Nassau-Lynden Pindling

Shortly after takeoff from Nassau-Lynden Pindling Airport Runway 14, while in initial climb, the twin engine airplane went out of control and crashed in a pond, bursting into flames. The pilot, sole on board, escaped uninjured while the airplane was destroyed.

Shortly after takeoff from Deadmans Cay Airport Runway 09, while climbing, both engines lost power simultaneously. The airplane went out of control, impacted trees and crashed some 3 km northwest of the airfield. The airplane came to rest in bushes and was destroyed by impact forces. There was no fire. Among the seven people on board, a woman passenger was killed and six other occupants were injured.

On the 5th July, 2021 at approximately 3:45PM, EDT (1945UTC), an Israeli Aircraft Industries, (IAI) Westwind 1124A aircraft, United States registration N790JR, crashed a short distance from the end of runway 32 at the Treasure Cay International Airport (MYAT), Treasure Cay, Abaco, Bahamas. The aircraft plowed through airport lighting equipment at the end of the runway, hitting and breaking several trees along its path. A trail of aviation fuel and pieces of the aircraft and avionics equipment from the flight deck, were left behind before the aircraft finally hit a small mound (hill), spinning, hitting several additional trees, breaking apart and bursting into flames. The aircraft came to rest at coordinates 26°45’21.50”N, 77°24’7.26”W, approximately 2,000 feet (.33 miles) from the end of runway 32. As this airport did not have a fire truck or crash and rescue personnel stationed on site, assistance with fire services were requested from the town. Two firetrucks from the township responded, however, due to the location of the crash, and no access road available, the trucks were unable to reach the crash site and assist in extinguishing the blaze. The fire continued unimpeded, dampened only by the intermittent downpour of rain, which did not aid in extinguishing the blaze, but rather, only limited the spread of the fire to surrounding bushes. The raging fire totally destroyed the aircraft and much of the control surfaces and components in the direct area of the blaze. On July 6, a team of investigators from the AAIA and CAA-B were dispatched to the scene. Upon arrival of the investigation team, surrounding brush and trees, as well as some parts and components of the aircraft were still burning. Initial assessments pointed to a possible failure of the aircraft to climb and perform as required. Runway 14/32 is 7,001 x 150 feet with an asphalt surface and based on the distance the aircraft traveled from the end of the runway to its final resting place, the signature marking on trees and airport lighting fixtures struck by the aircraft, in addition to the ground scars, along with pieces of the aircraft beyond the runway, up to the final resting place of the aircraft, it appears the aircraft was approximately 2 to 5 feet about the surface and not developing any lift or climb performance, while developing full power over the ground, striking trees and brush along its path. Investigations uncovered the private flight with a crew of two (2), proposed a flight time departure of 2:10PM EDT from the Treasure Cay International Airport (MYAT), with a planned destination of Nassau, Bahamas (MYNN) and an arrival time of 2:33PM EDT, according to flight plan retrieved from Flightaware.com. The flight plan did not specify whether the flight would be operated under Visual Flight Rules (VFR) or Instrument Flight Rules (IFR). According to witness statements taken at Treasure Cay, witnesses recalled two pilots entering the ramp after 3 pm. Witnesses also stated that one of the persons onboard advised customs that they will be departing for Marsh Harbor for fuel in the aircraft (N790JR).

On the 18th October 2019, at approximately 4:30 PM local time, a Douglas DC-3C aircraft, registration N437GB crashed in the ocean; at coordinates 25°05.55N 077°30.29W, approximately 2.87miles from Runway 14 at the Lynden Pindling International Airport (MYNN) Nassau, Bahamas. There were 2 souls on board. The pilot reported that the left engine failed approximately 25-30 nautical miles from MYNN. The pilot further stated that during single engine operation, the aircraft performance was not optimal so the decision was made to land the aircraft in the ocean. The Air Traffic Control tower was notified by the crew of N437GB, that they will be performing a control water landing. The Royal Bahamas Defense Force was notified. Rescue efforts were then put into place. No injuries were received by the occupants of the aircraft. Aircraft could not be located for physical analysis to be carried out. The weather at the time of the accident was visual meteorological conditions and not a factor in this accident. A limited scope investigation was conducted, no safety message or recommendations were issued.

On the 20th May 2019, at approximately 10:25 AM LCL, a Cessna 402 aircraft, registration C6-AAL was involved in a runway excursion after landing at the Staniel Cay Airport (MYES), Exuma, Bahamas. The aircraft had recently departed from the Lynden Pindling International Airport (MYNN) with a total of nine souls on board. According to the pilot, the flight was uneventful up until the point of landing. After landing and during roll-out, the pilot observed that although brakes were being applied, there was no braking action on the left side. The pilot advised that he continued to apply brakes, whilst maintaining back pressure on the yoke, however, only the right brakes responded and subsequently there was a loss of directional control that led to a runway excursion taking place (to the left). The aircraft received extensive damages including to its left propeller and wing, nose cone, left main gear and assembly, undercarriage. The weather at the time of this occurrence was visual meteorological conditions and was not a factor. No injuries were reported.

According to the first officer, during the first cargo flight of the day, the left engine propeller control was not working properly and the captain indicated that they would shut down the airplane and contact maintenance if the left engine propeller control could not be reset before the return flight. For the return flight, the engines started normally, and both propellers were cycled. The captain and the first officer were able to reset the left propeller control, so the airplane departed with the first officer as the pilot flying. The takeoff and initial climb were normal; however, as the airplane climbed through 4,000 ft, the left engine propeller control stopped working and the power was stuck at 2,400 rpm. The captain tried to adjust the propeller control and inadvertently increased power to 2,700 rpm. The captain then took control of the airplane and tried to stabilize the power on both engines. He leveled the airplane at 4,500 ft, canceled the instrument flight rules flight plan, and flew via visual flight rules direct toward the destination airport. The first officer suggested that they return to the departure airport, but the captain elected to continue as planned (The destination airport was located about 160 nautical miles from the departure airport). The first officer's postaccident statements indicated that he did not challenge the captain's decision. When the flight began the descent to 1,500 ft, the right engine began to surge and lose power. The captain and the first officer performed the engine failure checklist, and the captain feathered the propeller and shut down the engine. Shortly afterward, the left engine began to surge and lose power. The captain told the first officer to declare an emergency. The airplane continued to descend, and the airplane impacted the water "violently," about 32 miles east of the destination airport. The captain was unresponsive after the impact and the first officer was unable to lift the captain from his seat. Because the cockpit was filling rapidly with water, the first officer grabbed the life raft and exited the airplane from where the tail section had separated from the empennage. The first officer did not know what caused both engines to lose power. The airplane was not recovered from the ocean, so examination and testing to determine the cause of the engine failures could not be performed. According to the operator, the flight crew should have landed as soon as practical after the first sign of a mechanical issue. Thus, the crew should have diverted to the closest airport when the left engine propeller control stopped working and not continued the flight toward the destination airport.

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.

On Thursday April 4, 2013 at approximately1:00AM DST (0500 UTC) a fixed wing, twin-engine, Cessna 402C aircraft Bahamas registration C6-BGJ, serial number 402C0106, crashed into obstacles (vehicles) while landing on Runway 06 at Mayaguana International Airport (MYMM), Abraham’s Bay, Mayaguana, Bahamas. The pilot in command stated that on April 3, 2013, he received a call at approximately 9:30PM from the Princess Margaret Hospital requesting emergency air ambulance services out of Mayaguana. The local police on the island was contacted to confirm lighting approval and availability in order to conduct the emergency flight. After confirming lighting arrangements with Nassau Air Traffic Control Services, and obtaining the necessary clearance, the pilot in command, along with a copilot and one passenger, (a nurse), proceeded with the flight to Mayaguana. The flight departed Lynden Pindling International Airport at approximately 1:30PM DST (0330UTC). The destination was Abraham’s Bay, Mayaguana, Bahamas. The pilot in command also reported “about 1 hour and 40 minutes later we arrived at Mayaguana Airport, leveled off at 1500 feet and about 4 miles left base Runway 06, we had the runway in sight via lighting from vehicles.” The crew continued with the landing procedures. The aircraft touch down approximately 300 feet from the threshold on runway 06, the pilot in command reported that prior to the nose gear making contact with the runway “the right wing hit an object (vehicle), causing the aircraft to veer out of control to the right eventually colliding with a second vehicle approximately 300 to 400 feet on the right side (southern) of Runway 06.” The impact of the right wing of the aircraft with the second vehicle, caused the right wing (outboard of the engine nacelle) and right fuel sealed wet wing tank to rupture releasing the aircraft fuel in that wing, which caused an explosion engulfing the vehicle in flames. The force of the impact with the second vehicle caused the right main gear to break away from the aircraft and it was flung ahead and to the left side of the runway approximately 200 feet from the point of impact with the truck. As the right main gear of the aircraft was no longer attached, the aircraft collapsed on its right side, slid onto the gravel south (right) of the runway and somewhere during this process, the nose gear also collapsed. The pilot immediately shut off the fuel valve of the aircraft and once the engines and the aircraft came to a stop, the three occupants evacuated the aircraft. The occupants of the aircraft did not sustain any visible injuries requiring medical attention or hospitalization. However, three (3) occupants of the second vehicle that was struck, were fatally injured. The airplane sustained substantial damages as a result of the impact and post impact crash sequence. The impact with the first vehicle occurred at approximately 427 feet from the threshold of runway 06 and at coordinates 28˚ 22’30”N and 073˚ 01’15’W. The flight was operated on an Instrument Flight Rules flight plan. Instrument Meteorological Conditions (night) prevailed at the time of the accident.

The twin engine aircraft was operating a taxi flight from Nassau-Lynden Pindling Airport to Deadmans Cay, and departed Nassau around 1 pm. On approach to Deadmans Cay, the crew encountered technical problems and was unable to lower the gear. The captain decided to perform a belly landing. The aircraft skidded on runway for several yards then veered off runway before coming to rest. There was no fire. While all occupants escaped uninjured, the aircraft was damaged beyond repair.

While approaching Nassau-Lynden Pindling Airport runway 27 in poor weather conditions (cold front), the twin engine aircraft crashed into the sea few km offshore. Some debris were found floating on water north of Nassau. Both pilots were killed.