Nassau

On Tuesday December 2nd, 2014 at approximately 8:45 am (1345Z) a Ferg’s Air Limited, Piper PA-31-350 Navajo aircraft, registration C6-REV, operated as Southern Air Limited Flight 302, ditched in waters approximately 6nm from shore in the southwestern district of New Providence. The flight originated at Governor’s Harbour, Eleuthera (MYEM) with 10+1 persons on board at approximately 8:15 am in Visual Meteorological Conditions (VMC). At around 8:30am, the aircraft 15 nautical miles east of Lynden Pindling International Airport at 4,500 feet contacted Nassau Air Traffic Control Tower. The aircraft was instructed that runway 09 was in use and they can expect a landing on that runway. Upon final approach to runway 09, with the landing gears selected to the “EXTEND” position, only the nose and right main landing gear lights indicated the “down and locked” position. The left main landing gear light did not illuminate to indicate the “down and locked” position, so the landing was aborted and the pilot requested to go around so he could recycle and troubleshoot the landing gear issue. The pilot made a left turn, flew over the north western shoreline and recycled the landing gears a few times and also tried the emergency hand pump in an attempt to extend the gear. Despite all efforts, the left main landing gear light still did not illuminate to indicated the gear was in the safe “down and locked” position. At this time the aircraft was allowed to fly by the tower so that the controller may make a visual check of the landing gears to see if they were in the extended position. The controller advised the pilot that all gears “appeared to be extended”. Once again the pilot proceeded outbound to make another attempt for landing. For this approach the pilot made a right turn over the southwestern shoreline and proceeded downwind to runway 09. While on the downwind to runway 09 the pilot stated he began to experience problems with the right engine. The engine eventually stopped and all attempts to restart were unsuccessful. As a result of single engine operation, level flight could not be maintained even after retracting the gears and cleaning up the airplane. The decision was made by the pilot to ditch in the water vs. attempting to make the airport where numerous trees and obstacles would make the landing more difficult if the runway could not be made. After touching down on the water the most of the occupants were able to evacuate the aircraft through the normal and emergency exits before the aircraft sank into the ocean. One passenger died during the process. Witness stated that “the plane skipped across the water three times before rotating and hitting with a severe impact. The port (left) tail section received the bulk of the impact as did the port side of the plane.” Eye witness further stated that the passenger that died and “luggage from the baggage compartment were ejected from the rear of the plane on the port side.” “Multiple passengers could not swim or were extremely limited in their ability to swim.” Despite the plane having the full complement of survival equipment (life vests), only two were taken out of the aircraft. Passengers were holding on to bags and other debris that floated out of the aircraft as it submerged. Passengers helped each other until rescuers arrived to assist. Estimates from eye witness were that “the entire plane disappeared under water from 30 to 60 seconds after impact.” The depth where the aircraft came to rest on the water was reported as in excess of 6,500 feet. Once the aircraft settled, it submerged and was not able to be recovered. Safety concerns raised by eye witness could not be confirmed as the plane was never recovered.

The aircraft crashed into a garbage and metal recycling plant after striking a towering crane in the Grand Bahama Shipyard, while attempting a second landing approach to runway 06 at Freeport International Airport (MYGF), Freeport, Grand Bahama, Bahamas. The aircraft made an initial ILS instrument approach to Runway 06 at the Freeport International Airport but due to poor visibility and rain at the decision height, the crew executed a go around procedure. The crew requested to hold at the published holding point at 2,000 feet while they waited for the weather to improve. Once cleared for the second ILS approach, the crew proceeded inbound from the holding location to intercept the localizer of the ILS system associated with the instrument approach. During the approach, the crew periodically reported their position to ATC, as the approach was not in a radar environment. The crew was given current weather conditions and advised that the conditions were again deteriorating. The crew continued their approach and descended visually while attempting to find the runway, until the aircraft struck the crane positioned at Dock #2 of the Shipyard at approximately 220 feet above sea level, some 3.2 nautical miles (nm) from the runway threshold. A fireball lasting approximately 3 seconds was observed as a result of the contact between the aircraft and the crane. The right outboard wing, right landing gear and right wingtip fuel tank, separated from the aircraft on impact. This resulted in the aircraft travelling out of control, some 1,578 feet (526 yards) before crashing inverted into a pile of garbage and other debris in the City Services Garbage and Metal Recycling Plant adjacent to the Grand Bahama Shipyard. Both crew and 7 passengers were fatally injured. No person on the ground was injured. The crane in the shipyard that was struck received minimal damages while the generator unit and other equipment in the recycling plant received extensive damages.

On June 9, 2008, about 1401 eastern daylight time, an Aero Commander 500S, N501AP, registered to and operated by Gramar 500, Inc., experienced a loss of engine power in both engines and was ditched in the Atlantic Ocean about 1/2 mile south of North Bimini, Bahamas. Visual meteorological conditions prevailed in the area and a visual flight rules flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Nassau International Airport (MYNN), Nassau, Bahamas, to Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida. The airplane was destroyed due to salt water immersion, and the airline transport rated pilot, the sole occupant, was not injured. The pilot stated that when the flight was past Bimini, the right engine started running rough and losing power. He turned southeast to enter a left base for runway 09 at South Bimini Airport, and the left engine also began to run rough and lost power. The pilot ditched the aircraft, evacuated into a life raft, and was rescued by a pleasure boater. The pilot also stated that 25 gallons of fuel were added while at MYNN, for a total fuel supply of 90 gallons. Both engines were test run 8 days after the accident using a test propeller. Both engines ran to near maximum RPM. One magneto from each engine was replaced prior to the test run.

The airplane's right engine experienced a complete loss of power immediately after takeoff and the airplane began to slow. The airplane reached an altitude of approximately 91 feet above ground level and then entered an uncontrolled descent consistent with the onset of a velocity minimum control (VMC) roll to the right. No evidence of any preimpact failures or malfunctions with either the engine or airframe was discovered, and evidence at the scene indicated that the landing gear had been retracted and the right engine propeller feathered. Examination of the cockpit revealed the right engine fuel selector was positioned between the "60 GAL RIGHT AUX" detent and the "RIGHT ENG OFF" detent. Examination of the fuel system between the selector and the right engine indicated that it was in this position prior to impact. Also, placards next to the fuel selectors stated, "WARNING POSITION SELECTORS IN DETENTS ONLY. NO FUEL FLOW TO ENGINES BETWEEN DETENTS." The pilot loaded the majority of the cargo and performed the weight and balance calculations. Examination of the fuselage revealed that all six cargo bins were full. The investigation also discovered that the furthest aft bin contained 265 pounds of cargo even though placarded for a maximum of 75 pounds. All other bins were loaded considerably below their maximum weight limits. Weight and balance calculations revealed the information listed on the weight and balance form produced by the pilot was erroneous and that the actual center of gravity (CG) of the airplane was rear of the aft CG limit, which would have created instability in the handling characteristics of the airplane, especially after a loss of engine power. In addition, the aft-of-limit CG would have increased the airspeed needed to prevent the airplane from entering a VMC roll. Performance calculations indicate that with the right engine having lost power immediately after takeoff, the airplane would most likely not have been able to continue the departure on one operating engine.

On June 27, 2007 about 1721 eastern daylight time (2121Z) a Pilatus Britten Norman Islander, N133RS registered to and owned by FYP LTP, and operated by Golden Wings Charter, Windsor Field, Nassau, Bahamas, had crashed short of runway 14. Just prior to crashing, approximately 1718 eastern daylight time (2118Z), the pilot of aircraft N133RS reported the left engine had failed. At approximately 1721 eastern daylight time (2121Z), the pilot reported he was unable to make runway 14 and crashed approximately ½ mile short of Runway 14. The State of Manufacture and State of Design along with the State of Registry were notified of the accident on June 28, 2007. They were invited to participate in the investigation in accordance with Annex 13 and CASR 2001 Schedule 18. Visual Meteorological Conditions prevailed at the time of the accident. The flight originated from Lynden Pindling International Airport, Nassau [MYNN] to Little Whale Cay, Berry Island [MYBX] and returned to Nassau [MYNN], the incident leg. The airplane sustained substantial damage. The Pilot was the only person aboard the aircraft. The Pilot in Command holds a current United States Commercial Pilot Rating. No serious injuries or fatalities were reported.

Following an uneventful flight (service UP353) from Nassau, the crew started the descent to Governor’s Harbour. After landing on runway 15, the left main gear collapsed. The aircraft slid for few dozen metres then turn slightly to the left and came to rest on the main runway. All 51 occupants evacuated safely, nevertheless, few passengers suffered minor injuries. The aircraft was damaged beyond repair.

The pilot stated that when the airplane was 3 miles east of the shoreline, at 3,000 feet, he felt a short tremor in the left engine followed by loss of power from the left engine. The pilot elected to return to the departure airport while declaring an emergency to air traffic control. During the process of securing the left engine the pilot noticed the propeller did not feathered and the airplane was descending quickly. He maneuvered the airplane and ditched in a lake. On September 26, 2003 engine s/n: 34592 was removed from the accident airplane due to high oil consumption with 1,225 hours of time in service. It was reportedly preserved and stored at the operator's warehouse. The mechanic who reportedly preserved the engine stated he followed the steps in the manual that was provided by the operator. On October 27, 2004 the left engine, s/n: NK510332, which was producing metal for months, was removed and engine s/n: 34592 was taken out of preservation and installed in the left position on the accident airplane with a new overhauled propeller assembly. On November 06, 2004, the left engine's, s/n: 34592, propeller governor was replaced due to the left propeller slow to response to power setting. During the post accident engine examination, the engine's main oil screen was observed with deposits of metal flakes and fragments, the oil scavenge pump would not rotate and had deposits of metal fragments internally; the engine was seized and wound not rotate. Catastrophic damage was observed to the accessories drive gears, oil transfer tube, and protection covers in the front accessory area. It was observed during a visual inspection of the crankshaft and bearings, including the front journal and front crankpin had damaged and sections of their respective bearings missing. The master rod bearing had incurred a catastrophic failure. Several cylinders skirts were found with impact marks from piston rods. Before removing the propeller assembly from the engine, the propeller feather system was flush with fresh oil and pressured with a feathering pump; the propeller blades were observed moving toward the feather position. Examination of the propeller assembly revealed metal contamination throughout the system; the propeller's governor screen gasket was clogged with metal contamination. The maintenance manual provided by the operator used for the engine preservation details several tasks required to be accomplished to the engine for proper engine preservation (i.e. thrust bear, cylinder, and propeller shaft treatments), which the mechanic did not mention he performed. No documentation for inspection and condition status of the dehydrator plugs were available. Documentation for flushing of contamination from the metal producing engine, s/n NK510332, was not available nor knowledge by the operator if since a process was preformed to the left engine's oil tank and its system before installation of engine s/n: 34592. An FAA review of the cargo manifest discovered two different manifest weights. The cargo manifest obtained at the accident scene showed a total of 267 pieces of cargo annotated at a total weight of 10, 837 lbs. The sealed cargo manifest package showed a total of 267 pieces of cargo annotated at a total weight of 14,182 lbs. The maximum payload weight for the accident airplane is 13,586 lbs.

The occurrence of this accident was notified to the Flight Standards Inspectorate by the Nassau Control Tower. On October 22, 2004 about 1328 eastern daylight time (1828Z) a Beechcraft 1900C, N79YV registered to JODA LLC of Chesterfield Missouri, and operated by Southern Air Charter Limited of Nassau, Bahamas, was ditched. The accident occurred in approximately four (4) feet of water, approximately 82 yards off the southern shoreline of New Providence Island (6.98 nautical miles southeast of the Nassau International Airport). The State of Manufacture of the airframe and engines (United States) was advised of the accident on that day and invited to participate in the investigation. The NTSB as well as the FAA were also notified and subsequently made party to the investigation, as the aircraft was a United States registered aircraft operating on an approved United States 129.14 maintenance program. Visual Meteorological Conditions prevailed at the time and an outbound visual flight plan was on file. N79YV operated as a schedule air commuter on a domestic transport flight. The flight originated from Arthur’s Town, Cat Island Bahamas enroute to Nassau International Airport, Nassau, Bahamas. The airplane sustained substantial damage. The occupants of the aircraft consisted of eight (8) passengers and a crew of two (2). The Pilot in Command held an Airline Transport Pilot rating and the First Officer held a Commercial Pilot rating. Both crews were certificated by the Federal Aviation Administration, (FAA). No serious injuries or fatalities were reported.

On November 3, 2002, at 2330 central standard time, a Piper PA-31-350 twin-engine airplane, N74946, was destroyed upon impact with terrain during a forced landing following a loss of engine power to both engines near Cambita, Dominican Republic. One passenger was fatally injured and the commercial pilot and another passenger were seriously injured. The airplane was owned and operated by an unknown individual. Night visual meteorological conditions prevailed for the international cross country-flight for which an instrument flight rules (IFR) flight plan was filed. The flight originated in Nassau, The Bahamas, at an undetermined time, with Port-au-Prince at its intended destination; however, the flight proceeded to Santo Domingo, after encountering severe weather conditions at Port-au-Prince.

On July 20, 2000, about 1312 eastern daylight time, a Douglas DC-3, N54AA, registered to Allied Air Freight, Inc., operating as a Title 14 CFR Part 135 cargo charter flight, crashed after takeoff from Nassau International Airport, New Providence Island, Bahamas. Visual meteorological conditions prevailed and a VFR flight plan was filed. The airplane was destroyed by post crash fire and the ATP-rated pilot and commercially-rated copilot were fatally injured. The flight originated about 6 minutes before the accident. According to initial reports, after takeoff from runway 14, the pilot advised the tower that he would have to shut down the right engine and return for an emergency landing on runway 14. The airplane was observed to lose altitude and crash about 2 miles from the airport, east of the extended centerline of runway 14.