Private

En route from Masset to Tofino, the single engine airplane crashed in unknown circumstances in hilly terrain about 29 km northwest of Tofino. Two occupants were killed and two others were rescued.

The airplane departed Elizabethton Airport in Tennessee on a private flight to Ronkonkoma-Long Island-McArthur Field (Islip), New York. Approaching the destination, the airplane did not initiate a descent but an almost 180 turn and continued to the southwest. As there was no radio contact with the pilot anymore and as it was approaching the Washington DC area, ATC informed the authorities about the situation and two F-16 fighters were dispatched. The military pilots were unable to establish any contact with the crew. Flying at an altitude of 34,000 feet, the Cessna entered a right turn then an uncontrolled descent and spiraled to the ground before crashing in a wooded and hilly terrain located near Staunton, Virginia, some 600 km southwest from the destination airport. All four occupants were killed.

Shortly after takeoff from Tupelo Regional Airport, while climbing, the twin engine airplane entered a right turn then lost height and crashed near the boundary fence, bursting into flames. Both occupants were killed.

After touchdown on wet runway 24 at Summerville Airport, the airplane is believed to have hydroplaned. Unable to stop within the remaining distance (runway 24 is 5,000 feet long), it overran and came to rest against a berm, bursting into flames. All five occupants evacuated safely while the airplane was destroyed by a post crash fire.

The pilot departed University-Oxford Airport on a private flight to Fayetteville. On approach to Drake Airport Runway 34, the twin engine airplane crashed in unknown circumstances in rugged terrain located south of the airfield. The pilot, sole on board, was killed.

Shortly after takeoff from Saint Augustine Airport, while in initial climb, the airplane contacted trees and crashed in a wooded area, bursting into flames. Both occupants and their dog escaped with minor injuries. The airplane was destroyed by a post crash fire.

The pilot reported that while enroute, a low fuel level annunciation occurred. The pilot subsequently prepared to divert to a nearby airport due to low fuel. Within 2 minutes the left engine shut down, followed by the right. The pilot asked air traffic control for vectors to the nearest airport. The sky conditions were clear with no moon, no horizon and no terrain feature visible. While approaching the airport at approximately 2,000 feet above the runway, the airport runway lighting turned off. The pilot was unable to turn the lights back on and subsequently used the terminal and ramp lights to maneuver the airplane to the runway. The airplane touched down and veered off the runway, which resulted in substantial damage to the fuselage. The pilot reported to a first responder that there were no pre accident mechanical failures or malfunctions with the airplane that would have precluded normal operation and that he ran out of gas.

The airplane sustained substantial damage when it was involved in an accident near Thedford, Nebraska. The pilot and passenger were uninjured. The airplane was being operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that during landing, when the nose wheel made contact with the runway, the airplane began to veer right. He attempted to use left rudder and brake to keep the airplane on the runway, but as the airspeed decreased, directional control became harder to maintain and the airplane subsequently departed the right side of the runway. During the runway excursion, the airplane impacted a runway light, spun left and the landing gear collapsed. During a post accident examination, it was determined that the airplane sustained substantial damage to the left wing.

The approach and landing at Adicora Airport were completed in relative strong winds. Upon touchdown on runway 08, the twin engine airplane landed hard, bounced and went out of control. It veered off runway to the right, lost its undercarriage and came to rest. All four occupants evacuated safely and the airplane was damaged beyond repair.

The pilot was landing at the destination airport with a gusting crosswind. Upon touchdown, he established the aileron controls for the crosswind and applied the brakes; however, no braking action was observed. The airplane subsequently drifted left and departed the runway pavement. It came to rest upright in the grass infield area adjacent to the runway. The outboard portion of the right wing separated which resulted in substantial damage. Data indicated that the airplane was 14 knots or more above the published landing reference speed when it crossed the runway threshold, and it touched down about 2,000 ft from the threshold. The left and right weight-on-wheels (WOW) parameters transitioned from air to ground consistent with initial touchdown; however, the left WOW parameter transitioned back to air about 2 seconds later. The right WOW parameter remained on ground until the airplane departed the runway pavement. A detailed review of the Central Maintenance Function (CMF) data files did not reveal any record of airplane system anomalies from the time the airplane lifted off until it touched down. Multiple system anomalies were recorded after the runway excursion consistent with airframe damage sustained during the accident sequence. The brake system touchdown protection is designed to prevent brake application until wheel spin-up occurs to avoid the possibility of inadvertently landing with a locked wheel due to brake application. After weight-on-wheels has been true for three seconds, power braking is enabled. It is likely that the lack of positive weight-on-wheel parameters inhibited brake application due to the touchdown protection function and resulted in the pilot not observing any braking action. The excess airspeed, extended touchdown, and transient weight-on-wheels parameters were consistent with the airplane floating during the landing flare and with the application of aileron controls for the crosswind conditions. The airplane was not equipped with wing-mounted speed brakes which would have assisted in maintaining weight-on-wheels during the initial portion of the landing. The most recent wind report, transmitted by the tower controller when the airplane was on a 3- mile final, presented a 70° crosswind at 15 knots, gusting to 25 knots. The corresponding crosswind gust component was about 24 knots. The airplane flight manual specified a crosswind limitation of 20 kts for takeoff and landing; therefore, the crosswind at the time of the accident exceeded the airframe crosswind limitation and would have made control during touchdown difficult. The pilot reported that he had made two requests with the approach controller to land on a different runway, but those requests were denied. The investigation was unable to make any determination regarding a pilot request for an alternate runway. Federal Aviation Regulations stated that the pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. The regulations also stated that no person may operate a civil aircraft without complying with the operating limitations. The pilot’s ultimate acceptance of the runway assignment which likely exceeded the crosswind limitation of the airplane was contrary to the regulations and to the safe operation of the airplane.