Cessna 208B Grand Caravan

On 1 November 2008 the pilot, accompanied by 5 passengers, departed from Wonderboom aerodrome to Njala Lodge in the Limpopo Province on a chartered flight. The coordinates used by the pilot were insufficient for the purpose and resulted in him landing on an incorrect aerodrome. During the take-off from the incorrect runway, the pilot apparently failed to do a proper assessment of the wind conditions and the result was an aborted take-off as the aircraft failed to gain height. During the landing following the aborted take-off, the aircraft collided with a huge rock, a telephone pole and the associated telephone wires and a 4 ft wire fence. The aircraft sustained substantial damage during the accident sequence and stopped a mere 5 metres from high tension wires across the dirt road.

The single engine aircraft departed Belize City-Sir Barry Bowen Municipal Airport on a short flight to the Belize City-Philip S. W. Goldson International Airport with 4 US citizens and one pilot on board. While cruising along the shore, the engine failed. The pilot reduced his altitude and attempted to land on a beach when the aircraft crashed in the sea and came to rest in two feet of water, broken in two. All five occupants escaped with minor injuries.

The single engine aircraft departed Puerto Montt-El Tepual Airport at 1315LT on a flight to La Junta, carrying 9 passengers and one pilot. En route, the pilot reported to ATC his ETA at La Junta at 1425LT. Few minutes later, while cruising under VFR mode in IMC conditions, the aircraft impacted trees and crashed on a wooded area located on Mt Estero Yeco. The wreckage was found four days later, on June 11, at an altitude of 3,300 feet and 18 km west of La Junta Airport. All 9 passengers were rescued while the pilot was killed.

The airplane was on a visual approach to an airport when the engine stopped producing power. The pilot subsequently landed the airplane in a field, but struck trees at the edge of the field during the forced landing. Examination of the engine, engine fuel controls, and Power Analyzer and Recorder (PAR), provided evidence that the engine shut down during the flight. Further examination of engine and fuel system components from the accident airplane failed to reveal a definitive reason for the uncommanded engine shut-down.

The single aircraft was on a return flight from Doro to Nairobi, carrying four mission personnel who took part to a humanitarian mission in the region of Doro. The takeoff was performed from a muddy airstrip and the aircraft was unable to gain sufficient height after liftoff. As a result, the left wing impacted a tree trunk and the airplane crashed in a ditch, coming to rest upside down. All five occupants escaped uninjured.

On December 20, 2007 at approximately 1630EST, N954PA a Cessna 208B Caravan aircraft, owned and operated by Agape Flight Inc [United States FAR Part 91 Operator] enroute from Santo Domingo, Dominican Republic to West Palm Beach, Florida incurred sudden engine stoppage. At the time N954PA was flying at 12,000 ft. The aircraft was diverted to the nearest airport but was unable to glide the required distance and landed 30 nautical miles (NM) West North West (WNW) of Chub Cay. There were 2 crew members on board the aircraft. No injuries were reported by the crew. The aircraft is submerged in approximately eighteen to twenty feet of water, with the aircraft tail being visible at low tide. Both crews were qualified in accordance with the United States Code of Federal Regulations.

About 0800, the commercial pilot did a preflight inspection of the accident airplane, in preparation for a cargo flight. Dark night, visual meteorological conditions prevailed. He indicated that the weather conditions were clear and cold, and frost was on the airplane. He said the frost was not bonded to the skin of the airplane, and he was able to use a broom to clean off the frost, resulting in a clean wing and tail surface. He reported that no deicing fluid was applied. After takeoff, he retracted the flaps to about 5 degrees at 110 knots of airspeed. The airplane then rolled to the right about three times in a manner he described as a wave, or vortex-like movement. He applied left aileron and lowered the flaps to 20 degrees, but the roll to the right was more severe. The pilot said the engine power was "good." He then noticed that the airplane was descending toward the ground, so he attempted to put the flaps completely down. His next memory was being outside the airplane after it collided with the ground. The airplane's information manual contains several pages of limitations and warnings about departing with even small amounts of frost, ice, snow, or slush on the airplane, as it adversely affects the airplane's flight characteristics. The manufacturer requires a visual or tactile inspection of the wings, and horizontal stabilizer to ensure they are free of ice or frost if the outside air temperature is below 10 degrees C, (50 degrees F), and notes that a heated hangar or approved deicing fluids should be used to remove ice, snow and frost accumulations. The weather conditions included clear skies, and a temperature of -11 degrees F. Post accident examination of the airplane revealed no observed mechanical malfunction. An examination of the engine revealed internal over-temperature damage, and minor external fire damage consistent with a massive spike of fuel flow at the time of ground impact. Damage to the propeller blades was consistent with high power at the time of ground impact. The rolling/vortex motion of the airplane was consistent with airframe contamination due to frost.

The cargo flight was departing on its fourth flight leg of a five-leg flight in night instrument conditions, which included a surface observation of light snow and a broken ceiling at 500 feet above ground level (agl). One pilot who departed just prior to the accident flight indicated that moderate snow was falling and that he entered the clouds about 200 feet agl. The accident airplane's wings and tail were de-iced prior to departure. Radar track data indicated the accident flight was about 45 seconds in duration. An aircraft performance radar study indicated that the airplane reached an altitude of about 1,130 feet mean sea level (msl), or about 400 feet above ground level, about 114 knots with a left bank angle of about 29 degrees. The airplane descended and impacted the terrain at an airspeed of about 155 knots, a pitch angle of -16 degrees, a left roll angle of 22 degrees, and a descent rate of 4,600 feet per minute. The study indicated that the engine power produced by the airplane approximately matched the engine power values represented in the pilot's operating handbook. The study indicated that the required elevator deflections were within the available elevator deflection range, and that the center-of-gravity (CG) position did not adversely affect the controllability of the airplane. The study indicated that the load factor vectors, the forces felt by the pilot, could have produced the illusion of a climb, even when the airplane was in a descent. The inspection of the airframe and engine revealed no anomalies that would have precluded normal operation.

During the takeoff roll on runway 25 at Corozal Airport, the pilot decided to abandon the takeoff procedure. Unable to stop within the remaining distance, the single engine aircraft overran, went through a fence and came to rest against trees. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair.