Airport (less than 10 km from airport)

Flight Type:

Survivors:

Site:

Schedule:

Las Vegas - Burbank

MSN:

23060

YOM:

1984

Flight number:

WN1455

Location:

Burbank

California

Country:

Region:

Piper PA-31-350 Navajo Chieftain

Crew on board:

Crew fatalities:

Pax on board:

137

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

11000

Captain / Total hours on type:

9870.00

Copilot / Total flying hours:

5022

Copilot / Total hours on type:

2522

Circumstances:

On March 5, 2000, about 1811 Pacific standard time (PST), Southwest Airlines, Inc., flight 1455, a Boeing 737-300 (737), N668SW, overran the departure end of runway 8 after landing at Burbank-Glendale-Pasadena Airport (BUR), Burbank, California. The airplane touched down at approximately 182 knots, and about 20 seconds later, at approximately 32 knots, collided with a metal blast fence and an airport perimeter wall. The airplane came to rest on a city street near a gas station off of the airport property. Of the 142 persons on board, 2 passengers sustained serious injuries; 41 passengers and the captain sustained minor injuries; and 94
passengers, 3 flight attendants, and the first officer sustained no injuries. The airplane sustained extensive exterior damage and some internal damage to the passenger cabin. During the accident sequence, the forward service door (1R) escape slide inflated inside the airplane; the nose gear collapsed; and the forward dual flight attendant jump seat, which was occupied by two flight attendants, partially collapsed. The flight, which was operating on an instrument flight rules flight plan, was conducted under 14 Code of Federal Regulations (CFR) Part 121. Visual meteorological conditions (VMC) prevailed at the time of the accident, which occurred
in twilight lighting conditions.

Probable cause:

The flight crew's excessive airspeed and flightpath angle during the approach and landing and its failure to abort the approach when stabilized approach criteria were not met. Contributing to the accident was the controller's positioning of the airplane in such a manner as to leave no safe options for the flight crew other than a go-around maneuver.

Final Report:

Crash of a Piper PA-31-350 Navajo Chieftain in Stony Rapids

Date & Time: Feb 27, 2000 at 2200 LT

Type of aircraft:

Operator:

Registration:

C-FATS

Flight Phase:

Flight Type:

Survivors:

Site:

Schedule:

Edmonton - Stony Rapids

MSN:

31-7952072

YOM:

1979

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

7850

Captain / Total hours on type:

1450.00

Circumstances:

The Piper Navajo Chieftain PA-31-350, serial number 31-7952072, departed Edmonton, Alberta, on an instrument flight rules charter flight to Stony Rapids, Saskatchewan, with one pilot and six passengers on board. The pilot conducted a non-directional beacon approach at night in Stony Rapids, followed by a missed approach. He then attempted and missed a second approach. At about 2200 central standard time, while manoeuvring to land on runway 06, the aircraft struck trees 3.5 nautical miles west of the runway 06 button and roughly one quarter nautical mile left of the runway centreline, at an altitude of 1200 feet above sea level. The aircraft sustained substantial damage, but no fire ensued. The pilot and one passenger were seriously injured, and the remaining five passengers sustained minor injuries. Canadian Forces search and rescue specialists were air-dropped to the site at 0300 and provided assistance to the pilot and passengers. Local ground search parties later assisted with the rescue.

Probable cause:

Findings as to Causes and Contributing Factors:
1. The pilot executed a missed approach on his first NDB approach, and, during the second missed approach, after momentarily seeing the runway, he decided to conduct a visual approach, descending below MDA in an attempt to fly under the cloud base.
2. In flying under the cloud base during the visual portion of his approach, the pilot likely perceived the horizon to be lower on the windscreen than it actually was.
3. There was no indication that there was any form of pressure from management to influence the pilot to land at the destination airport. However, the pilot may have chosen to land in Stony Rapids because he had an early flight the following day, and he did not have the keys for the accommodations in Fond-du-Lac.
Findings as to Risk:
1. No scale was available to the pilot in Edmonton for weighing aircraft loads.
2. The maximum allowable take-off weight of the aircraft was exceeded by about 115 pounds, and it is estimated that at the time of the crash, the aircraft was 225 pounds below maximum landing weight. The aircraft's centre of gravity was not within limits at the time of the crash.
3. The rear baggage area contained 300 pounds of baggage, 100 pounds more than the manufacturer's limitation.
4. Two screws were missing from each section of the broken seat track to which the anchor points were attached.
5. Cargo net anchorage system failure contributed to passenger injuries.
6. The stitching failed on the seat belt's outboard strap that was mounted on the right, middle, forward-facing cabin seat.
Other Findings:
1. Hand tools were required to access the ELT panel, since the cockpit remote switch could not be accessed.

Final Report:

Crash of a Piper PA-31T3-T1040 Cheyenne in Kotzebue

Date & Time: Feb 21, 2000 at 1123 LT

Type of aircraft:

Piper PA-31 Cheyenne

Operator:

Registration:

N219CS

Flight Phase:

Flight Type:

Survivors:

Site:

Kotzebue-Ralph Wien Memorial

Schedule:

Point Lay - Kotzebue

MSN:

31-8275005

YOM:

1982

Location:

Alaska

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

13500

Captain / Total hours on type:

4900.00

Aircraft flight hours:

11098

Circumstances:

The airplane collided with frozen pack ice, three miles from the airport, during a GPS instrument approach. Instrument conditions of 3/4 mile visibility in snow and fog were reported at the time of the accident. The pilot stated that he began a steep descent with the autopilot engaged. He indicated that as the airplane crossed the final approach course, the autopilot turned the airplane inbound toward the airport. He continued the steep descent, noted the airplane had overshot the course, and the autopilot was not correcting very well. He disengaged the autopilot and manually increased the correction heading to intercept the final approach course. During the descent he completed the landing checklist, extended the landing gear and flaps, and was tuning both the communications and navigation radios. The pilot said he looked up from tuning the radios to see the sea ice coming up too quickly to react, and impacted terrain. The pilot relayed there were no pre accident anomalies with the airplane, and that he 'did not stay ahead of the airplane.'

Probable cause:

The pilot descended below the minimum descent altitude. Factors associated with this accident were the task overload of the pilot during the instrument approach, and not performing a level off.

Final Report:

Crash of a Douglas DC-8-71F in Sacramento: 3 killed

Date & Time: Feb 16, 2000 at 1952 LT

Type of aircraft:

Douglas DC-8

Operator:

Registration:

N8079U

Flight Phase:

Flight Type:

Cargo

Survivors:

Site:

Schedule:

Sacramento - Dayton

MSN:

45947

YOM:

1968

Flight number:

EB017

Location:

Sacramento-Mather

California

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

13329

Captain / Total hours on type:

2128.00

Copilot / Total flying hours:

4511

Copilot / Total hours on type:

2080

Aircraft flight hours:

84447

Aircraft flight cycles:

33395

Circumstances:

On February 16, 2000, about 1951 Pacific standard time, Emery Worldwide Airlines, Inc., (Emery) flight 17, a McDonnell Douglas DC-8-71F (DC-8), N8079U, crashed in an automobile salvage yard shortly after takeoff, while attempting to return to Sacramento Mather Airport (MHR), Rancho Cordova, California, for an emergency landing. Emery flight 17 was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121 as a cargo flight from MHR to James M. Cox Dayton International Airport (DAY), Dayton, Ohio. The flight departed MHR about 1949, with two pilots and a flight engineer on board. The three flight crew members were killed, and the airplane was destroyed. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules (IFR) flight plan.

Probable cause:

A loss of pitch control resulting from the disconnection of the right elevator control tab. The
disconnection was caused by the failure to properly secure and inspect the attachment bolt.

Final Report:

Crash of a NAMC YS-11A-213 in Sapporo

Date & Time: Feb 16, 2000 at 1243 LT

Type of aircraft:

NAMC YS-11

Operator:

Registration:

JA8727

Flight Phase:

Flight Type:

Survivors:

Site:

Schedule:

Hakodate - Sapporo

MSN:

2095

YOM:

1969

Flight number:

EL354

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

On approach to Sapporo-Okadama, the aircraft was too high on the glide and approached at an excessive speed. It landed too far down a snow covered runway and was unable to stop within the remaining distance. It overran, collided with snow bank and came to rest. All 41 occupants escaped uninjured while the aircraft was damaged beyond repair.

Probable cause:

Wrong approach configuration on part of the crew who completed the approach at an excessive speed and above the glide, causing the aircraft to land too far down the runway. The following findings were identified:
- The aircraft speed was 23 knots higher than the reference speed above threshold,
- Excessive speed upon touchdown,
- The braking action was reduced because the runway surface was contaminated with snow,
- The aircraft was unable to stop within the remaining distance,
- The crew failed to initiate a go-around procedure while the landing was obviously missed,
- Marginal weather conditions,
- Poor crew coordination,
- Poor airspeed monitoring on part of the flying crew.

Crash of a Boeing 727-82 in Luanda

Date & Time: Feb 12, 2000 at 1420 LT

Type of aircraft:

Boeing 727-100

Operator:

Registration:

S9-NAZ

Flight Phase:

Flight Type:

Cargo

Survivors:

Site:

Schedule:

Salima - Luanda

MSN:

19404

YOM:

1967

Location:

Luanda-4 de Fevereiro

Luanda

Country:

Angola

Region:

Africa

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

Following an uneventful cargo flight from Salima, the crew started the descent to Luanda-4 de Fevereiro Airport runway 23. Due to very bad weather conditions, the aircraft was unstable on final and the pilot decided to initiate a go-around. Few minutes later, while attempting a second approach to land, the aircraft was rolling left and right, causing the right wing to hit the runway surface. The aircraft landed hard, broke in two and came to rest few hundred metres further on the main runway. All seven occupants escaped uninjured while the aircraft was damaged beyond repair. It was reported that weather conditions were very bad at the time of the accident with heavy rain falls and wind gusting from 50 to 80 knots.

Ground accident of an Airbus A300B4-203 in Dakar

Date & Time: Feb 12, 2000 at 0056 LT

Type of aircraft:

Airbus A300

Operator:

Registration:

TU-TAT

Flight Phase:

Taxiing

Flight Type:

Survivors:

Site:

Schedule:

Dakar - Paris

MSN:

282

YOM:

1983

Flight number:

RK304

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

171

Pax fatalities:

Other fatalities:

Total fatalities:

Aircraft flight hours:

38400

Aircraft flight cycles:

19600

Circumstances:

While taxiing for departure at Dakar-Yoff Airport, the left main gear unsafe alarm came on in the cockpit panel. The captain decided to return to the apron to proceed to an inspection when the left main gear collapsed. The engine n°1 struck the ground and partially torn off. A fire erupted and quickly spread to the left wing. All 182 occupants evacuated safely but the aircraft was considered as damaged beyond repair. It just came out from a C Check maintenance program.

Probable cause:

A crossing of the flexible tubing of the hydraulic connection controlling the locking of the left gear failed, causing the left main gear to retract.

Crash of a Mitsubishi MU-2B-60 Marquise in Lewiston: 1 killed

Date & Time: Feb 11, 2000 at 0815 LT

Type of aircraft:

Mitsubishi MU-2 Marquise

Operator:

American Check Transport

Registration:

N152BK

Flight Phase:

Flight Type:

Cargo

Survivors:

Site:

Schedule:

Boise – Lewiston

MSN:

1537

YOM:

1982

Flight number:

BKJ152

Location:

Lewiston

Idaho

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

21000

Captain / Total hours on type:

1500.00

Aircraft flight hours:

5460

Circumstances:

The airplane impacted a ridgeline about 1.5 miles from the runway and approximately 7 to 14 seconds after the pilot reported a dual engine flameout. The airplane's altitude was about 400 feet agl when the pilot reported the flameout. The inspection of the airplane revealed no preexisting anomalies. Icing conditions were forecast and PIREPS indicated that light to moderate rime/mixed icing conditions existed along the route of flight. The Continuous Ignition switches were found in the OFF position. The Approach procedures listed in the Airplane's Flight Manual stated, 'CONTINUOUS IGNITION SHALL BE SELECTED TO ON DURING APPROACH AND LANDING WHILE IN OR SHORTLY FOLLOWING FLIGHT IN ACTUAL OR POTENTIAL ICING CONDITIONS.' The aircraft manufacturer had issued a Service Bulletin in 1995 for the installation of an auto-ignition system to '... reduce the possibility of engine flame-out when icing conditions are encountered and the continuous ignition is not selected.' The operator had not installed the non-mandatory service bulletin. On May 5, 2000, the FAA issued an Airworthiness Directive that required the installation of an auto-ignition system. The toxicology test detected extremely high levels of dihydrocodeine in the pilot's blood. The pilot received a special issuance second-class medical certificate on August 22, 1995, after receiving treatment for a self disclosed history of drug abuse. The drug testing that this pilot underwent as a consequence of his previous self disclosed history of drug abuse would not have detected these substances.

Probable cause:

The pilot failed to follow the flight manual procedures and did not engage the Continuous Ignition system resulting in both engines flaming out when the air induction system was blocked with ice. Additional factors to the accident included the hilly terrain, the icing conditions, and the operator not complying with a Service Bulletin for the installation of an auto-ignition system.

Final Report:

Crash of a Piper PA-31T3-T1040 Cheyenne in Wales

Date & Time: Feb 9, 2000 at 1205 LT

Type of aircraft:

Piper PA-31 Cheyenne

Operator:

Registration:

N110JK

Flight Phase:

Flight Type:

Survivors:

Site:

Schedule:

Nome – Wales

MSN:

31-8375005

YOM:

1983

Location:

Wales

Alaska

Country:

Region: