Crash of a Cessna 560 Citation Encore in the Atlantic Ocean: 1 killed

Date & Time: May 24, 2019 at 1755 LT
Type of aircraft:
Operator:
Registration:
N832R
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Saint Louis - Fort Lauderdale
MSN:
560-0585
YOM:
2001
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
9016
Aircraft flight hours:
4744
Circumstances:
The airline transport pilot departed on a repositioning flight in the jet airplane. The airplane was in level cruise flight at 39,000 ft mean sea level when the pilot became unresponsive to air traffic controllers. The airplane continued over 300 miles past the destination airport before it descended and impacted the Atlantic Ocean. Neither the pilot nor the airplane were recovered, and the reason for the airplane's impact with water could not be determined based on the available information.
Probable cause:
Impact with water for reasons that could not be determined based on the available information.
Final Report:

Crash of a Dassault Falcon 20C in Pueblo

Date & Time: Jan 21, 2004 at 0040 LT
Type of aircraft:
Operator:
Registration:
N200JE
Flight Type:
Survivors:
Yes
Schedule:
Saint Louis – Pueblo
MSN:
133
YOM:
1968
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3750
Captain / Total hours on type:
1900.00
Copilot / Total flying hours:
2850
Copilot / Total hours on type:
110
Aircraft flight hours:
8378
Circumstances:
The captain reported that he obtained weather briefings prior to and during the flight. The briefings did not include any NOTAMS indicating a contaminated runway at their destination airport. The captain obtained a report from the local fixed base operator that a Learjet had landed earlier and reported the runway as being okay. The tower was closed on their arrival, so they made a low pass over the airport to inspect the runways. Based on the runway and wind conditions, they decided their best choice for landing was on runway 08L. The captain said the landing was normal and the airplane initially decelerated with normal braking. As they encountered snow and ice patches, the captain said he elected to deploy the thrust reversers. The captain said that as the thrust reversers deployed, the airplane began to yaw to the left and differential braking failed to realign the airplane with the runway. The captain said the airplane departed the left side of the runway and rotated counter clockwise before coming to rest on a southwesterly heading. A witness on the airport said, "I watched them touch down. I heard the [thrust] reversers go on and then off, and then on again. As they came back on for the second time, that's when the plane started making full circles on the runway. This happened two, maybe three times before going off the side of the runway." The airplane's right main landing gear collapsed on departing the runway, causing substantial damage to the right wing, right main landing gear and aft pressure bulkhead. At the accident site, the right engine thrust reverser was partially deployed. The left engine thrust reverser was fully deployed with the blocker doors extended. An examination of the airplane revealed a stuck solenoid on the right engine thrust reverser. No other system anomalies were found. Approximately 33 minutes prior to the accident, the pilot requested from Denver Air Route Traffic Control Center, the weather for the airport. Denver Center reported the conditions as "winds calm, visibility 6 miles with light mist, 3,000 overcast, temperature zero degrees Centigrade (C) dew point -1 degree C, altimeter three zero 30.20, and there was at least a half inch of slush on all surfaces." The pilot acknowledged the information. The NOTAM log for the airport showed that at 2115, the airport issued a NOTAM stating there was "1/2 inch wet snow all surfaces." The airport operations manager reported that at the time of the accident the runway surface was covered with 3/4 inch of wet snow. The airport conducts a 24 hour, 7 days a week operation; however, operations support digresses to fire coverage only after 2300.
Probable cause:
The pilot's improper in-flight planning/decision to land on the contaminated runway, the stuck thrust reverser solenoid resulting in partial deployment of the right engine thrust reverser, and the pilot's inability to maintain directional control of the airplane due to the asymmetric thrust combined with a contaminated runway. Factors contributing to the accident were the wet, snow-covered runway, the airport's failure to remove the snow from the runway, and the pilot's failure to recognize the reported hazardous runway conditions by air traffic control.
Final Report:

Crash of a Cessna 550 Citation II in Marco Island: 2 killed

Date & Time: Dec 31, 1995 at 1225 LT
Type of aircraft:
Operator:
Registration:
N91MJ
Flight Type:
Survivors:
No
Schedule:
Saint Louis - Marco Island
MSN:
550-0101
YOM:
1979
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
13026
Captain / Total hours on type:
2500.00
Aircraft flight hours:
6025
Circumstances:
The flight was cleared for the VOR/DME approach to runway 17 at the Marco Island Airport. The CVR recorded conversation between the pilot and co-pilot reference to the approach, specifically the MDA both in mean sea level and absolute altitude for a straight-in-approach to runway 17. The flight crew announced that the flight was landing on runway 35. The flight crew did not discuss the missed approach procedure nor the circling minimums. The flight continued and the co-pilot announced that the flight was 5 miles from the airport to descend to the MDA to visually acquire the airport. While descending about 8.5 feet of the left wing of the airplane was severed by a guy wire about 587 feet above ground level from an antenna that was 3.36 nautical miles from the threshold of runway 17. The tower is listed on the approach chart that was provided to the flight crew. The airplane then rolled left wing low, recovered to wings level, then was observed to roll to the left, pitch nose down, and impacted the ground. A fireball was then observed by witnesses. The altimeters, air data computer, and pilot's airspeed indicator were last calibrated about 8 months before the accident. The co-pilots altimeter was found set .01 high from the last known altimeter setting provided to the flight crew. The CVR did not record any conversation pertaining to failure or malfunction of either the pilot or copilot's HSI, the DME or Altimeters. There were no alarms from the VOR/DME monitoring equipment the day of the accident. The flight crew of another airplane executed the same approach about 30 minutes before the accident and they reported no discrepancies with the approach. The MDA for the segment of the approach between where the tower is located is no lower than 974 feet above ground level.
Probable cause:
The pilot's disregard for the MDA for a specific segment of the VOR/DME approach which resulted in the inflight collision with a guy wire of an antenna and separation of 8.5 feet of the left wing.
Final Report:

Crash of a De Havilland DHC-6 Twin Otter 300 off Dakar: 3 killed

Date & Time: Dec 9, 1993 at 1839 LT
Operator:
Registration:
6V-ADE
Survivors:
No
Schedule:
Saint-Louis - Dakar
MSN:
393
YOM:
1973
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
Following an uneventful flight from Saint Louis, the crew was cleared to descend to Dakar-Yoff Airport and was instructed to maintain 3,000 feet over YF VOR. At the same time, a NAMC YS-11A-117 operated by Gambia Airways departed Dakar-Yoff Airport on a regular schedule flight to Banjul. Registered C5-GAA, the aircraft was carrying 34 passengers and a crew of four. Its pilots were instructed to climb via radial 140 and maintain the altitude of 2,000 feet while over YF VOR. When both aircraft reached the YF VOR, they collided. While the crew of the NAMC was able to return to Dakar and land safely despite the left wing was partially torn off, the Twin Otter entered an uncontrolled descent and crashed in the sea few km offshore. All three occupants were killed.
Probable cause:
It was determined that both crew failed to respect their assigned altitude, causing both aircraft to collide. At the time of the accident, the Twin Otter was about 100-300 feet too low and the NAMC was about 700-900 feet too high.

Crash of a Beechcraft 200 Super King Air in Vichy

Date & Time: Jan 11, 1991 at 2030 LT
Registration:
N200MR
Flight Type:
Survivors:
Yes
Schedule:
Saint Louis - Vichy
MSN:
BB-219
YOM:
1977
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
7667
Captain / Total hours on type:
258.00
Aircraft flight hours:
1596
Circumstances:
While executing a VOR approach, on a dark, foggy night, depth perception and ground contact were lost when the landing lights were turned on short final. A hard landing resulted, before corrective action became effective, resulting in wing spar, engine mounting support and propeller damage. The runway, and entire airport was covered with about 3 inches of mirror smooth ice, causing considerable glare. All four occupants escaped uninjured.
Probable cause:
A restricted visual outlook and go-around was not performed by the pilot. Factors related to the accident were a dark night, fog and glare, ice covered runway and whiteout conditions.
Final Report:

Crash of a Mitsubishi MU-2B-60 Marquise in Chicago: 1 killed

Date & Time: Nov 16, 1988 at 2233 LT
Type of aircraft:
Registration:
N271MA
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Chicago - Saint Louis
MSN:
797
YOM:
1980
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
3507
Captain / Total hours on type:
904.00
Aircraft flight hours:
4282
Circumstances:
The first takeoff was aborted due to a perceived engine problem. Six minutes later on second takeoff, the aircraft climbed to 50 feet, drifted to the right, rolled right and impacted in the infield. This was a single pilot operation in a complex aircraft. Winds exceeded the demonstrated crosswind limitation of the aircraft. There was no evidence that the pilot was using the seat belt or shoulder harness. Post crash investigation of both engines and props determined that there were no operational defects and that both were producing power at the time of impact. Strong gusty winds varying in intensity from 15 to 30 knots and varying in direction from southwest to northwest were prevalent at the airport on the day of the accident. The prop condition levers were found in the taxi position and the power levers were set with the left engine near flight idle position and the right engine at the takeoff position. The pilot, sole on board, was killed.
Probable cause:
Occurrence #1: loss of control - in flight
Phase of operation: takeoff - initial climb
Findings
1. (f) weather condition - gusts
2. (f) weather condition - crosswind
3. (c) compensation for wind conditions - not maintained - pilot in command
4. (f) excessive workload (task overload) - pilot in command
5. (f) light condition - dark night
6. (c) directional control - not maintained - pilot in command
7. (f) procedures/directives - improper - pilot in command
----------
Occurrence #2: in flight collision with terrain/water
Phase of operation: descent - uncontrolled
Findings
8. Seat belt - not used - pilot in command
9. Shoulder harness - not used - pilot in command
Final Report:

Crash of a Piper PA-31-350 Navajo Chieftain in Independence: 3 killed

Date & Time: Jan 20, 1987 at 1228 LT
Operator:
Registration:
N60SE
Flight Phase:
Survivors:
No
Schedule:
Kansas City - Saint Louis
MSN:
31-8352010
YOM:
1983
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Captain / Total flying hours:
7418
Captain / Total hours on type:
596.00
Aircraft flight hours:
861
Circumstances:
The two aircraft, a Beech U-21A and a Piper PA-31-350, collided nearly head on at 7,000 feet msl over Independence, MO. In daylight VMC conditions with a visibility of 20 miles. The U-21 was in level cruise and the PA-31 was climbing eastbound to an undisclosed altitude enroute to Saint Louis. Both aircraft were equipped with operating mode-c transponders but the controller in contact with the U-21 did not observe the conflict and traffic advisories were not provided. The PA-31 was operating in accordance with visual flight rules. The U-21 was operating in accordance with instrument flight rules. After the collision both aircraft crashed in uncontrolled descent. There was no indication that either aircraft took any evasive action. The conflict alert subprogram of the ARTS III tracking system was not programmed to alert the controllers to the impending collision and the two controllers did not observe any target in the vicinity of the data block representing the U-21. All six occupants in both aircraft were killed.
Probable cause:
The National Transportation Safety Board determines that the probable cause of the accident was the failure of the radar controllers to detect the conflict and to issue traffic advisories or a safety alert to the flightcrew of the U-21; deficiencies of the see and avoid concept as a primary means of collision avoidance; and the lack of automated redundancy in the air traffic control system to provide conflict detection between participating and nonparticipating aircraft.
Final Report:

Crash of a Cessna 421A Golden Eagle I in Atmore: 8 killed

Date & Time: Jun 21, 1983 at 2331 LT
Type of aircraft:
Registration:
N2960Q
Survivors:
No
Schedule:
Pensacola - Saint Louis
MSN:
421A-0060
YOM:
1968
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
4150
Captain / Total hours on type:
100.00
Aircraft flight hours:
877
Circumstances:
About 20 minutes after takeoff the pilot reported the right engine had lost power and the aircraft would not maintain altitude. Vectors were provided for an emergency landing, but the aircraft crashed in a wooded area about 3 miles from the airport. There was evidence that the gear and flaps had been extended and the aircraft had entered a turn before impacting. Both props had evidence of low to moderate power and neither was feathered. An exam revealed unsymmetrical wear on the blades of the right turbocharger; its thrust spacer, pn 406990-9004, was worn and there was evidence of oil leakage. The 13 qt, right engine oil system had only 6.85 qts of oil remaining. Both turbochargers had been installed during an annual inspection in april 1983 and previously had been overhauled. The aircraft was estimated to be 844 lbs over its max weight limit and the aircraft cg limit was exceeded by about 4.8 inches. Six of the passengers were not restrained by seat belts. An associate estimated that the pilot had only 4 to 6 hours of rest in the previous 3 to 4 days. All eight occupants were killed.
Probable cause:
Occurrence #1: loss of engine power(partial) - mech failure/malf
Phase of operation: climb - to cruise
Findings
1. (f) exhaust system,turbocharger - worn
2. (f) maintenance - improper - other maintenance personnel
3. (f) fluid,oil - leak
4. (f) exhaust system,turbocharger - failure,partial
5. Propeller feathering - not performed - pilot in command
----------
Occurrence #2: forced landing
Phase of operation: descent - emergency
Findings
6. (f) preflight planning/preparation - improper - pilot in command
7. (f) aircraft weight and balance - exceeded - pilot in command
8. Passenger briefing - inadequate - pilot in command
9. Seat belt - not used - passenger
----------
Occurrence #3: loss of control - in flight
Phase of operation: approach
Findings
10. (f) light condition - dark night
11. (c) in-flight planning/decision - improper - pilot in command
12. (f) fatigue - pilot in command
13. (c) emergency procedure - improper - pilot in command
14. (f) lack of familiarity with aircraft - pilot in command
15. (c) gear extension - premature - pilot in command
16. (f) lowering of flaps - premature - pilot in command
17. (c) airspeed (vmc) - not maintained - pilot in command
----------
Occurrence #4: in flight collision with object
Phase of operation: descent - uncontrolled
Findings
18. (f) object - tree(s)
Final Report:

Crash of a Beechcraft E18S in Dayton

Date & Time: Jul 11, 1979 at 1425 LT
Type of aircraft:
Operator:
Registration:
N136C
Flight Type:
Survivors:
Yes
Schedule:
Cleveland - Saint Louis
MSN:
BA-79
YOM:
1955
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1850
Captain / Total hours on type:
773.00
Circumstances:
The pilot, sole on board, was completing a ferry flight from Cleveland to Saint Louis. While in normal cruise, he encountered engine problems, informed ATC and was vectored to Dayton-Wilbur Wright Field. On final approach, the airplane was too low, struck power cables and crashed. The pilot was seriously injured.
Probable cause:
Engine failure for undetermined reasons. The following contributing factors were reported:
- The pilot misused or failed to use flaps,
- Complete failure of one engine.
Final Report:

Crash of a Beechcraft D18S in Flint

Date & Time: Nov 3, 1978 at 0427 LT
Type of aircraft:
Registration:
N80369
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Saint Louis - Flint
MSN:
A-157
YOM:
1946
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2391
Captain / Total hours on type:
247.00
Circumstances:
Following a normal landing and braking procedure at Flint-Bishop Airport, while performing a cargo flight from St Louis, the pilot vacated the runway and rolled to the apron with he collided with a parked Piper PA-28-140 registered N54393. The pilot was uninjured while both aircraft were destroyed by a post crash fire.
Probable cause:
Ground collision with a parked aircraft after the pilot failed to see and avoid other aircraft. The following contributing factors were reported:
- Taxied without proper ground assistance,
- Windshield dirty,
- Fog,
- Restricted vision.
Final Report: