Crash of a Britten BN-2A-8 Norman Islander off Culebra: 1 killed

Date & Time: Oct 6, 2013 at 0603 LT
Type of aircraft:
Britten-Norman Islander
Operator:
Registration:
N909GD
Flight Phase:
Landing (descent or approach)
Flight Type:
Cargo
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Vieques - Culebra
MSN:
239
YOM:
1971
Location:
Culebra Island
All Puerto Rico
Country:
Puerto Rico
Region:
Central America
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1650
Captain / Total hours on type:
1100.00
Aircraft flight hours:
22575
Circumstances:
The commercial, instrument-rated pilot of the multiengine airplane was conducting a newspaper delivery flight in night visual meteorological conditions. After two uneventful legs, the pilot departed on the third leg without incident. Radar data indicated that, after takeoff, the airplane flew over open water at an altitude of about 100 to 200 ft toward the destination airport and then climbed to 2,400 ft. Shortly thereafter, the pilot performed a 360-degree left turn, followed by a 360-degree right turn while the airplane maintained an altitude of about 2,400 ft, before continuing toward the destination airport. Less than 2 minutes later, the airplane began a rapid descending left turn and then collided with water. The wreckage was subsequently located on the sea floor near the airplane's last radar target. Both wings, the cabin, cockpit, and nose section were destroyed by impact forces. The wreckage was not recovered, which precluded its examination for preimpact malfunctions. The airplane had been operated for about 25 hours since its most recent inspection, which was performed about 3 weeks before the accident. The pilot had accumulated about 1,650 hours of total flight experience, which included about 1,100 hours in the accident airplane make and model. Although the pilot conducted most of his flights during the day, he regularly operated flights in night conditions. The pilot's autopsy did not identify any findings of natural disease significant enough to have contributed to the accident. In addition, although toxicological testing detected ethanol in the pilot's cavity blood, it likely resulted from postmortem production.
Probable cause:
The pilot's failure to maintain airplane control for reasons that could not be determined because the wreckage was not recovered.
Final Report:

Crash of a Cessna 208B Grand Caravan in the Hudson Bay: 1 killed

Date & Time: Sep 25, 2013 at 1400 LT
Type of aircraft:
Cessna 208B Grand Caravan
Operator:
Registration:
C-FEXV
Flight Phase:
Flight
Flight Type:
Training
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Sault Sainte Marie - Sault Sainte Marie
MSN:
208B-0482
YOM:
1995
Flight number:
MAL8988
Location:
Hudson Bay
Nunavut
Country:
Canada
Region:
North America
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
On behalf of Morningstar Air Express, the pilot departed Sault Sainte Marie Airport, south Ontario, in the morning, for a local training flight. For unknown reasons, the pilot did not maintain any radio contact with his base or ATC and continued to the north for about 1,200 km when the aircraft crashed in unknown circumstances in the Hudson Bay, some 500 km east of Churchill, Manitoba. The aircraft was destroyed and the pilot was killed.
Probable cause:
The exact cause of the accident remains unknown.

Crash of a Cessna T303 Crusader off Jersey: 2 killed

Date & Time: Sep 4, 2013 at 1013 LT
Type of aircraft:
Cessna 303 Crusader
Operator:
Carl Whiteley
Registration:
N289CW
Flight Phase:
Landing (descent or approach)
Flight Type:
Private
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Dinan - Jersey
MSN:
303-00032
YOM:
1981
Location:
Jersey
Channel Islands
Country:
United Kingdom
Region:
Europe
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
524
Captain / Total hours on type:
319.00
Circumstances:
The aircraft was on a VFR flight from Dinan, France, to Jersey, Channel Islands and had joined the circuit on right base for Runway 09 at Jersey Airport. The aircraft turned onto the runway heading and was slightly left of the runway centreline. It commenced a descent and a left turn, with the descent continuing to 100 ft. The pilot made a short radio transmission during the turn and then the aircraft’s altitude increased rapidly to 600 ft before it descended and disappeared from the radar. The aircraft probably stalled in the final pull-up manoeuvre, leading to loss of control and impact with the sea, fatally injuring those on board, Carl Whiteley and his wife.
Probable cause:
The accident was probably as a result of the pilot’s attempt to recover to normal flight following a stall or significant loss of airspeed at a low height, after a rapid climb manoeuvre having become disoriented during the approach in fog.
Final Report:

Crash of a Piper PA-46R-350T Matrix off Cat Cay

Date & Time: Aug 25, 2013 at 1406 LT
Type of aircraft:
Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)
Operator:
Pure Beauty Farms
Registration:
N720JF
Flight Phase:
Takeoff (climb)
Flight Type:
Private
Survivors:
Yes
Site:
Lake, Sea, Ocean, River
Schedule:
Cat Cay - Kendall-Miami
MSN:
46-92004
YOM:
2008
Location:
Cat Cay
Bimini
Country:
Bahamas
Region:
Central America
Crew on board:
1
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
12250
Captain / Total hours on type:
210.00
Aircraft flight hours:
1000
Circumstances:
According to the pilot, he applied full power, set the flaps at 10 degrees, released the brakes, and, after reaching 80 knots, he rotated the airplane. The pilot further reported that the engine subsequently lost total power when the airplane was about 150 ft above ground level. The airplane then impacted water in a nose-down, right-wing-low attitude about 300 ft from the end of the runway. The pilot reported that he thought that the runway was 1,900 ft long; however, it was only 1,300 ft long. Review of the takeoff ground roll distance charts contained in the Pilot’s Operating Handbook (POH) revealed that, with flap settings of 0 and 20 degrees, the ground roll would have been 1,700 and 1,150 ft, respectively. Takeoff ground roll distances were not provided for use of 10 degrees of flaps; however, the POH stated that 10 degrees of flaps could be used. Although the distance was not specified, it is likely that the airplane would have required more than 1,300 ft for takeoff with 10 degrees of flaps. Examination of the engine revealed saltwater corrosion throughout it; however, this was likely due to the airplane’s submersion in water after the accident. No other mechanical malfunctions or abnormalities were noted. Examination of data extracted from the multifunction display (MFD) and primary flight display (PFD) revealed that the engine parameters were performing in the normal operating range until the end of the recordings. The data also indicated that, 7 seconds before the end of the recordings, the airplane pitched up from 0 to about 17 degrees and then rolled 17 degrees left wing down while continuing to pitch up to 20 degrees. The airplane then rolled 77 degrees right wing down and pitched down about 50 degrees. The highest airspeed recorded by the MFD and PFD was about 70 knots, which occurred about 1 second before the end of the recordings. The POH stated that, depending on the landing gear position, flap setting, and bank angle, the stall speed for the airplane would be between 65 and 71 knots. Based on the evidence, it is likely that the engine did not lose power as reported by the pilot. As the airplane approached the end of the runway and the pilot realized that it was not long enough for his planned takeoff, he attempted to lift off at an insufficient airspeed and at too high of a pitch angle, which resulted in an aerodynamic stall at a low altitude. If the pilot had known the actual runway length, he might have used a flap setting of 20 degrees, which would have provided sufficient distance for the takeoff.
Probable cause:
The pilot’s attempt to rotate the airplane before obtaining sufficient airspeed and his improper pitch control during takeoff, which resulted in the airplane exceeding its critical angle-of-attack and subsequently experiencing an aerodynamic stall at a low altitude. Contributing to the accident was the pilot’s lack of awareness of the length of the runway, which led to his attempting to take off with the airplane improperly configured.
Final Report:

Crash of a De Havilland DHC-3 Otter near Ivanhoe Lake: 1 killed

Date & Time: Aug 22, 2013 at 1908 LT
Type of aircraft:
De Havilland DHC-3 Otter
Operator:
Registration:
C-FSGD
Flight Phase:
Flight
Flight Type:
Positioning
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Scott Lake Lodge - Ivanhoe Lake
MSN:
316
YOM:
1959
Location:
Ivanhoe Lake
Northwest Territories
Country:
Canada
Region:
North America
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
1600
Captain / Total hours on type:
248.00
Circumstances:
The float-equipped Transwest Air Limited Partnership DHC-3 turbine Otter (registration C-FSGD, serial number 316) departed Scott Lake, Northwest Territories, at approximately 1850 Central Standard Time on a 33-nautical mile, day, visual flight rules flight to Ivanhoe Lake, Northwest Territories. The aircraft did not arrive at its destination, and was reported overdue at approximately 2100. The Joint Rescue Coordination Centre Trenton was notified by the company. There was no emergency locator transmitter signal. A search and rescue C-130 Hercules aircraft was dispatched; the aircraft wreckage was located on 23 August 2013, in an unnamed lake, 10 nautical miles north of the last reported position. The pilot, who was the sole occupant of the aircraft, sustained fatal injuries.
Probable cause:
Findings as to causes and contributing factors:
1. During approach to landing on the previous flight, the right-wing leading-edge and wing tip were damaged by impact with several trees.
2. The damage to the aircraft was not evaluated or inspected by qualified personnel prior to take-off.
3. Cumulative unmanaged stressors disrupted the pilot’s processing of safety-critical information, and likely contributed to an unsafe decision to depart with a damaged, uninspected aircraft.
4. The aircraft was operated in a damaged condition and departed controlled flight likely due to interference between parts of the failing wing tip, acting under air loads, and the right aileron.
Findings as to risk:
Not applicable.
Other findings:
1. The emergency locator transmitter did not activate, due to crash damage and submersion in water.
2. The aircraft was not fitted with FM radio equipment that is usually carried by aircraft servicing the lodge. Lodge personnel did not have a means to contact the pilot once the aircraft moved away from the dock.
Final Report:

Crash of a Beechcraft 200C Super King Air in Lake Manyara

Date & Time: Aug 22, 2013
Type of aircraft:
Beechcraft 200 Super King Air
Operator:
Registration:
5H-TZW
Flight Phase:
Flight
Flight Type:
Charter/Taxi (Non Scheduled Revenue Flight)
Survivors:
Yes
Site:
Lake, Sea, Ocean, River
Schedule:
Bukoba - Zanzibar - Dar es-Salaam
MSN:
BL-17
YOM:
1981
Location:
Lake Manyara
Manyara
Country:
Tanzania
Region:
Africa
Crew on board:
1
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
En route to Zanzibar, while cruising at an altitude of 21,000 feet, the right engine failed. The pilot decided to divert to Arusha Airport when few minutes later, while passing 16,000 feet on descent, the left engine failed as well. The pilot attempted to ditch the aircraft into Lake Manyara. The aircraft belly landed and came to rest in shallow water, bent in two. All seven occupants were rescued by fishermen and the aircraft was damaged beyond repair.

Crash of a Canadair CL-415 in Moosehead Lake

Date & Time: Jul 3, 2013 at 1415 LT
Type of aircraft:
Canadair CL-415
Operator:
Registration:
C-FIZU
Flight Phase:
Takeoff (climb)
Flight Type:
Fire fighting
Survivors:
Yes
Site:
Lake, Sea, Ocean, River
Schedule:
Wabush - Wabush
MSN:
2076
YOM:
2010
Location:
Moosehead Lake
Newfoundland & Labrador
Country:
Canada
Region:
North America
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
12500
Captain / Total hours on type:
120.00
Copilot / Total flying hours:
1700
Copilot / Total hours on type:
138
Aircraft flight hours:
461
Circumstances:
On 03 July 2013, at about 1415 Atlantic Daylight Time, the Government of Newfoundland and Labrador Air Services Division Bombardier CL-415 amphibious aircraft (registration C-FIZU, serial number 2076), operating as Tanker 286, departed Wabush, Newfoundland and Labrador, to fight a nearby forest fire. Shortly after departure, Tanker 286 touched down on Moosehead Lake to scoop a load of water. About 40 seconds later, the captain initiated a left-hand turn and almost immediately lost control of the aircraft. The aircraft water-looped and came to rest upright but partially submerged. The flight crew exited the aircraft and remained on the top of the wing until rescued by boat. There was an insufficient forward impact force to activate the onboard 406-megahertz emergency locator transmitter. There were no injuries to the 2 crew members. The aircraft was destroyed. The accident occurred during daylight hours.
Probable cause:
Findings as to causes and contributing factors:
- It is likely that the PROBES AUTO/MANUAL switch was inadvertently moved from the AUTO to the MANUAL selection when the centre pedestal cover was removed.
- The PROBES AUTO/MANUAL switch position check was not included on the Newfoundland and Labrador Government Air Services CL-415 checklist.
- The flight crew was occupied with other flight activities during the scooping run and did not notice that the water quantity exceeded the predetermined limit until after the tanks had filled to capacity.
- The flight crew decided to continue the take-off with the aircraft in an overweight condition.
- The extended period with the probes deployed on the water resulted in a longer take-off run, and the pilot flying decided to alter the departure path to the left.
- The left float contacted the surface of the lake during initiation of the left turn. Aircraft control was lost and resulted in collision with the water.
Findings as to risk:
- If safety equipment is installed in a manner that hampers its access and removal, then there is an increased risk that occupants may not be able to retrieve the safety equipment in a timely manner to ensure their survival.
- If individuals are not trained on safety equipment installed on the aircraft, then there is an increased risk that the individuals may not be aware of how to effectively use the equipment.
- If a checklist does not include a critical item, and flight crews are expected to rely on their memory, then there is a risk that that item will be missed, which could jeopardize the safety of flight.
- If flight crews do not adhere to standard operating procedures, then there is a risk that errors and omissions can be introduced, which could jeopardize the safety of flight.
- If a person is not restrained during flight and the aircraft either makes an abrupt manoeuvre or loses control, then that person is at a much greater risk of injury or death.
- If an overweight take-off is carried out, there may be an adverse effect on the aircraft’s performance, which could jeopardize the safety of flight.
- If companies do not have procedures for recording overweight take-offs and flight crews do not report them, then the overall condition of the aircraft’s structures will not be accurately known, which could jeopardize the safety of flight.
- If organizations do not use formal and documented processes to manage operational risks, there is an increased risk that hazards will not be identified and mitigated.
- If organizations do not have measures in place to raise awareness of the potential impact of stress on performance or to promote the early recognition and mitigation of stress, then there is an increased risk that errors will occur when an individual is affected by stress that has become chronic.
Other findings:
- Utilizing the locking position of the PROBES AUTO/MANUAL switch for the MANUAL selection allows the switch to be inadvertently moved from the AUTO to the MANUAL position.
Final Report:

Crash of a Beechcraft D18S off Red Lake: 2 killed

Date & Time: May 30, 2013 at 1727 LT
Type of aircraft:
Beechcraft D18
Operator:
First Air Service
Registration:
C-FWWV
Flight Phase:
Takeoff (climb)
Flight Type:
Private
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Red Lake - Red Lake
MSN:
A-618
YOM:
1951
Location:
Red Lake
Ontario
Country:
Canada
Region:
North America
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
The pilot and his wife, a couple from Phoenix, were performing a flight from the Red Lake Seaplane base to a tourist Camp located north of Red Lake. The twin engine aircraft took off at 1727LT in marginal weather conditions consisting of wind and rain showers. Shortly after departure, the aircraft crashed into the Bruce Channel located between Cochenour and McKenzie Island. The aircraft sank and both occupants were killed.

Crash of a Harbin SH-5 (Shuishang Hongzha 5) off Qingdao: 5 killed

Date & Time: May 30, 2013
Type of aircraft:
Harbin SH-5 - Shuishang Hongzha 5
Operator:
Registration:
9113
Flight Phase:
Flight
Flight Type:
Training
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Qingdao - Qingdao
Location:
Qingdao
Shandong
Country:
China
Region:
Asia
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
5
Circumstances:
The four engine aircraft Harbin SH-5 (Shuishang Hongzha 5) was engaged in a training mission off Qingdao with a crew of five on board. In unknown circumstances, the seaplane crashed in the Jiaozhou Bay few km offshore, killing all five occupants.

Crash of a Grumman G-44 Widgeon in Catskill: 1 killed

Date & Time: May 2, 2013 at 1629 LT
Type of aircraft:
Grumman G-44 Widgeon
Operator:
Michael B. Braunstein
Registration:
N8AS
Flight Phase:
Flight
Flight Type:
Private
Survivors:
No
Site:
Lake, Sea, Ocean, River
Schedule:
Copake - Copake
MSN:
1315
YOM:
1943
Location:
Catskill
New York
Country:
United States of America
Region:
North America
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
5735
Captain / Total hours on type:
411.00
Aircraft flight hours:
2251
Circumstances:
Michael B. Braunstein, aged 72, was the owner of this vintage aircraft built in 1943 and was performing a local flight within the State of New York. Aircraft was destroyed when it impacted the waters of the Hudson River, near Catskill, New York. The certificated airline transport pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local personal flight conducted under Title 14 Code of Federal Regulations Part 91, which departed from B Flat Farm Airport (3NK8), Copake, New York about 1600. Approximately 25 witnesses were interviewed. Witnesses reported observing the twin-engine amphibious airplane flying southbound low above a river and hearing the engine running. The airplane then made a 180-degree left turn, which was consistent with the pilot flying a tight traffic pattern before attempting a water landing. The airplane then descended, leveled off above the water, and suddenly banked left. The airplane’s nose and left pontoon then struck the water, and the airplane nosed over, caught fire, and sank. Postrecovery examination of the wreckage revealed that the landing gear was in the “up” position and that the flaps were extended, which indicates that the airplane had been configured for a water landing. No evidence of any preimpact failures or malfunctions of the airplane or engines was found that would have precluded normal operation. At the time of the accident, a light breeze was blowing, the river was at slack tide, and the water conditions were calm, all of which were conducive to glassy water conditions. It is likely that the glassy water conditions adversely affected the pilot’s depth perception and led to his inability to correctly judge the airplane’s height above the water. He subsequently flared the airplane too high, which resulted in the airplane exceeding its critical angle-of-attack, entering an aerodynamic stall, and impacting the water in a nose-low attitude.
Probable cause:
The pilot’s misjudgment of the airplane’s altitude above the water and early flare for a landing on water with a glassy condition, which led to the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall.
Final Report:
Subscribe to Lake, Sea, Ocean, River