Chehalis

After an uneventful flight, a jet airplane on a business flight was landing at its destination. The pilot reported to the tower controller that the airport was in sight and requested to land. The pilot further reported that, while on left base, he started to lower the flaps and extended the gear handle. He did not recall confirming whether the gear was down and locked but reported that there were no landing caution annunciations or aural warnings. Before making contact with the runway, the pilot noticed that the airplane floated longer than expected and upon touchdown realized that the landing gear was not extended. The airplane skidded down the runway and came to a stop just past the departure end of the runway. The pilot secured the engines and assisted the passengers out of the airplane. During the evacuation, the pilot reported that the airplane was on fire near the right engine. Shortly thereafter, the airplane was engulfed in flames. When the airplane was raised for recovery, all three-landing gear were free from their uplocks and dropped down to the extended position. Post accident examination confirmed the main landing gear uplocks were in the gear release (unlocked) position. In addition, the left main landing gear door was also partially extended on the airplane after it came to rest. The landing gear handle was observed in the down (extended) position during the examination. Accounting for the position of the landing gear uplocks, the landing gear door upon landing, and the witnesses’ observation of the airplane not having its landing gear extended, it is likely that the pilot positioned the landing gear handle to the down (extended) position just before or during landing. Nevertheless, the pilot failed to ensure that the landing gear was down and locked before landing. Examination of the landing gear handle and landing gear circuit cards revealed no anomalies. A review of the ADS-B data revealed that the airplane’s airspeed was fast on the approach and landing. The airplane’s ground speed was about 143 knots as it passed over the runway threshold, which was above the airspeed that the landing gear not extended warning system would activate (130 knots). Additionally, the airplane’s flaps were likely configured in the takeoff/approach setting (15°), which would not activate the landing gear not extended warning system. Stabilized approach criteria for airspeed and configuration were not maintained on the approach and landing.

About 14 minutes after departing on the cross-country flight in instrument meteorological conditions, the airplane was observed on radar climbing through 14,800 feet mean sea level (msl). At this time, the pilot radioed to air traffic control (ATC) that he was returning to the departure airport. About 7 seconds later, the pilot transmitted that he had lost an engine and again stated that he was returning to the departure airport. About 50 seconds later, the pilot transmitted, “We’re losing it.” There was no further communication with the pilot. Radar data revealed that at 14,800 feet msl the airplane began a right 360-degree turn at 8 degrees per second, and about 120 degrees into the turn, it began a descent averaging 5,783 feet per minute. The airplane remained in a right turn until radar contact was lost at 10,700 feet msl. The airplane impacted a 30-degree slope of a densely forested mountain about 2,940 feet msl in a near vertical, slightly right-wing-low attitude. A logger working in the area reported hearing a “very loud roaring sound,” like an airplane diving toward his location and that it seemed to be “really under power.” The logger described the weather as being “socked in,” with light rain and not much wind. Post accident examination revealed that propeller damage was the result of impact forces, with no indications of fatigue or propeller failure before impact. It was also noted that the left propeller was being operated under conditions of some power at impact, while the right propeller was not operating under conditions of significant power at impact. Based on these findings, it is most likely that the pilot experienced a partial loss of power of the right engine and, after incorrectly initiating a right turn into the failed engine, allowed the rate of turn to increase to the point that the airplane became uncontrollable before impact with terrain. The reason for the partial loss of engine power was not determined because postaccident examination of the airframe and both engines did not reveal any mechanical malfunctions or failures that would have precluded normal operation.

An unexpected situation was encountered in flight and ten crew members bailed out and abandoned the aircraft that crashed in Chehalis. The eleventh occupant who stayed on board was killed.