Airport (less than 10 km from airport)

The pilot departed on a positioning flight during dark night, marginal visual meteorological conditions. A witness, who was waiting for the airplane at the destination airport, stated that shortly after the pilot-controlled airport lighting activated, a snow squall passed over the airport, greatly reducing the visibility. The accident airplane never arrived at its destination, and a search was initiated. The airplane’s fragmented wreckage was discovered early the next morning in a wooded area, about 2 miles from its destination. A review of archived automatic dependent surveillance-broadcast (ADS-B) data received from the accident airplane showed that the pilot departed, and the airplane climbed to about 700 feet above ground level. The airplane remained at about 700 feet for about 3 minutes, and then entered a shallow right-hand descending turn, until it impacted terrain. On-site examination of the airplane and engine revealed no preaccident mechanical anomalies that would have precluded normal operation. The cockpit area was extensively fragmented, thus the validity of any postaccident cockpit and instrument findings was unreliable. Likewise, structural damage to the airframe precluded the determination of flight control continuity. A postaccident examination of the engine and recovered components did not disclose any evidence of a mechanical malfunction. Given the witness account of worsening weather conditions at the airport just before the accident and the lack of mechanical anomalies with the airplane, it is likely that the accident pilot encountered heavy snow and instrument meteorological conditions while approaching the airport. It is also likely that the pilot became spatially disoriented during the unexpected weather encounter and subsequently collided with terrain.

The airplane was dispatched on an emergency medical services flight. While being vectored for an instrument approach, the pilot declared an emergency and reported that the airplane was out of fuel. He said the airplane lost engine power and that he was heading toward the destination airport. The airplane descended through clouds and impacted trees and terrain short of its destination. No preimpact anomalies were found during a postaccident examination. The postaccident examination revealed about 1.5 ounces of a liquid consistent with avgas within the airplane fuel system. Based on the three previous flight legs and refueling receipts, postaccident calculations indicated that the airplane was consuming fuel at a higher rate than referenced in the airplane flight manual. Based on this consumption rate, the airplane did not have enough fuel to reach the destination airport; however, a 20-knot tailwind was predicted, so it is likely that the pilot was relying on this to help the airplane reach the airport. Regardless, he would have been flying with less than the 45-minute fuel reserve that is required for an instrument flight rules flight. The pilot failed to recognize and compensate for the airplane’s high fuel consumption rate during the accident flight. It is likely that had the pilot monitored the gauges and the consumption rate for the flight he would have determined that he did not have adequate fuel to complete the flight. Toxicology tests showed the pilot had tetrahydrocannabinol and tetrahydrocannabinol carboxylic acid (marijuana) in his system; however, the level of impairment could not be determined based on the information available. However, marijuana use can impair the ability to concentrate and maintain vigilance and can distort the perception of time and distance. As a professional pilot, the use of marijuana prior to the flight raises questions about the pilot’s decision-making. The investigation also identified several issues that were not causal to the accident but nevertheless raised concerns about the company’s operational control of the flight. The operator had instituted a fuel log, but it was not regularly monitored. The recovered load manifest showed the pilot had been on duty for more than 15 hours, which exceeded the maximum of 14 hours for a regularly assigned duty period per 14 Code of Federal Regulations Part 135. The operator stated that it was aware of the pilot’s two driving while under the influence of alcohol convictions, but the operator did not request a background report on the pilot before he was hired. Further, the operator did not list the pilot-rated passenger as a member of the flight crew, yet he had flown previous positioning legs on the dispatched EMS mission as the pilot-in-command.

During the takeoff roll at Huambo-Albano Machado Airport, the crew decided to reject takeoff for unknown reasons. The aircraft veered off runway and came to rest. All 10 occupants escaped uninjured while the aircraft was damaged beyond repair.

The flight route was Nabire to Bilogai as an unscheduled cargo flight. There were two pilots on board and the freight load was a mixture of food, palm oil, and cement. The aircraft departed from Nabire at 2355 UTC (0855 LT), the estimate time of arrival of Bilogai was 0045 UTC. At 0042 UTC the aircraft was reported above touchdown zone and the altitude recorded of 6,960 feet, direction 277 degrees and air speed 94 knots. The aircraft executed a go around due to an unauthorized person entering the shoulder of the runway 27, the aircraft then continued to climb and headed left. It was reported while the aircraft initially was climbing with the nose up but following lost altitude. During go around manoeuvre the aircraft attitude was in high nose up position, caused the angle of attack was too high and beyond a stall margins caused the aircraft stall. The aircraft bank to the right and crashed on a corn farm at coordinate S 03 44.58 E 137 0.96 and altitude about 6,550 feet with heading about 260 degrees. The aircraft was destroyed on impact with the ground. The captain seriously injured and still on seat in the aircraft wearing the shoulder harness. The second in command was fatally injured outside of the aircraft at the crashed site.

After landing on runway 36 at Talcha Airport, the single engine aircraft veered off runway, went down an embankment and came to rest against a house down the runway. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair. Downdrafts on final approach were reported, and the aircraft seemed to be unstable prior to landing.

During climb to cruise, the captain increased left engine power and the engine power lever became jammed in the full forward position. This condition resulted in an engine overtorque and overtemperture condition, and the captain shut down the left engine. After the engine shutdown, both primary flight display screens went blank. The captain reset the right generator and the flight displays regained power and display. Due to the engine shutdown, the captain diverted to a nearby airport and attempted a single-engine precautionary landing in visual flight rules conditions. Based on wind conditions at the airport (290 degrees at 18 knots), runway 27 was being used for operations. During the descent, the crew became confused as to their true heading and were only able to identify runway 27 about a minute before touching down due to a 50-degree difference in heading indications displayed to the crew as a result of the instrument gyros having been reset. Accurate heading information would have been available to the crew had they referenced the airplane’s compass. Having declared an emergency, the crew was cleared to land on any runway and chose to land on runway 18. After touchdown, the captain applied reverse thrust on the right engine and the airplane veered to the right. The airplane flight manual’s single-engine approach and landing checklist indicates that after landing braking and reverse thrust are to be used as required to maintain airplane control. The airplane continued to the right, departed the runway surface, impacted terrain, flipped over, and came to rest inverted. At the point of touchdown, there was about 5,000 feet of runway remaining for the landing roll. The loss of directional control was likely initiated when the captain applied reverse thrust shortly after touchdown, and was likely aggravated by the strong crosswind. Postaccident examination of the airplane showed a clevis pin incorrectly installed by unknown maintenance personnel that resulted in a jammed left engine power lever. No additional anomalies were noted with the airplane or engines that would have precluded normal operation.

The aircraft was substantially damaged while landing at the Gladewater Municipal Airport (07F), Gladewater, Texas. The private pilot and three passengers received minor injuries, and the forth passenger was seriously injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Natchitoches Regional Airport (IER), Natchitoches, Louisiana, around 1550. While preparing to enter the traffic pattern at 1,800 feet above ground level, the pilot checked the wind on his Garmin 696 with NEXRAD and also heard a wind update on the radio for the nearest weather facility. The current wind was understood to be from 170 degrees between 20 and 25 knots. The pilot entered the pattern in a left downwind for runway 14 and began to slow the airplane down. The pilot stated he was on short final and at an airspeed of about 120 knots when a gusting crosswind pushed the airplane 30 feet right of the runway centerline and began to descend very quickly. The pilot decided to perform a go-around maneuver and added full engine power. As engine power was added, the twin-engine airplane began to roll to the right. The pilot then elected to reduce engine power and land. The airplane impacted and exited the runway before coming to rest in an upright position. Investigators from the National Transportation Safety Board, the Federal Aviation Administration, Cessna Aircraft Co., and Continental Motors, Inc. performed a post accident examination of the airplane and the engines. Examination of the airplane revealed substantial damage to the fuselage, empennage, wings, and landing gear. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation. At 1553, the aviation routine weather report at East Texas Regional Airport in Longview, Texas, about 16 nautical miles southeast of the accident location was: wind 170 degrees and 16 knots gusting to 23 knots; visibility 10sm; few clouds at 4,900 feet above ground level; temperature 23 degrees Celsius and dew point 13 degrees Celsius; altimeter 29.92 inches of mercury. At 1530, the weather station reported a peak wind gust of 27 knots from 190 degrees.

After a night landing on runway 13 at Warroad Airport, the aircraft collided with a White-tailed deer. The crew was able to stop the aircraft that suffered structural damages to the left wing. There were no injuries but the aircraft was damaged beyond repair.

Forty seconds after its take off from Ecuvillens Airport runway 28, while flying at a speed of 120 knots, the aircraft slightly turned to the right without gaining sufficient altitude. Then, its altitude fluctuated and it descended and climbed again. Suddenly, the aircraft hit tree tops, lost some wing's and empennage elements while all engine cowlings separated. The fuel tanks were spoiled and the aircraft caught fire. It overflew the wooded area for a distance of 120 metres then impacted a powerline before crashing in an open field located 275 metres after the initial impact, bursting into flames. The pilot, sole on board, was killed.

The aircraft departed Nairobi-Wilson Airport on a cargo flight to Guriceel, Somalia, carrying three crew members and a load of khat. After landing, the airplane encountered difficulties to decelerate properly and was unable to stop within the remaining distance. It overran, contacted rough terrain, lost its nose and left main gear before coming to rest. There was no fire. All three occupants escaped uninjured and the aircraft was damaged beyond repair.