Positioning

En route from Santiago-Los Cerrillos Airport to Robinson Crusoe Island, the twin engine airplane crashed in unknown circumstances in the Pacific Ocean. Both pilots were killed.
Crew:
Luis Bochetti Melo,
Luis Bochetti del Canto.

The single engine aircraft departed Saransk on a positioning flight to Malye Alabukhi, carrying two technicians and two pilots who were dispatched in Malye Alabukhi to proceed to crop spraying missions. After touchdown at Malye Alabukhi Airfield, the aircraft was caught by strong crosswinds. It went out of control, veered off runway to the left and eventually collided with a tree. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

The flight was approaching a private airport (elevation 983 feet msl), that did not have an instrument approach system, during instrument meteorological conditions. The pilot informed the air traffic controller that he had the airport in sight, and cancelled his instrument flight plan. The twin turbofan airplane impacted a tree approximately 4,000 feet northeast of the airport in an upright position. The airplane then impacted the ground in an inverted position approximately 200 yards from the initial impact with the tree. The weather observation facility located 16 miles northeast of the accident site was reporting an overcast ceiling at 400 feet agl, and visibility 4 statute miles in mist. The weather observation facility elevation was 541 feet msl. Local residents in the vicinity of the accident site stated that there was heavy fog and drizzle at the time of the accident. The pilot had filed an alternate airport (with a precision instrument approach); however, he elected not to divert to the alternate airport. Examination of the wreckage did not reveal any evidence of pre-impact anomalies that would have prevented operation of the airplane.

During the takeoff roll on runway 25 at Randers Airport, the right engine lost power then failed. The pilot continued the takeoff procedure and completed the rotation. Just after liftoff, while in initial climb, smoke spread from the right engine into the cockpit. The pilot attempted an emergency landing when the aircraft crash landed, collided with trees and came to rest about 500 metres past the runway end. The pilot escaped uninjured and the aircraft was damaged beyond repair.

The pilot of a Piper PA-31-350 Navajo Chieftain, serial number 31-7752151, encountered an area of heavy snow and reduced visibility while on a visual flight rules flight from Bear Valley, British Columbia, logging camp to Tsay Keh. The pilot was unable to maintain visual references and executed a 180-degree turn in an attempt to regain visual flight. Shortly after completing the turn, at about 1055 Pacific standard time, the aircraft collided with the ice on the Peace Reach Arm of Williston Lake, British Columbia. The pilot was the sole occupant of the aircraft and received serious injuries. There was no fire. The aircraft was destroyed during the collision.

The pilot reported that light snow was falling, with approximately 2 inches already on the ground, and the runway had been plowed approximately one hour prior to his departure. About 20 minutes had elapsed since the airplane had been towed from the '68 degree F' hangar. During the takeoff, the airplane accelerated 'normally' and became airborne after traveling about 2,160 feet down the 3,240-foot runway. After liftoff, the airplane did not climb above 25 or 30 feet agl. The airplane impacted an embankment at the end of the runway, continued across railroad tracks, and through a fence coming to rest in a brick storage yard about 800-1,000 feet from the departure end of the runway. The pilot stated that someone told him that the airport did not have any deicing equipment, therefore, he did not deice the airplane. The weather facility, located 5 miles from the accident site, reported the wind from 100 degrees at 7 knots, visibility 1/2 mile with snow and freezing fog, temperature 27 degrees F.

On final approach to Heringsdorf Airport in poor weather conditions, the twin engine aircraft collided with trees and crashed in a wooded area located 750 metres short of runway 28, bursting into flames. The pilot, sole on board, was seriously injured and the aircraft was destroyed by impact forces and a post crash fire. At the time of the accident, the visibility was about 400 metres with a ceiling at 100 feet, below minimums.

While operating in IMC, the pilot was vectored to the final approach course for an ILS approach. Weather at the airport was ceiling 200 feet and visibility 3/4 mile in mist. The pilot was cleared for the approach, which he acknowledged. No other transmissions were received from the accident airplane. Radar data showed the airplane intercept the final approach course, then track inbound. The airplane crossed the outer marker 420 feet below the glide slope. The last radar return showed the airplane at 440 feet agl, 3.9 miles from the runway. The airplane impacted the ground at a shallow angle about 1 mile north of the airport on the opposite side of the missed approach procedure. The elevation of the accident site was approximately 40 feet lower than the airport. The pilot had about 350 hours of total flight
experience. No pre-impact failures were identified with the airframe, engines, flight controls, or flight instruments.

The pre-takeoff instrument flight rules clearance for the flight called for the airplane to climb and maintain 5,000 feet, and to expect flight level 220, 10 minutes after departure. The clearance was read back correctly by a member of the flight crew. Shortly after takeoff, a member of the flight crew asked air traffic control for a higher altitude, and then stated 'uh, you want us at twenty two hundred.' The approach controller transmitted 'should be at five thousand;' however, there were no further transmissions from the airplane. The airplane wreckage was located at an elevation of about 2,300 feet, approximately 4.8 miles west of the departure airport. The airplane impacted wooded up-sloping terrain. Several broken trees were observed, which led to the beginning of the debris path. The trees were broken at about the same height. A weather observation taken at an airport about 12 miles north-northwest of the accident site, about the time of the accident included: few Clouds at 300 feet and a ceiling of 1,700 feet overcast.

The pilot received a weather briefing before departure and when near the destination airport, cleared for the NDB approach. The pilot reported the procedure turn inbound; published MDA is 1,300 feet msl. Witnesses on the airport reported heavy low fog and heard the pilot announce over the UNICOM frequency, 'Oh there is fog rolling into Starkville too?' One of the witnesses advised the pilot they could go to another airport due to the fog; the pilot responded he would execute the approach. The witnesses heard the engines operating at full power then heard the impact and saw a fireball. The airplane impacted the runway inverted, slid across the runway, and came to rest in grass off the runway. A post crash fire destroyed the airplane. Tree contact approximately 972 feet northwest of the runway impact location separated approximately 51 inches of the left wing. Examination of the engines, propellers, and flight controls revealed no evidence of preimpact failure or malfunction. The pilot had twice failed his airline transport pilot checkride. The designated examiner of the second failed flight test indicated the pilot was marginal in all flight operations. The NDB was checked after the accident; no discrepancies were noted.