Santa Barbara

Air tanker N924AU had been dispatched from its base in Santa Barbara, CA to Missoula, MT to support fire suppression efforts involving a number of large fires in the Northern Region. The flight departed in VFR conditions at 16:05 PDT. While still in the area controlled by the Oakland FAA Air Route Traffic Control Center (ARTCC), the crew requested and received an Instrument Flight Rules (IFR) clearance. They were assigned an altitude of 23,000 feet. The Orion proceeded uneventfully and was handed off to the Approach Controller at Missoula (MSO). MSO Approach did not have, at that time, terminal radar equipment that covered their entire area of responsibility. At first contact with MSO Approach, the Orion was 26 miles southeast of the Missoula International Airport and descending to 12,000 feet. In the course of several exchanges between the Orion and the MSO Approach Controller, it was disclosed and confirmed that the Orion’s flight crew did not have the approach plate (or chart) depicting the published approach procedure for the VOR-DME Bravo (B) approach, which was the approach in use for aircraft arriving from the south. Clearance was nevertheless offered and accepted and the controller provided the information as the Orion crew began to execute the VOR-DME B approach. At this time, the cloud bases at the MSO Airport were at about 7,900 feet and other aircraft making instrument approaches there were descending through 8,000 feet, cancelling their IFR flight plans and making visual approaches to the airport for landing. Since the Orion’s crew was able to monitor these radio communications/transmissions on the same frequency, they were probably counting on doing the same. At this time, there were very strong winds and moderate to severe turbulence reported at altitudes above 8,000 feet that increased with altitude in the MSO area. In addition to turbulence, the Orion crew contended with effects of flying at high altitudes, using oxygen in an unheated and un-pressurized aircraft for more than two hours. At some point in the initial phase of the approach, some confusion as to what heading to fly apparently occurred and the airtanker turned back toward the south, away from MSO. By this time the controller had authorized descent to 8,600 feet on an approximate heading of 200 degrees magnetic. MSO Approach received notification by Salt Lake City ARTCC (Center) that this airtanker was west of the course consistent with the approach procedure and subsequent notification that the airtanker had disappeared off Center’s radar screen. Repeated attempts to contact the Orion crew failed and MSO Approach notified the County Sheriff’s office, the Forest Service, and other agencies that the aircraft was missing and presumed down. Search and rescue attempts were not able to detect an Emergency Locator Transmitter (ELT) signal. The mishap site was located the following day.
Source: https://www.fs.usda.gov/managing-land/fire by Candy S. Rock Fitzpatrick.

After departing Santa Monica at night, Mitsubishi MU-2 pilot contacted tracon for clearance thru TCA at 6,500 feet. Tracon tried to get automated VFR handoff to ARTCC, but was unable. Radar service was terminated and pilot contacted (non-radar equipped) Santa Barbara FSS (home airport). He was advised weather was 500 feet scattered, 2,700 feet broken, 4,000 feet overcast, visibility 6 miles with fog. Pilot had not filed flight plan and began a VOR runway 25 approach without obtaining clearance. As he continued inbound, MU-2 descended thru clouds and converged with Fairchild SA227 that was on IFR approach to airport. ARTCC controller, who had been controlling SA227, advised FSS specialist of situation. Pilots of both aircraft were advised of other aircraft's position. MU-2 pilot did not respond when asked if he was in IMC. MU-2 plt reported 7 or 8 miles out on VOR approach. He was told again of SA227 on final approach and to phone ARTCC after landing. No further radio calls were received from MU-2 pilot. Radar data showed MU-2 converged with 400 feet of SA227. Pilot began left turn over shoreline as if to circle for spacing, but MU-2 entered descent and crashed in ocean. Examination of light bulbs indicated master caution and battery over temp lights were illuminated during impact. All four occupants were killed.

During cruise flight the accident aircraft lost oil pressure in the n°2 engine. Flight could not be sustained using the remaining engine. According to the pilot, the remaining engine would overheat when power was applied. The crew descended to just above the water and tried to fly the aircraft in ground effect, but to no avail. They elected to ditch the aircraft. During the landing, the aircraft received substantial damage and was almost immediately flooded, causing the aircraft to sink. The crew escaped, but did not have time to retrieve emergency gear. They were rescued after about 20 hours in the water. Evidence revealed that the pilot did not have a pilot's certificate. No evidence could be found to indicate that the pilot had any experience in the accident aircraft or with any sea plane. Since the aircraft sank, a cause for the engine problems could not be determined.

A twin engine training plane operated by the Venezuelan Navy crashed few days ago. One pilot was killed while the second escaped with minor injuries. Funerals were organized by the Armada Venezolana and a Casa 212 was chartered to carry the coffin to Santa Barbara. On board were soldiers, officers, friends and family members of the deceased pilot. En route, the crew encountered poor weather conditions and was cleared by ATC to divert to Mérida-Alberto Carnevalli Airport. Few minutes later, while cruising in clouds, the aircraft struck the slope of a mountain located 55 km from Mérida Airport. A passenger was injured while 22 other occupants were killed. The passenger who survived was the second pilot on the first accident few days ago. He survived two crashes in a week.

The propeller separated from the right engine during the initial climb. Examination of the wreckage revealed the propeller hub fracture resulted in one of the three propeller blades detaching from the hub. The rest of the propeller hub then separated striking the right front of the fuselage. Oil was spread across the aircraft nose and windshield. The fuselage right side damage increased aerodynamic drag. Witnesses reported the engine cowling was torn. The aircraft entered a right turn and dive. It impacted the ground in a near inverted attitude. Metallurgical examination of the failed prop hub revealed metal fatigue emanating from the threaded hole for the grease fitting. The threads had been deformed by shot peening, resulting in increased stress concentrations at the threads. The pilot, sole on board, was killed.

During a local pleasure flight, the pilot had reduced power and descended to a lower altitude to take pictures of a sailboat race. At approximately 200 feet the pilot made a descending right turn, then leveled off. The aircraft stalled and the pilot lowered the nose and abruptly added power. The engines did not respond in time to regain altitude and airspeed. The aircraft then impacted the water left wing first. On impact a fire started. The aircraft eventually sank and was not recovered. All three occupants were rescued, two of them were seriously injured.

The airplane departed Santa Barbara Airport at 0857LT, heading for a fire burning on the Los Padres National Forest. The airtanker arrived at the fire location and was given direction for the drop by the Incident Commander (IC). The IC instructed the airtanker pilots to keep the drop high because of steep terrain and snags. They were also instructed to drop only one-half the retardant, saving the remainder for another run. The airtanker pilots acknowledged the instructions. The airtanker pilots notified the IC that they were on final approach. As the airtanker approached the intended drop area, the IC noted from the sound of the engines that they were "revved up." He also heard cracking and popping sounds. When the airtanker came into his sight, the IC and another person noticed that the drop doors on the airtanker were not open and that the landing gear was retracted. The IC had worked with this airtanker and its crewmembers on several previous occasions. The IC noted that the airtanker was lower than he had expected, traveling at an air speed higher than he had observed on previous drops, and that the airtanker was in a descending attitude. The IC and one other person observed the airtanker continue past the intended drop site and then suddenly drop vertically approximately 50 to 100 feet. At that moment, the left wing tip (approximately half of the total left wing span) flexed downward, snapped off, and began cartwheeling along behind the airtanker. The airtanker began to roll left, its nose began to drop, it began to strike trees, and then it struck ground at 0927. The captain and copilot were fatally injured upon impact. The aircraft was totally destroyed.
Source: USDA & USFS

While approaching Santa Barbara, the pilot encountered marginal weather conditions with low ceiling. The single engine airplane went out of control and crashed in the Pacific Ocean about 13 miles off Santa Barbara. SAR operations were initiated but the wreckage was never found.

While cruising under VFR mode, the crew encountered limited visibility due to low ceiling and ground fog when the airplane struck the slope of a mountain located near Solvang. The aircraft was destroyed upon impact and all seven occupants were killed.

While approaching Culver City Airport on a flight from Santa Barbara, the twin engine airplane collided with a Beechcraft 35-C33 registered N21TH and owned by Steven I. Fendrik. Following the collision, both aircraft entered a dive and crashed in a residential area in Culver City. Both aircraft were destroyed as well as several cars and building. Both pilots on both aircraft were killed while there were no casualties on the ground. Both aircraft were under radar contact and flying in the vicinity of a controlled airport.