Tortola-Terrance B. Lettsome

The charter flight departed for the destination, where the passengers would connect with another airline flight. The instrument-rated pilot may have felt pressured as the flight departed late. The accident airplane approached the destination airport from the east, descending at 250 knots ground speed from 8,800 feet above mean sea level (msl), on a 270 degree assigned heading, and was instructed to enter the right downwind for runway 10. The airplane's altitude readout was then observed by the approach controller to change to "XXX." The pilot was queried regarding his altitude and he advised that he was descending to 3,200 feet msl. The pilot was asked to confirm that he was in visual flight rules (VFR) conditions and was advised that the minimum vectoring altitude (MVA) for the area was 5,500 feet msl. The pilot responded that “We just ahh,” at which time the controller advised that she missed his transmission and asked him to repeat it. The pilot stated “Ahh roger, could we stay right just a little, we are in and out of some clouds right now.” The controller advised the pilot to “Maintain VFR” and again of the MVA. The controller then made multiple attempts to contact the pilot without result. The wreckage was discovered on the side of a mountain, where the airplane impacted after entering instrument meteorological conditions. Because aircraft operating in VFR flight are not required to comply with minimum instrument altitudes, aircraft receiving VFR radar services are not automatically afforded Minimum Safe Altitude Warning services except by pilot request. The controller's query to the pilot about his altitude and flight conditions was based on her observation of the loss of altitude reporting information. The pilot had not indicated any difficulty in maintaining VFR flight or terrain clearance up to that point. His comment that the aircraft was "in and out of some clouds" was her first indication that the pilot was not operating in visual conditions, and came within seconds of impact with the terrain. The controller was engaged in trying to correct the situation, and despite having been advised of the minimum vectoring altitude, the pilot continued to descend. The airplane was equipped with a terrain avoidance warning system but it could not be determined if it was functional. The pilot owned the charter operation. Documents discovered in the wreckage identified the pilot and airplane as operating for a different company since the pilot did not have the permissions necessary to operate in the United Kingdom Overseas Territories.

The non-Spanish speaking commercial pilot was preparing for a Title 14, CFR Part 135 on-demand charter flight in a twin-engine airplane with gasoline engines. A non-English speaking fuel truck operator inadvertently serviced the accident airplane with 120 gallons of Jet-A turbine fuel. In the pilot's written statement he reported that just after takeoff, with six passengers aboard, both engines began to lose power, and the airplane subsequently descended and collided with tree-covered terrain at the departure end of the runway. An on-site examination of the fuel vender's Jet-A fuel truck disclosed that the dispensing nozzle installed on the truck was the same nozzle as a typical gasoline nozzle. An examination of the accident airplane's fuel caps and fueling ports disclosed that the accident airplane was equipped with round, fuel tank inlet restrictors, that would prevent fueling from a jet fuel nozzle of the appropriate size, but the fueling ports were not placarded with the required statement indicating that only gasoline (av-gas) should be used.

The copilot stated that the pre-flight and run-up before takeoff were performed with no discrepancies noted. After leveling off at 5,500 feet they noticed that the right engine cylinder head temperature and oil temperature was about 10 degrees above the normal parameter for that engine. Shortly after, both pilot's noticed a sharp decrease in the right engine mean effective pressure followed by vibration in the engine. The co-pilot looked at the right engine and informed the pilot that it was on fire around the front lower cylinders. Attempts by the pilot to extinguish the engine fire were unsuccessful. The pilot advised Air Traffic Control of their intention to ditch due to the right engine uncontrolled fire. The co-pilot, handed a life jacket to the pilot and then put his on. The pilot placed his life preserver to the side and did not put it on. While descending the co-pilot opened his side window, but the pilot did not. According to the co-pilot, shortly before ditching the pilot requested 10-degrees of flaps but the flaps did not move. Both pilots were at the controls of the airplane for the ditching. A review of maintenance records revealed that the right engine was installed on the airframe on May 14, 2003 at 45,660.5 hours total airframe time. A complete "C" Check was accomplished on June 15, 2004 at a total time of 45,741.8 hours with no discrepancies noted. The airplane ditched into the Caribbean Ocean 29 miles southeast of Beef Island, Virgin Islands, in an undetermined depth of water, neither the pilot or the airplane wreckage was recovered.

On January 18, 2002 at 1440 eastern standard time, a Britten-Norman BN2-A, N616GL, operated by Fly BVI Inc,. under the provision Title 14 CFR Part 135, as a sightseeing flight, ditched off Beef Island, British Virgin Islands, following a loss of engine power on both engines. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was substantially damaged. The air transport pilot and his passengers were not injured. The flight departed Beef Island, British Virgin Islands, at 1400. According to the pilot, during a sightseeing tour the airplane experience a total loss of power on both engines at the same time. The pilot contacted the Beef Island control tower and declared an emergency and gave his position report. He then stated his intentions to ditch the airplane off the coast of Beef Island, British Virgin Islands. The airplane came to rest in six feet of water near the shoreline. During the examination of the airplane by personnel from the Department of Civil Aviation, British Virgin Islands, approximately 23 gallons of fuel were discovered in each fuel tank.

During the takeoff roll at Tortola-Terrance B. Lettsome Airport, the pilot-in-command considered the aircraft behaviour as unsatisfactory and decided to abort. Despite an emergency braking procedure, the aircraft was unable to stop within the remaining distance, overran and came to rest in the sea. All 30 occupants evacuated safely and the aircraft was damaged beyond repair.

Crashed upon landing at Tortola Airport for unknown reasons. There were no casualties.

On final approach to Tortola-Terrance B. Lettsome Airport, the crew failed to realize his altitude was too low when the airplane struck the ground few meters short of runway threshold. The undercarriages were torn off and the aircraft belly landed before coming to rest. All three occupants escaped uninjured while the aircraft was damaged beyond repair.