Plain, Valley | Bureau of Aircraft Accidents Archives

The airline transport pilot was repositioning the airplane to an airport near the owner's summer home. The airplane was not maintained for instrument flight, and the pilot had diverted the day before the accident due to weather. On the day of the accident, the pilot departed for the destination, but returned shortly after due to weather. After waiting for the weather conditions to improve, the pilot departed again that afternoon, and refueled the airplane at an intermediate airport before continuing toward the destination. The route of flight followed a highway that traversed a mountain pass. A witness located along the highway stated that he saw the accident airplane traveling northbound toward the mountain pass, below the overcast cloud layer. He also stated that the mountain pass was obscured, and he could see a thunderstorm developing toward the west, which was moving east toward the pass. A second witness, located near the accident site, saw the airplane descend vertically from the base of the clouds while spinning in a level attitude and impact the ground. The second witness reported that it was snowing and that the visibility was about ¼ mile at the time of the accident. The airplane impacted terrain in a level attitude, and was consumed by a postcrash fire. Examination of the flight controls, airframe, and engine revealed no mechanical malfunctions or anomalies that would have precluded normal operation. It is likely that the pilot experienced spatial disorientation and a subsequent loss of aircraft control upon encountering instrument meteorological conditions. The airplane exceeded its critical angle of attack and entered a flat spin at low altitude, resulting in an uncontrolled descent and impact with terrain.

Probable cause:

The pilot's decision to continue flight into deteriorating weather conditions in an airplane not maintained for instrument flight, which resulted in a loss of control due to spatial
disorientation.

Final Report:

Crash of an Ilyushin II-76MD near Luhansk: 49 killed

Date & Time: Jun 14, 2014 at 0110 LT

Type of aircraft:

Ilyushin II-76

Operator:

Registration:

76777

Flight Phase:

Landing (descent or approach)

Flight Type:

Military

Survivors:

Site:

Plain, Valley

Schedule:

Melitopol - Luhansk

MSN:

0083482490

YOM:

1988

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The aircraft was on its way to Luhansk Airport, carrying 40 paratroopers, a crew of 9 and few materials, furniture, goods and equipment. On final approach by night, pro-Russian rebels shot down the aircraft with an anti-aircraft weapon 'Igla' SAM. The four engine aircraft crashed in a huge explosion in a wheat field located near the village of Novohannivka, about 20 km southeast of Luhansk. All 49 occupants were killed and the aircraft was completely destroyed by impact forces and a post crash fire.
Crew:
Aleksander Belviy,
Major Mikael Diakov,
Captain Igor Skachkov,
Captain Sergei Telegin,
Senior Lieutenant Vladimir Burkavtsov,
Aleksander Kozolyy,
Senior Lieutenant Oleg Pavlenko,
Aleksander Kowalyk,
Victor Mentus.

Probable cause:

Shot down by rebels.

Crash of a Piper PA-46-310P Malibu near Narrabri

Date & Time: Jun 12, 2014 at 1630 LT

Type of aircraft:

Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

Operator:

Registration:

VH-TSV

Flight Phase:

Flight

Flight Type:

Executive/Corporate/Business

Survivors:

Yes

Site:

Plain, Valley

Schedule:

Dubbo – Sunshine Coast

MSN:

46-8408022

YOM:

1984

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

On 12 June 2014, at about 1530 Eastern Standard Time (EST), a Piper PA-46 aircraft, registered VH-TSV, departed Dubbo, New South Wales for a private flight to the Sunshine Coast, Queensland with a pilot and one passenger on board. The planned route was to track via Moree and Toowoomba at 13,500 ft above mean sea level (AMSL). The pilot had operated the aircraft from Sunshine Coast to Lightning Ridge, Brewarrina and Dubbo earlier that day and reported that all engine indications were normal on those flights. About 1 hour after departing Dubbo, when about 26 NM south of Narrabri, at about 13,500 ft AMSL, the pilot observed the engine manifold pressure gauge indicating 25 inches Hg, when the throttle position selected would normally have produced about 28 inches Hg. The pilot selected the alternate air1 which did not result in any increase in power. He then elected to descend to 10,000 ft, and at that power setting when normally the engine would have produced about 29 inches Hg, the gauge still indicated only about 25 inches Hg. He turned the aircraft towards Narrabri in an attempt to fly clear of the Pilliga State Forest. The pilot assessed that the aircraft had a partial engine failure and performed troubleshooting checks. As the aircraft descended through about 8,000 ft, he observed the oil pressure gauge indicating decreasing pressure. When passing about 6,500 ft, the oil pressure gauge indicated zero and the pilot heard two loud bangs and observed the cowling lift momentarily from above the engine. The passenger observed a puff of smoke emanating from the engine and momentarily a small amount of smoke in the cockpit. The pilot established the aircraft in a glide at about 90 kt, secured the engine and completed the emergency checklist. He broadcast a ‘Mayday’ 2 call on Brisbane Centre radio frequency advising of an engine failure and forced landing. The pilot looked for a clear area below in which to conduct a forced landing and also requested the passenger to assist in identifying any cleared areas suitable to land. Both only identified heavily treed areas. The pilot extended the landing gear and selected 10º of flap and, when at about 1,000 ft, the pilot shut the fuel off, deployed the emergency beacon then switched off the electrical system. As the aircraft entered the tree tops, he flared to stall3 the aircraft. On impact, the pilot was seriously injured and lost consciousness. The passenger reported the wings impacted with trees and the aircraft slid about 10 m before coming to rest. The passenger checked for any evidence of fuel leak or fire and administered basic first aid to the pilot. The aircraft sustained substantial damage.

Final Report:

Crash of an Antonov AN-30B in Drobyshevo: 5 killed

Date & Time: Jun 6, 2014

Type of aircraft:

Antonov AN-30

Operator:

Registration:

80 yellow

Flight Phase:

Flight Type:

Survivors:

Site:

MSN:

06 08

YOM:

1975

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The crew was on his way to east Ukraine on a reconnaissance mission for pro-federalist militants positions. While overflying the region of Slavyansk, the aircraft was hit by a surface-to-air missile SAM that struck the right engine that caught fire. Three crew members were able to bail out and later found alive but injured. Out of control, the aircraft entered a dive and crashed in an open field located in Drobyshevo, between the villages of Krasny Liman and Nikolayevka. It was totally destroyed by impact forces and post crash fire and all five occupants were killed.

Probable cause:

Shot down.

Crash of a Piper PA-31-310 Navajo in Deán Funes

Date & Time: Apr 27, 2014 at 1915 LT

Type of aircraft:

Piper PA-31-310 Navajo

Operator:

Registration:

LV-JGN

Flight Phase:

Landing (descent or approach)

Flight Type:

Private

Survivors:

Yes

Site:

Plain, Valley

Schedule:

Termas de Río Hondo – Río Cuarto

MSN:

31-213

YOM:

1968

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

462

Captain / Total hours on type:

8.00

Aircraft flight hours:

5245

Circumstances:

The twin engine aircraft departed Termas de Río Hondo Airport on a flight to Río Cuarto, carrying six passengers and one pilot who took part to a motorcycle GP in Termas de Río Hondo. About 45 minutes into the flight, while cruising at an altitude of 6,500 feet, the left engine failed. The pilot contacted ATC and was cleared to divert to Deán Funes Airfield. On approach, he realized he could not make it and attempted an emergency landing on the National Road 60 at km 835. After touchdown, the aircraft veered off the street, lost its nose gear and came to rest in bushes. One passenger and the pilot were injured while five other occupants escaped unhurt. The aircraft was damaged beyond repair.

Probable cause:

The following findings were identified:
- Failure of the left engine in cruising flight due to the failure of the fuel injection system connected to the cylinder n°3,
- Inadequate maintenance of the aircraft and engine and non application of the bulletins related to the maintenance of the injection system,
- Impossibility for the pilot to increase engine power due to the high temperature of the cylinder,
- The aircraft's performances were degraded,
- Late decision of the pilot to attempt an emergency landing at dusk,
- Insufficient information regarding the procedure to feather the propeller.

Final Report:

Crash of a Piper PA-46-310P Malibu near Niekerkshoop: 2 killed

Date & Time: Apr 22, 2014 at 1121 LT

Type of aircraft:

Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

Operator:

L. Botha

Registration:

ZS-LLD

Flight Phase:

Flight

Flight Type:

Private

Survivors:

Site:

Plain, Valley

Schedule:

Cape Town – Swartwater

MSN:

46-8408063

YOM:

1984

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

1569

Captain / Total hours on type:

163.00

Aircraft flight hours:

2029

Circumstances:

On 22 April 2014 at approximately 0716Z the Commercial pilot accompanied by a passenger departed Cape Town International Airport (FACT) on an IFR flight to Swartwater in the Limpopo Province. Approximately 16 minutes after take-off with the aircraft climbing through an altitude of 13500 feet to 17000 feet, the Air Traffic Controller advised the pilot that the aircraft’s Mode C transponder started transmitting erroneous altitude data and indicating that the aircraft was descending whereas the pilot thought he was ascending. The pilot notified the ATC that the aircraft was not descending and attempted to rectify the problem by recycling the Mode C transponder that however didn’t resolve the problem. As the transponder information was intermittent during the IFR flight to Swartwater, the ATC requested the pilot to descent to the VFR flight level FL 135. The pilot then requested Area West for approval to ascent to flight level (FL 195) which was approved. It appears that the pilot was unaware that the pitot static tube system that supplies both pitot and static air pressure for the airspeed indicator, altimeter and triple indicator was most probably blocked by dust or sand. The aircraft exceeded the Maximum Structural Air Speed (VNO) of the aircraft and the VNE air speed of 1 hour 44 minutes and 9 minutes respectively. The VNO of 173 airspeed and VNE of 203 airspeed exceedance resulted in the catastrophic inflight breakup of the aircraft. The wreckage was found scattered in a 1.58km path in mountainous terrain. Both occupants on board the aircraft sustained fatal injuries.

Probable cause:

The aircraft exceeded the Maximum Structural Cruising Speed (VNO) and Calibrated Never Exceed Speed VNE airspeed due to the fact that erroneous airspeed and altitude data information indicated on the cockpit instruments as a result of blockage of the pitot tube by dust and sand. The fact that the pilot switched off the transponder was considered as a contributory factor.

Final Report:

Crash of a Piper PA-31-350 Navajo Chieftain in Stonehaven

Date & Time: Apr 9, 2014 at 1447 LT

Type of aircraft:

Piper PA-31-350 Navajo Chieftain

Operator:

Registration:

N66886

Flight Phase:

Flight Type:

Survivors:

Site:

Schedule:

Wick – Le Touquet

MSN:

31-7405188

YOM:

1974

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

3188

Captain / Total hours on type:

19.00

Circumstances:

The aircraft was on a ferry flight from Seattle in the USA to Thailand via Canada, Greenland, Iceland, Scotland and across Europe. However the flight crew abandoned the aircraft in Greenland late in December 2013 after experiencing low oil pressure indications on both engines. This may have been due to the use of an incorrect grade of oil for cold weather operations. The aircraft remained in Greenland until 28 February 2014, when a replacement ferry pilot was engaged. Although the engine oil was not changed prior to departing Greenland, the flight continued uneventfully to Wick, in Scotland. Following some maintenance activity on the right engine, the aircraft departed for Le Touquet in France. However, approximately 25 minutes after takeoff, the engines successively lost power and the pilot carried out a forced landing in a ploughed field. Examination of the engines revealed that one piston in each engine had suffered severe heat damage, consistent with combustion gases being forced past the piston and into the crankcase.

Probable cause:

The aircraft began experiencing engine problems, leading to the forced landing, approximately 25 minutes after departing Wick, in Scotland. However, it is possible that these problems may have originated prior to the aircraft arriving in the UK. The low oil pressures in both engines, reported by the crew on the flight leg to Greenland, may have been due to the wrong grade of oil, W100, being used in what would have been very low temperatures experienced in December in Canada and Greenland. Despite supplies of multigrade oil being sent to Greenland, the engine oil was not changed. This was due to the fact that the pilot noted normal engine indications combined with the lack of maintenance facilities. Thus the aircraft continued its journey with the same oil in the engines with which it left Seattle; this was confirmed by the subsequent analysis of the oil. No further oil pressure problems were observed, although it is likely the aircraft would have been operating in warmer temperatures at the end of February in comparison with those in December. The engine manufacturer suggested that engine damage could have occurred as a result of operating the engines at low temperatures with the wrong grade of oil. Whilst this may have been the case, it is surprising that any damage did not progress to the point where it became readily apparent during the subsequent flights, via Iceland, to Wick. In fact the pilot did report rough running of the right-hand engine, but the investigation revealed a problem only with the No 4 cylinder compression, which led to replacement of this cylinder. Since the compressions in all the cylinders were presumably assessed during the diagnosis, it must be concluded that any damage in the No 3 cylinder of the right engine was not, at that stage, significant. Ultimately, it was not possible to establish why pistons in both engines had suffered virtually identical types of damage, although it is likely to have been a ‘common mode’ failure, which could include wrong fuel, incorrect mixture settings (running too lean) and existing damage arising from the use of incorrect oil in cold temperatures. The oil analysis excluded the possibility of the aircraft having been mis-fuelled with Jet A-1 at Wick. No conclusion can be drawn regarding the possibility of one of the pilots having leaned the mixtures to an excessive degree, although this would require that either high cylinder head temperature indications were ignored, or that the temperature gauges (or sensors) on both engines were defective. The engines would have begun to fail when the combustion gases started to ‘blow by’ the pistons, causing progressive damage to the piston crowns, skirts and rings. This would have also caused pressurisation of the crankcases, which in turn would have tended to blow oil out of the crankcase breathers. In the case of the left engine, the pressurisation was such that the dipstick was blown out of its tube, resulting in more oil being lost overboard. This may have accounted for the more severe damage to the left engine, having lost more oil than the right. The detached No 1 cylinder base jet oil nozzle in the left engine may have contributed to a slight reduction in the oil pressure, but is otherwise considered to have played no part in the engine failure.

Final Report:

Crash of a Cessna 208B Grand Caravan near Kwethluk: 2 killed

Date & Time: Apr 8, 2014 at 1557 LT

Type of aircraft:

Cessna 208B Grand Caravan

Operator:

Registration:

N126AR

Flight Phase:

Flight

Flight Type:

Training

Survivors:

Site:

Plain, Valley

Schedule:

Bethel - Bethel

MSN:

208B-1004

YOM:

2002

Location:

Kwethluk

Alaska

Country:

United States of America

Region:

North America

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

593

Captain / Total hours on type:

1.00

Copilot / Total flying hours:

14417

Copilot / Total hours on type:

5895

Aircraft flight hours:

11206

Circumstances:

The check airman was conducting the first company training flight for the newly hired second-in-command (SIC). Automatic Dependent Surveillance-Broadcast (ADS-B) data showed that, after departure, the airplane began a series of training maneuvers, consistent with normal operations. About 21 minutes into the flight, when the airplane was about 3,400 ft mean sea level, it began a steep descent and subsequently impacted terrain. An airplane performance study showed that the airplane reached a nose-down pitch of about -40 degrees and that the descent rate reached about 16,000 ft per minute. Numerous previous training flights conducted by the check airman were reviewed using archived ADS-B data and interviews with other pilots. The review revealed that the initial upset occurred during a point in the training when the check airman typically simulated an in-flight emergency and descent. Postaccident examination for the airframe and control surfaces showed that the airplane was configured for cruise flight at the time of the initial upset. Examination of the primary and secondary flight control cables indicated that the cables were all intact at the time of impact. Trim actuator measurements showed an abnormal trailing-edge-up, nose-down configuration on both trim tabs. The two elevator trim actuator measurements were inconsistent with each other, indicating that one of the actuators was likely moved during the wreckage recovery. Based on the supporting data, it is likely that one of the actuators indicated the correct trim tab position at the time of impact. Simulated airplane performance calculations showed that, during a pitch trim excursion, the control forces required to counter an anomaly increases to unmanageable levels unless the appropriate remedial procedures are quickly applied. Given the simulated airplane performance calculations, the trim actuator measurements, and the check airman's known training routine, it is likely that the check airman simulated a pitch trim excursion and that the SIC, who lacked experience in the airplane type, did not appropriately respond to the excursion. The check airman did not take remedial action and initiate the recovery procedure in time to prevent the control forces from becoming unmanageable and to ensure that recovery from the associated dive was possible.

Probable cause:

The check airman's delayed remedial action and initiation of a recovery procedure after a simulated pitch trim excursion, which resulted in a loss of airplane control.

Final Report:

Crash of a Lockheed C-130J Hercules near Karauli: 5 killed

Date & Time: Mar 28, 2014

Type of aircraft:

Lockheed C-130 Hercules

Operator:

Registration:

KC-3803

Flight Phase:

Flight

Flight Type:

Training

Survivors:

Site:

Plain, Valley

Schedule:

Agra - Gwalior

MSN:

5640

YOM:

2010

Location:

Country:

Region:

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Circumstances:

The four engine aircraft departed Agra-Kheria Airport at 1000LT on a combined exercice with a second C-130, carrying five crew members. The goal of the mission was to simulate drops at low altitude. At a height of about 300 feet, the aircraft encountered wake turbulences from the preceding airplane. It is believed that the crew attempted to gain height when control was lost. The aircraft crashed in the rocky bed of a river near Karauli. The aircraft was destroyed and all five occupants were killed. Built in 2010 and delivered to IAF in April 2011, the aircraft was one of the six examples ordered by IAF.

Crash of a Piper PA-61 Aerostar (Ted Smith 601) in Aurora: 1 killed

Date & Time: Mar 19, 2014 at 1650 LT

Type of aircraft:

Piper PA-61 Aerostar (Ted Smith 601)

Operator:

Registration:

N90464

Flight Phase:

Flight

Flight Type:

Private

Survivors:

Site:

Plain, Valley

Schedule:

Aurora - Aurora

MSN:

61-0261-051

YOM:

1976

Location:

Aurora

Colorado

Country:

United States of America

Region:

North America

Crew on board:

Crew fatalities:

Pax on board:

Pax fatalities:

Other fatalities:

Total fatalities:

Captain / Total flying hours:

26000

Aircraft flight hours:

1975

Circumstances:

The pilot's friend reported that the pilot planned to fly his recently purchased twin-engine airplane over his friend's home to show it to him and another friend. The pilot's friends and several other witnesses reported observing the pilot performing low-level, high-speed aerobatic maneuvers before the airplane collided with trees and then terrain. A 1.75-liter bottle of whiskey was found in the airplane wreckage. A review of the pilot's Federal Aviation Administration medical records revealed that he had a history of alcohol dependence but had reportedly been sober for almost 4 years. Toxicological testing revealed that the pilot had a blood alcohol content of 0.252 milligrams of alcohol per deciliter of blood, which was over six times the limit (0.040) Federal Aviation Regulations allowed for pilots operating an aircraft.

Probable cause:

The pilot's operation of the airplane while intoxicated, which resulted in a loss of airplane control.

Final Report:

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