxi flight from Bethel.

The single engine airplane crashed in unknown circumstances in Mbukula while performing a flight from Lubumbashi to Kananga. The crew was supposed to make a stop in Mbukula to deliver fuel cans and chairs to the village chief's home when the accident occurred.

On August 13, 2022, about 1619 mountain standard time, a Cessna T207A airplane, N9582M, was substantially damaged when it was involved in an accident near Page, Arizona. The pilot received minor injuries, two passengers were fatally injured, two passengers were seriously injured, and one passenger received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 air tour flight. According to witnesses, the accident airplane was the first airplane in a flight of 5 airplanes on a scenic tour of the Lake Powell area at a cruise altitude of about 1,000 ft to 2,000 ft above ground level. After nearly 30 minutes of flight and after making a turn back towards the airport, the accident pilot made a distress call and reported his engine lost power and he was ditching the airplane in Lake Powell. The airplane became submerged in the water and the two passengers who were fatally injured did not exit the airplane. National Park Service boats, several nearby private boats, and a few helicopters responded to the accident site, which was located about 13 miles northeast of the Page Municipal Airport, (PGA), Page, Arizona. The boats assisted the survivors in the water. Once aboard a boat that recovered the survivors, witnesses overheard the pilot on the phone discussing that he had experienced an engine failure. An underwater remote observation vehicle surveyed the accident site a couple of days after the accident. All major components of the airplane were observed, and the airplane came to rest upright at the lake bottom about 100 ft below the surface.

The single engine airplane departed Port-au-Prince-Toussaint Louverture Airport on a private flight to Jacmel, some 45 km southwest of the capital city. On board were four passengers and one pilot. During climbout, the pilot encountered problems and the airplane lost height until it collided with a truck and crashed on a road located in Carrefour, some 12 km southwest of Port-au-Prince Airport. A passenger was seriously injured while four other occupants as well as the truck driver were killed. The aircraft was destroyed. The only survivor died from his injuries few hours later.

The single engine airplane departed Nazca-María Reiche Neuman Airport on a local sightseeing flight, carrying five passengers and two crew members. During the rotation phase, the aircraft presented mechanical failures evidenced by unusual noises and a progressive decrease in engine power. The crew continued the takeoff without reaching the necessary speed and altitude for a safe climb. The pilot reported he was returning to the airport when the aircraft entered into a loss of aerodynamic lift, violently impacting the ground. The strong impact caused multiple serious injuries to the occupants and triggered a fire that destroyed a large part of the aircraft. All seven occupants were killed.

Shortly after departure, the engine lost total power and the pilot was forced to ditch in open water; the occupants egressed and were subsequently rescued by a recreational vessel. Examination of the engine revealed a fracture hole near the n°2 cylinder, which was likely the result of the n°2 cylinder connecting rod fracturing in fatigue as a result of high heat and high stress associated with failure of the n°2 bearing. The fatigue fracture displayed multiple origins consistent with relatively high cyclic stress, which likely occurred as excessive clearances developed between the bearing and the crankshaft journal. The n°2 connecting rod bearing may have failed due to a material defect in the bearing itself or due to a disruption in the oil lubrication supply to the bearing/journal interface. Either situation can cause similar damage patterns to develop, including excessive heating and subsequent bearing failure.

The pilot was conducting a scheduled air taxi flight with five passengers onboard. Shortly after departure, the pilot began to smell an electrical burn odor, and he elected to return to the airport. About 1 minute later, the electrical burn smell intensified, which was followed by visible smoke in the cockpit, and the pilot declared an emergency to the tower. After landing and all the passengers had safely departed the airplane, heavy smoke filled the cockpit and passenger compartment, and the pilot saw a candle-like flame just behind the pilot and co-pilot seats, just beneath the floorboards of the airplane. Moments later, the airplane was engulfed in flames. Postaccident examination of the airframe revealed the origin of the fire to be centered behind the pilot’s row of seats, where a wire harness was found improperly installed on top of the aft fuel line from the left tank. Examination of the wire harness found a range of thermal and electrical damage consistent with chafing from the fuel line. It is likely that the installation of the wire harness permitted contact with the fuel line, which resulted in chafing, arcing, and the subsequent fire.

Shortly after takeoff from runway 11 at Monterrey-Del Norte Airport, while in initial climb, the single engine airplane lost height and crashed on a highway located past the runway end. Fortunately, the airplane did not struck any vehicles and eventually crashed in a field, about 15 meters below the motorway. The pilot, sole on board, was seriously injured and the aircraft was damaged beyond repair.

The single engine airplane departed Cayenne-Rochambeau-Félix Eboué Airport on a cargo flight to Maripasoula, carrying a load of foods on behalf of a restaurant. The pilot was sole on board. Shortly after takeoff, while in initial climb, the engine lost power. The pilot reduced his altitude and attempted an emergency landing on a known open area located near the airport. But on short final, the aircraft struck a embankment and came to rest upside down. The pilot was seriously injured and the aircraft was destroyed.

Two wheel-equipped, high-wing airplanes, a Cessna 207 and a Cessna 175, collided midair while in cruise flight in day visual meteorological conditions. Both airplanes were operating under visual flight rules, and neither airplane was in communication with an air traffic control facility. The Cessna 175 pilot stated that he was making position reports during cruise flight about 1,000ft above mean sea level when he established contact with the pilot of another airplane, which was passing in the opposite direction. As he watched that airplane pass well below him, he noticed the shadow of a second airplane converging with the shadow of his airplane from the opposite direction. He looked forward and saw the spinner of the converging airplane in his windscreen and immediately pulled aft on the control yoke; the airplanes subsequently collided. The Cessna 207 descended uncontrolled into the river. Although damaged, the Cessna 175 continued to fly, and the pilot proceeded to an airport and landed safely. An examination of both airplanes revealed impact signatures consistent with the two airplanes colliding nearly head-on. About 4 years before the accident, following a series of midair collisions in the Matanuska Susitna (MatSu) Valley (the area where the accident occurred), the FAA made significant changes to the common traffic advisory frequencies (CTAF) assigned north and west of Anchorage, Alaska. The FAA established geographic CTAF areas based, in part, on flight patterns, traffic flow, private and public airports, and off-airport landing sites. The CTAF for the area where the accident occurred was at a frequency changeover point with westbound Cook Inlet traffic communicating on 122.70 and eastbound traffic on 122.90 Mhz. The pilot of the Cessna 175, which was traveling on an eastbound heading at the time of the accident, reported that he had a primary active radio frequency of 122.90 Mhz, and a nonactive secondary frequency 135.25 Mhz in his transceiver at the time of the collision. The transceivers from the other airplane were not recovered, and it could not be determined whether the pilot of the Cessna 207 was monitoring the CTAF or making position reports.