Flight

The pilot and passenger departed on a cross-country flight. Automatic dependent surveillance – broadcast (ADS-B) data indicated that the airplane flew at a cruise altitude between 11,000 ft and 13,000 ft mean sea level (msl) on a north to northeast heading consistent with its planned destination for most of the flight. About 30 minutes before the end of the flight, the airplane began a descent and then turned east. Shortly thereafter, the pilot of the airplane declared minimum fuel with air traffic control (ATC). A few minutes later the pilot declared critical fuel due to a fuel leak. The pilot stated in his last communication that he would attempt to make a nearby airport. Subsequently, the airplane impacted hilly, desert terrain at an elevation of about 5,780 ft and on a heading of about 034°. An acquaintance of the pilot who was a flight instructor stated that, on the two previous flights he had flown with the pilot, the left wing of the airplane felt heavy. The accident pilot thought it was because of a fuel imbalance. The postaccident examination revealed that the left tank fuel valve was positioned ON and the right tank valve was positioned OFF, consistent with the pilot balancing the fuel by feeding from the left-wing fuel tank. It is possible that when the pilot noticed the minimum fuel status, he failed to recall that he had previously selected the rightside fuel tank OFF, and thus did not have this fuel available. Given that the cruise altitudes on the accident flight were similar to what the previous owner used to make his fuel range and duration estimates, even with about a 20% reduction in fuel due to the pilot allowing 2 inches from the top of the fuel tanks during refueling, the airplane should have had adequate fuel to make its destination. A strong smell of fuel and fuel staining were also observed at the accident site. Page 2 of 11 WPR22FA173 A review of radar imagery from Boise, Idaho, revealed that the airplane flew through several areas of light to moderate intensity echoes as it proceeded northward, and then after turning eastward, the airplane’s fight track was through an area of moderate to heavy intensity echoes. The accident site was located on the southeast edge of the echo. Light-to-moderate icing conditions in the clouds with clear to mixed type icing below 12,000 ft msl were expected. Thus, it is likely that the airplane, which was not certified for flight in icing, encountered icing in the final portion of the flight. The pilot was flying with insulin-dependent diabetes, having type 1 diabetes mellitus. Given the urine glucose level of 29mg/dL, no detectable glucose in vitreous fluid, and ongoing verbal communication, it is unlikely that the pilot was experiencing significant metabolic disturbance from high blood glucose. Whether he was experiencing less severe effects of high blood sugar could not be determined. Whether he had symptoms of low blood glucose, such as diminished concentration or increased nervousness, is unknown. The pilot’s use of diphenhydramine (Benadryl), which can cause sleepiness, was likely not a factor due to fact that it was detected only in the urine and not in the blood. Thus, it is unlikely that effects of the pilot’s diphenhydramine use contributed to the accident. Accident site signatures and a review of the weather were consistent with a loss of control of the airplane. In addition, an examination of the airframe and engine revealed no evidence of any preimpact mechanical failures or malfunctions that would have precluded normal operation. It is likely that, while maneuvering to an alternate airport due to a critical fuel situation, in icing conditions, the pilot failed to maintain the proper airspeed, which resulted in the exceedance of the airplane’s critical angle of attack and the airplane experiencing an aerodynamic stall.

The crew departed Zaporozhie Airport on a local test flight according to local authorities, carrying three crew members. While flying at low height, the airplane collided with power line and crashed in an open field located in Mykhailivka, some 11 km northwest of the airport. A crew member was killed and two others were injured. The aircraft was destroyed.

The crew departed Norfolk-Chambers Field NAS on a local mission. En route, the airplane crashed in unknown circumstances in the Chincoteague Bay, off Wallops Island. The aircraft came to rest partially submerged in shallow waters. Two crew members were rescued while the pilot Lt Hyrum Hanlon was killed.

The pilot, sole on board, departed Siegerland Airport at 1100LT on a ferry flight to Arezzo, Tuscany. En route, while overflying Switzerland, he encountered marginal weather conditions. While cruising in IMC conditions, the single engine airplane impacted the slope of a rocky and snow covered face located west of Mt Grüehorn, in the south part of the canton of St Gallen. The wreckage was found later in the afternoon at an altitude of 1,700 metres. The aircraft was destroyed and the pilot was killed.

The airplane departed Kunming-Wujiaba Airport at 1315LT on a schedule service (flight MU5735) to Guangzhou, carrying 123 passengers and a crew of nine. At 1420LT, while cruising at an altitude of 29,100 feet, the aircraft entered an uncontrolled descent until 7,400 feet then climbed to 8,600 feet. It finally entered a steep descent and crashed almost two minutes later in a vertical attitude on hilly and wooded terrain located some 20 km southwest of Wuzhou. The airplane disintegrated on impact and all 132 occupants were killed. Two days after the accident, the CVR was found while the DFDR was found on March 27.

On 08 March 2022, the Bamaji Air Inc. (Bamaji) wheel-equipped Cessna 208 Caravan aircraft (registration C-GIPR, serial number 20800343) was conducting a series of visual flight rules (VFR) flights from Sioux Lookout Airport (CYXL), Ontario. At 1031, after checking the aerodrome forecast (TAF) valid from 0900 to 2000, and the graphic area forecast (GFA) valid from 0600 to 1800, the pilot departed on a flight to an ice runway on Springpole Lake, Ontario, about 78 nautical miles (NM) north-northwest of CYXL. The aircraft returned to CYXL with 2 passengers at 1200. In preparation for a second flight to Springpole Lake, the pilot loaded approximately 900 pounds of freight into the cabin and secured it under a cargo net. The aircraft had 750 pounds of fuel remaining on board, which was sufficient for the planned flight. The pilot and 1 passenger boarded the aircraft. The pilot occupied the left cockpit seat and the passenger occupied the right cockpit seat. Both occupants were wearing the available 5-point-harness safety belt system. At 1250, a snow squall began to move across CYXL, reducing ground visibility. The pilot taxied the aircraft to a position on the apron and waited for the fast-moving snow squall to pass. At 1301, the pilot taxied the aircraft to Runway 34 and took off in visual meteorological conditions. The aircraft climbed to approximately 1800 feet above sea level (ASL), then, once clear of the control zone, it descended to approximately 1600 to 1700 feet ASL, roughly 500 to 600 feet above ground level (AGL), to remain below the overcast ceiling. As the aircraft began to cross Lac Seul, Ontario, the visibility straight ahead and to the west was good. However, when the aircraft was roughly midway across the lake, it encountered turbulence and immediately became enveloped in whiteout conditions generated by a snow squall. The pilot turned his head to inspect the left wing and saw that ice appeared to be accumulating on the leading edge. He turned his attention back to the flight instruments and saw that the altimeter was descending rapidly. He then pulled back on the control column to stop the descent; however, within a few seconds, the aircraft struck the frozen surface of Lac Seul, approximately 17 NM north-northwest of CYXL. The aircraft was substantially damaged. There was no fire. The aircraft occupants received minor injuries. The Artex Model Me406 emergency locator transmitter (ELT) activated on impact and the signal was detected by the Cospas-Sarsat satellite system. The Joint Rescue Coordination Centre in Trenton, Ontario, re-tasked a Royal Canadian Air Force aircraft that was in the area and 3 search and rescue technicians (SAR Techs) parachuted into the site within 1 hour of the accident. The aircraft occupants and the SAR Techs were extracted from the site by a civilian helicopter later that day.

The single engine airplane departed Moroni Airport at 1155LT on a schedule flight to Mohéli, carrying 12 passengers and two pilots. While approaching Mohéli, the crew encountered marginal weather conditions when the aircraft crashed in the sea some 2,5 km northwest of Mohéli-Bander es Eslam Airport. After 24 hours of intense research, only few debris were found floating on water (such a wheel and wing fragments). No trace of the 14 occupants was found.

The aircraft crashed in unknown circumstances in a snow covered field located in Ostrogozhsk. Russian Authorities reported that all occupants were killed.

The aircraft crashed in an open field located in Zhukivtsi, about 30 km south of Kiev-Borispol Airport. It is believed there were 14 people on board and that five of them were killed. Maybe the aircraft was shot down by Russian Forces that entered Ukraine territory few hours earlier.

The single engine airplane departed Kyzylorda on an ambulance flight to Aralsk, carrying one doctor and two pilots. En route, the crew encountered an unexpected situation and apparently attempted to make an emergency landing when the aircraft crashed in a desert area, coming to rest upside down and bursting into flames. All three occupants evacuated with minor injuries while the aircraft was totally destroyed by a post crash fire. Registration UP-A0279?