Delivery

On October 17, 1999, about 20:25 Mountain Daylight Time, a Piper PA-46-350P, N90D, was substantially damaged while descending to the Cranbrook Airport (CYXC), Cranbrook, British Columbia. The certificated airline transport pilot was fatally injured. Night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight that originated near Lynn Lake (CYYL), Manitoba. The ferry flight was conducted under Canadian flight rules. According to a Transportation Safety Board of Canada Investigator, the airplane was being ferried from England to Spokane, Washington. At the last departure point, CYYL, the airplane was refueled and the pilot filed an IFR flight plan. During the flight, the pilot was in contact with Vancouver Area Control Center. While approaching CYXC, the pilot contacted Cranbrook Flight Service Station (FSS) and was provided the latest airport information. The pilot did not report any difficulties with the airplane or flight at that time. The pilot's last transmission with the FSS was about 10 miles from the airport. After attempting to contact the airplane, FSS contacted the Rescue Coordination Center, and notified them that the airplane was overdue. An emergency locator transmitter signal was received about 21:55, but the airplane was not found until the following morning. The airplane was located on the eastern side of Lakit Mountain at the 6,500-foot level, 9 miles northeast of CYXC. The weather reported by CYXC, at 20:00 was, wind from 300 degrees at 4 knots, scattered clouds at 10,000 feet, and a broken cloud layer at 24,000 feet. The pilot (sole person on board) was killed.

The aircraft departed Lipa City Airport on a flight to Manila and should be delivered to Crown Cargo Express for several missions. On approach to Ninoy Aquino Airport, the crew informed ATC about engine problems. The captain attempted an emergency landing when the aircraft struck power cables and crashed in a rice paddy field located in Santa Rosa, about 25 km south of the airport. All nine occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft departed Naples, Italy, on a ferry flight to Lanseria, with intermediate stops in Luxor and Nairobi. The aircraft was ferried in South Africa to be refurbished as it was recently purchased by a new owner. Because of the border-crossing prohibition a second flight plan was filed via Djibouti City. While cruising at an altitude of 41,000 feet, the aircraft deviated from the initial route and crossed the border between Eritrea and Ethiopia. At 1630LT, the aircraft was shot down by ground fire, entered a dive and crashed near the city of Adwa. Three days of negotiation with the Ethiopian government were necessary to clear a rescue team to visit the crash site. The aircraft was totally destroyed and both pilots, a British and a Swedish citizen, were killed.

The aircraft was ferried from Sweden to its new operator in Venezuela and departed Linköping Airport for Porto, carrying one passenger and two pilots. The aircraft was equipped with 13 metal cans containing fuel secured in the cabin and the fuel transfer to the structural tanks was completed via an electrical pump. While flying over France at an altitude of 5,500 feet, the right engine failed, followed shortly by the left engine. The crew reduced his altitude and attempted an emergency landing in an open field. The aircraft rolled for about 400 metres and eventually collided with trees. All three occupants were injured and the aircraft was destroyed.

The certificated commercial pilot picked up his newly painted airplane for a visual flight to the home base. About 17 miles south of the departure airport, witnesses initially observed the airplane in a 90 degree right bank. It continued to roll to an inverted position while simultaneously nosing down to a near vertical descent. The pilot's second class medical certificate application (July 7, 1997) indicated 3,700 hours flight time. A flight log indicted the pilot flew this aircraft 6.4 hours during the 60 days preceding the accident. No evidence was found that the pilot had not obtained sufficient rest before the flight. There was no evidence found to either suggest a medical cause for incapacitation or to rule out incapacitation for medical reasons. Aircraft maintenance records did not reveal any open discrepancies. All of the airplane was accounted for in the wreckage debris. No evidence of an in-flight fire and/or explosion, or in-flight mechanical and/or flight control malfunction was found.

The pilot, sole on board, departed Dinslaken-Schwarze Heide Airport on a flight to Donaueschingen. While in cruising altitude in poor weather conditions, the aircraft entered an uncontrolled descent and crashed in Hagen. The aircraft was destroyed and the pilot was killed. He was supposed to deliver the aircraft to his new owner.

On final approach, when the landing gears were extended, the crew heard loud cracking noise. The landing was aborted and the aircraft passed the tower for visual inspection and one of the crew went to the cabin for visual check of the landing gears where he observed that the right landing gear lock strut rear member had broken loose from the side member assembly and was hanging down. Upon touchdown the gear folded up and the aircraft right propeller, wing tip and bottom of the fuselage touched ground and the aircraft went off the runway in a gentle right turn. The fuselage bottom skin and frame structure sustained extensive damage and the right wing tip, propeller blades, lock strut assembly and drag strut were destroyed. The aircraft operated on a ferry flight from Billund, Denmark to Miami-Opa Locka, Florida, with en route stops at among others Aberdeen and Keflavík.

The pilot, sole on board, departed Tangier on a delivery flight to Saint Peter-La Villiaze, Guernsey Island, where the aircraft should be taken over by another crew to be ferried to Iceland. While approaching the Channel Islands, the pilot informed ATC about technical problems and elected to divert to Jersey Airport. Shortly later, after both engines stopped due to a fuel exhaustion, the plane lost height and crashed in the sea about 3 nm northwest of Jersey Island. The aircraft was destroyed and the pilot was killed.

On January 9, 1998, at 1935 hours Philippines local time, a Piper PA-31, N4111M, reportedly experienced a loss of engine power and crashed at the Ninoy Aquino International Airport, Manila, Philippines. The aircraft was substantially damage the airline transport rated pilot and copilot were not injured. Visual meteorological conditions existed for the night ferry flight to Saipan in the Marianas, and an instrument flight rules (IFR) flight plan had been filed. The pilot stated that after completing a preflight they had been cleared to taxi to the active runway. The pilot requested a full length takeoff from runway 06. Approximately 75 feet after lifting off from the ground, the pilot requested that the copilot retract the landing gear. The pilot reported that shortly after the landing gear was raised the aircraft yawed sharply to the right. He lowered the nose to regain some of the airspeed that was lost due to the right yaw. He stated that they were losing airspeed and altitude quickly, and asked the copilot to extend the landing gear. The pilot reported that on landing he had the power on until they contacted the runway. The aircraft slid to the left and came to rest after striking a concrete ditch. A test flight of the accident aircraft had been conducted 2 days and on the day before the accident. The purpose of the test flights were to check the propellers that had been overhauled, and to obtain a ferry permit from the Federal Aviation Administration's Designated Airworthiness Representative (DAR). The DAR found the aircraft to be within required specifications. He made the appropriate entry into the aircraft's logbook and issued the ferry authorization.

On a ferry flight from Oakland, California, to Honolulu, Hawaii, the pilot declared a low fuel emergency and diverted toward Hilo, Hawaii. Approximately 2.5 hours later, the aircraft was ditched in the Pacific ocean. The pilot evacuated the aircraft before it sank and was rescued by the U.S. Coast Guard. He stated that, under flight planned conditions, the aircraft departed Oakland with sufficient fuel onboard to reach the intended destination with a 2-hour fuel reserve. However, the winds at flight altitude, which were reported as light and variable at the preflight weather briefing, developed into a significant headwind during the flight. At a point 7 hours and 10 minutes into the flight, the pilot determined that his fuel remaining was 8 hours and 40 minutes, with 7 hours and 40 minutes remaining to destination. Three hours later, the pilot determined that his 2-hour reserve was gone. He declared an emergency and diverted toward the closest airport, which was Hilo. Prior to fuel system exhaustion, the pilot elected to ditch the aircraft with power.