Cessna 208B Grand Caravan

A witness located near the departure end of the runway saw the airplane initially climb in a normal manner, then stay below the clouds and make a shallow bank 180-degree left turn and descend below a tree line. Tower tapes revealed that the pilot twice transmitted that he was "coming back" to the airport during which the background sound of the "fuel selector off" warning horn was heard. The pilot then informed the controller "I've got to get back", and no warning horn was heard. The airplane collided with trees and came to rest about 6,500 feet sse of the runway's end. Prior to departure, the airplane was refueled with 40 gals of jet a (20 gals per tank), which increased the total fuel load to 148 gals. The flight manual required that the fuel balance between the left and right tanks be kept within 200 pounds, and suggested turning off one fuel selector to correct unbalance situations. The condition of one fuel selector turned off will cause the "fuel selector off" warning horn to sound. Exam of the aircraft revealed no evidence of preimpact failures. Prop blade butt signatures indicated it was operating in the governing range, and engine power was being produced at impact.

The aircraft was completing a cargo flight to Bergen, carrying one pilot and 1,389 kilos of newspapers. Following a night takeoff from runway 19, while climbing in poor weather conditions at an altitude of about 390 metres, the single engine aircraft stalled and crashed in a wooded area located 1,5 km from the airport. The pilot, sole on board, was killed.

While descending to Hiroshima Airport, the pilot encountered marginal weather with dark and limited visibility due to rain falls. On approach, the single engine aircraft struck the slope of Mt Noboru Lu (542 metres high) located about 15 from the airport. The wreckage was found at an altitude of 450 metres and the pilot, sole on board, was killed.

En route from Panama City to El Porvenir Island, four hijackers forced to crew to change his itinerary and to fly to Turbo, Colombia. The aircraft force landed in a remote airstrip where all four hijackers disembarked and disappeared. All other occupants were injured and the aircraft did not return into service.

The pilot contacted approach control and was given the weather as sky partly obscured, ceiling 100 feet, visibility 1/16 mile with fog, wind calm. The pilot then requested a surveillance radar approach to runway 14, to be followed by a surveillance approach to runway 32, in the event of a missed approach from runway 14. The published approach minimums were 1-1/4 mile visibility, ceiling 460 feet msl (438 feet agl). The radar control observed an altitude readout that was below the published minimums and advised the pilot to execute a missed approach. No response was received from the pilot. The aircraft was found floating in the bay approximately 2 miles from the end of the runway. Another pilot (based at the same facility) stated that the two pilots had, on numerous occasions, attempted the approach at times when the weather was reported to be less than that required for the approach. The pilot, sole on board, was killed.

While on a cargo flight from Nain to Goose Bay, the pilot reported problems to ATC and was cleared to descend from 7,500 to 3,500 feet. Shortly later, the aircraft entered an uncontrolled descent and stuck the ground in a 55° nose-down attitude some 51 southwest of Postville. The pilot, sole on board was killed. At the time of the accident, weather conditions were considered as good without any icing conditions or atmospheric turbulences.

The pilot failed to deice the wings prior to the takeoff and overloaded the airplane by 360 lbs structurally and 1,100 lbs for flight in icing conditions. There was moderate snow falling at the time of takeoff. The takeoff roll was described as long and a witness saw the wings rocking from side to side after takeoff. The airplane struck trees one mile off the end of the runway, crashed and burned. Post accident investigation found snow contamination on the top of one wing that did not burn and the top of the horizontal stabilizers and elevators. No discrepancies were found with the engine or airframe. Both occupants were killed.

The Cessna 208B made a takeoff with light wet snow falling, at night. The airplane reached an altitude of 700 feet agl prior to making a steep descent, striking trees and impacting inverted. Radar data showed the aircraft lift off point and initial climb rate approached that shown in the flight manual for short field technique. Two other Cessna 208's preceded the accident aircraft from the same airport, one 13 minutes prior and the other 3 minutes prior. Radar data showed they climbed at a slower rate. The accident airplane had come from a hangar and was not deiced prior to departure. A pilot flying a identical airplane with a similar load commented that his climb rate was lower than normal. Another pilot commented that this was the first wet snow of the year and it was sticking to his engine cowling. The pilot, sole on board, was killed.

As the pilot was en route to Greensboro (his destination), he flew past Shiloh and noted that weather at the airport was clear, but from about 10 south of Shiloh, ground fog extended to the south. At 0634 est, he contacted Greensboro tower and was advised the RVR was 1,600 feet. His minimums were 1,800 feet. He held for a period of time, but the weather continued to deteriorate, so he diverted to the Rockingham County-Shiloh Airport, where no weather reporting facilities were available. After being vectored over the alternate airport, he was unable to get enough visual cues for a visual approach, so he elected to make an sdf approach. The pilot stated that when he reached the minimum descent altitude (MDA), he saw the runway and proceeded to make a visual approach. As he continued, patchy fog began to obscure the runway, so he maneuvered the aircraft to keep it in site, then elected to go around. However, as he began the go-around, the aircraft hit trees and crashed. Elevation of the crash site was approximately 700 feet. MDA for the approach was 1,120 feet msl.

Pilot said he encountered severe to extreme turbulence upon reaching missed approach point and felt aircraft might stall if he began immediate right turn as called for in missed approach procedure. Pilot said he made left turn at 15 DME (missed approach point is at 11.5 DME) because there was higher terrain to right. Aircraft collided with trees on mountain 3 miles east of airport. Weather analysis indicated potential for light to moderate turbulence but not severe to extreme turbulence. Pilots landing and departing airport prior to and after accident reported light to moderate chop. Radar showed aircraft speed at 183.1 kts between iaf and faf. Between faf and missed approach point, aircraft speed was 95.7 kts. Pilot said he referred to current commercial instrument approach chart while executing approach. Only obsolete government instrument approach book was found in aircraft. Radios were not tuned to missed approach navaids. Pilot-rated passenger said pilot panicked after encountering turbulence.