Flight

The crew departed Ravenna-La Spreta Airport in the morning on a local training flight consisting of a licence renewal for one of the pilots. En route, in unclear circumstances, the single engine aircraft went out of control and crashed at the bottom of a building located about 1,400 metres south of the airfield. The aircraft was totally destroyed by impact forces and a post crash fire and both occupants were killed.

The pilot, who was the owner of the airplane, and the pilot-rated passenger, whose maintenance facility had recently completed work on the airplane, departed on the second of two local flights on the day of the accident as requested by the pilot, since he had not flown the airplane recently. Flight track and engine monitor data indicated that, about 15 minutes after takeoff, fuel flow and engine exhaust gas temperature (EGT) values were consistent with a total loss of left engine power at an altitude about 2,500 ft. Engine power was fully restored about 4 minutes later. Between the time of the power loss and subsequent restoration, the airplane directly overflew an airport and was in the vicinity of a larger airport. It is likely that the left engine was intentionally shut down to practice one engine inoperative (OEI) procedures. Had the loss of power been unanticipated, the pilot would likely have initiated a landing at one of these airports in accordance with the airplane’s published emergency procedure, which was to land as soon as possible if engine power could not be restored; however, data indicated that engine power was restored, and the flight continued back to the departure airport. About 7.5 minutes later, about 6 nautical miles from the departure airport, engine data indicated a total loss of right engine power, followed almost immediately by a total loss of left engine power, at an altitude about 3,500 ft. A battery voltage perturbation consistent with starter engagement was recorded about 1 minute later, followed by a slight increase in left engine fuel flow; however, the data did not indicate that left engine power was fully restored during the remainder of the flight. The airplane continued in the direction of the departure airport as it descended and ultimately impacted a tree and terrain and came to rest upright. A witness saw the airplane flying toward her with the landing gear extended and stated that it appeared as though neither of the two propellers was turning. A doorbell security camera near the accident site captured the airplane as it passed overhead at low altitude. Sound spectrum analysis of the footage indicated that one engine was likely operating about 1,600 rpm while the other was operating at less than 1,000 rpm. The right propeller was found feathered at the accident site. An examination and test run of the right engine revealed no anomalies that would have precluded normal operation. The left propeller blades exhibited bending, twisting, and chordwise polishing consistent with the engine producing some power at the time of impact. Examination of the left engine and engine-driven fuel pump did not reveal any anomalies. Based on the available information, it is likely that the pilots were conducting practice OEI procedures and intentionally shut down the right engine. The loss of left engine power immediately after was likely the result of the pilot’s failure to properly identify and verify the “failed” engine before securing it, which resulted in an inadvertent shutdown of the left engine. Although partial left engine power was restored before the accident (as indicated by fuel flow values, damage to the left propeller, and sound spectrum analysis of security camera video), the left engine power available was inadequate to maintain altitude for reasons that could not be determined, and it is likely that the pilot was performing a forced landing when the accident occurred. It is also likely that the pilot’s decision to conduct intentional OEI flight at low altitude resulted in reduced time and altitude available for troubleshooting and restoration of engine power following the inadvertent shutdown of the left engine. The 67-year-old pilot was a Canadian national and had never applied for a Federal Aviation Administration medical certificate. According to the Transportation Safety Board of Canada, the pilot was issued a category 1 license with knowledge of a previous condition and knowledge of currently taking Xarelto (rivaroxabam). No acute or historical cardiovascular event was found on autopsy. Toxicology testing detected the sedating antihistamine cetirizine just below therapeutic levels in the pilot’s blood. A very low concentration of the narcotic pain medication codeine was detected in the pilot’s blood and urine; codeine’s metabolite morphine was also detected in his urine. The mood stabilizing medication lamotrigine was detected but not quantified in the pilot’s blood and urine. Thus, the pilot was taking some impairing medications and likely had a psychiatric condition that could impact decision-making and performance; however, given the circumstances of the accident, including the presence of the pilot-rated passenger to operate the airplane, the effects from the pilot’s use of cetirizine, codeine, and lamotrigine were not likely factors in this accident.

Crashed in unknown circumstances, killing the pilot, sole on board.

The pilot was conducting an instrument flight rules cross-country flight and climbing to a planned altitude of 23,000 ft mean sea level (msl). According to air traffic control data, as the airplane climbed through 18,600 ft msl, its groundspeed was 171 knots, and a gradual reduction in groundspeed began. After reaching an altitude of about 20,200 ft msl, the airplane began a descent on a southeast heading. Just before the descent began, the airplane’s groundspeed had decreased to 145 knots. About 2 minutes after the descent began, the airplane turned right to a northeast heading on which it continued for about 30 seconds. The flightpath then became erratic before the data ended. The pilot made no distress calls and did not respond to repeated calls from the controller. The main wreckage of the airplane was located in densely forested terrain at an elevation of about 930 ft about 1,000 ft south of the last radar return. The outboard portion of the right wing, right aileron, right horizontal stabilizer, and right elevator were not located with the main wreckage and, despite ground and aerial searches with a small unmanned aircraft system, were not found. Examination of the wreckage indicated that the missing wing and tail sections separated in flight due to overload. Examination of the recovered airframe and engine did not reveal evidence of any pre-existing mechanical malfunctions or anomalies that would have precluded normal operation. Weather forecasts indicated that the accident site was in an area where moderate icing conditions up to 25,000 ft msl, embedded thunderstorms, and 2-inch hail were forecasted. Review of preflight weather information received by the pilot indicated that he was aware of the conditions forecast on the route of flight before initiating the flight. Meteorological data revealed that the airplane likely entered icing conditions that ranged from light to heavy as it climbed through 14,000 ft msl about 23 minutes after takeoff and remained in icing conditions for the remaining 16-minute duration of the flight. Freezing drizzle conditions were likely present along the flightpath. Although the airplane was equipped for flight in icing conditions, the pilot’s operating handbook contained a warning about flight into severe icing conditions, which stated that flight in freezing drizzle could result in ice build-up on protected surfaces exceeding the capability of the ice protection system. The airplane’s gradual loss of groundspeed as it climbed was consistent with ice accumulating on the airplane. It is likely that during the 16 minutes the airplane was operating in icing conditions, the capability of the ice protection system was exceeded, which resulted in a degradation of aircraft performance and subsequent aerodynamic stall. During the ensuing uncontrolled descent, the structural capability of the airplane was exceeded, which resulted in an inflight break up. A review of the pilot’s records revealed multiple certificate application failures for reasons that included inadequate knowledge of cross-country flight planning, aircraft performance, and stalls. Review of the pilot’s airman knowledge written tests found areas answered incorrectly over multiple exams included meteorology, aircraft performance, aeronautical decision-making, and stalls. The ethanol identified in the pilot’s cavity blood was most likely the result of postmortem production. Therefore, effects from ethanol did not play any role in this accident. The cargo was documented as it was removed from the airplane and remained secure until after it was weighed. Based upon the weight of the cargo, passengers, airplane, and fuel from the filed flight plan, at the time of departure, the airplane would have been about 361 lbs over maximum gross weight. According to the FAA Pilot’s Handbook of Aeronautical Knowledge, an overloaded airplane “may exhibit unexpected and unusually poor flight characteristics,” which include reduced maneuverability and an increased stall speed.

The pilot was conducting a personal flight and was descending the airplane to the destination airport. Automatic dependent surveillance-broadcast (ADS-B) data showed that the airplane accomplished several turning maneuvers near the airport. These turns occurred from an elevation of 6,000 to 4,950 ft mean sea level, at which time the data ended. The airplane was 80 ft above ground level at the time. Witnesses reported seeing a low-flying airplane perform a turn and then veer toward the ground. The airplane came to rest about 4 miles east of the destination airport and 70 ft from the last data target. A postcrash fire ensued. Postaccident examination of the airframe and engines found no mechanical anomalies that would have precluded normal operation. Examination of the left engine revealed that the engine was likely producing power. The right engine examination revealed damage consistent with low or no rotation at the time of the accident, including distinct, localized contact marks on the rotating propeller shaft. In addition, no metal spray was found in the turbine section, and no dirt was found within the combustor section. The examination of the right propeller blades showed chordwise scoring with the blades bent aft and twisted toward a low-pitch setting. Examination of the fuel system noted no anomalies. The airplane was equipped with a single redline (SRL) autostart computer. Examination of the right (R) SRL-OFF annunciator panel light bulb showed signatures of hot filament stretch, which was consistent with illumination of the light at the time of the accident. The SRL light normally extinguishes above an engine speed of 80% rpm. Given the low rotational signatures on the right engine and the illuminated “R SRL-OFF” warning light, it is likely that the right engine lost engine power during the flight for reasons that could not be determined.

The pilot was planning to perform a functional test of the airplane’s newly upgraded autopilot system. Automatic dependent surveillance-broadcast data showed that, after takeoff, the airplane turned east and climbed to 2,750 ft. Air traffic control information indicated that the controller cleared the pilot to operate under visual flight rules to the east of the airport. Communications between ground control, tower control, and the pilot were normal during the ground taxi, takeoff, and climb. Radio and radar communications were lost 6 minutes after takeoff, and no radio distress calls were received from the pilot. The airplane impacted wooded terrain about 3/4 mile to the east of the last recorded radar data point. Groundspeeds and headings were consistent throughout the flight with no abrupt deviations. The airplane impacted the wooded terrain in a nose-down, near-vertical flight attitude. Most of the airplane, including the fuselage, wings, and empennage, were consumed by a postimpact fire. Both engines and propellers separated from the airplane at impact with the ground. Examination of the engines revealed no preaccident failures or malfunctions that would have precluded normal operations. Both propellers showed signs of normal operation. Flight control continuity was confirmed. The elevator trim cables stop blocks were secured to the cables and undamaged. They were found against the forward stop meaning the trim tab was at full down travel (elevator leading edge full down) which indicated that the airplane was trimmed full nose up at impact. The airplane’s cabin sustained fragmentation from impact and was consumed by fire; as a result, the autopilot system could not be examined. The investigation was unable to determine why the pilot lost control of the airplane.

The twin engine airplane (a PA-31 Panther II variant) departed Nueva Loja-Lago Agrio Airport at 1023LT on an ambulance flight to Guayaquil, carrying one patient, one nurse, two doctors and two pilots. The descent to Guayaquil-José Joaquín de Olmedo Airport was started when the aircraft crashed in unknown circumstances in the Río Salitre, near Salitre, about 35 km north of Guayaquil Airport. The aircraft was destroyed and all six occupants were killed.

The twin engine aircraft entered the Dominican airspace without clearance while probably being involved in an illegal mission (contraband). After being traced by an A-29B Super Tucano, it crashed in unknown circumstances in a sugar cane field located in Batey Palo Bonito. The aircraft was destroyed by impact forces and a post crash fire and both occupants were killed.

The pilot was approaching Chetumal Airport when he reported engine problems. He elected to make an amergency landing when the aircraft crash landed in an open field located in Sergio Butrón Casas, about 25 km west of Chetumal Airport. Both occupants were slightly injured and the aircraft was damaged beyond repair.

The twin engine aircraft departed Ganzhou Airport at 1440LT on a cloud seeding mission over the Jiangxi Region. While flying in clouds, the aircraft entered an uncontrolled descent, entered a spin and eventually crashed in a residential area. All five occupants were killed and one people on the ground was slightly injured.