Bimini

The airplane crashed moments after takeoff from the South Bimini Int’l Airport (MYBS), Bimini, Bahamas. The private flight departed MYBS with intended final destination of Opa Locka Airport (KOPF), Opa Locka, Florida, USA. The pilot sustained serious injuries and after being seen by medical personnel in South Bimini, was flown to Nassau, Bahamas for further medical attention. The passenger who occupied the right seat of the aircraft, succumbed to injuries he sustained as a result of the initial impact and subsequent crash sequence and subsequent submersion in the waters at the end of the runway environment. The pilot was a US certified commercial pilot with ratings for airplane land, single and multi-engine as well as an instrument airplane rating. The pilot’s medical certificate was valid at the time of the accident. The passenger (pilot’s son) also held a valid US certified private pilot – single engine land – airplane certificate. It is unknown what role (if any) the passenger (son) played during the takeoff to crash sequence. The weather conditions at the time of the accident was night (instrument meteorological conditions). A weak high pressure ridging was forecasted to continue to dominate the weather over the Bahamas throughout the night. However, no significant weather was anticipated.

Pilot advised that upon making his approach to land at Cat Cay (MYCC), on short final he experienced an unexpected accelerated sink rate. To compensate for the sink rate he increased the pitch of the aircraft. While going over the threshold, a slight impact was felt as the landing gear came into contact with the seawall. He flew the aircraft until it came to a stop about 600 feet down the runway. No injuries were sustained, aircraft received substantial damage.

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.

On September 19, 2010, at 1440 eastern daylight time, a Piper PA31-350, N84859, registered to Spirit Air Inc, and operated by Pioneer Air Service was on initial climb out when the lower half of the main cabin door came open. The pilot reversed his course and returned to the departure airport, landing on runway 27. The right main landing gear tire blew out on the landing roll. The airplane went off the right side of the runway, struck a tree, caught fire and came to a complete stop. Visual meteorological conditions prevailed and an instrument flight plan was filed. The commercial pilot and five passengers were not injured and the airplane received substantial damage. The flight originated from Bimini Airport, South Bimini Island, Bahamas, at 1435, and was operated in accordance with 14 Code of Federal Regulations Part 135.

On June 9, 2008, about 1401 eastern daylight time, an Aero Commander 500S, N501AP, registered to and operated by Gramar 500, Inc., experienced a loss of engine power in both engines and was ditched in the Atlantic Ocean about 1/2 mile south of North Bimini, Bahamas. Visual meteorological conditions prevailed in the area and a visual flight rules flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Nassau International Airport (MYNN), Nassau, Bahamas, to Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida. The airplane was destroyed due to salt water immersion, and the airline transport rated pilot, the sole occupant, was not injured. The pilot stated that when the flight was past Bimini, the right engine started running rough and losing power. He turned southeast to enter a left base for runway 09 at South Bimini Airport, and the left engine also began to run rough and lost power. The pilot ditched the aircraft, evacuated into a life raft, and was rescued by a pleasure boater. The pilot also stated that 25 gallons of fuel were added while at MYNN, for a total fuel supply of 90 gallons. Both engines were test run 8 days after the accident using a test propeller. Both engines ran to near maximum RPM. One magneto from each engine was replaced prior to the test run.

On February 2, 2000, about 1407 eastern standard time, a Beech D18S, N122V, registered to South Florida Aircraft Leasing, Inc., operated by Florida Air Cargo, Inc., was ditched in the Atlantic Ocean, approximately 47 miles east of Bimini, Bahamas. Visual meteorological conditions prevailed at the time and a visual flight rules (VFR) flight plan was filed for the 14 CFR Part 135 non-scheduled, international, cargo flight. The airplane was substantially damaged and the commercial-rated pilot was not injured, one passenger sustained minor injuries. The flight originated about 1305 from the Opa Locka Airport, Opa Locka, Florida. The pilot stated that the flight departed with all five fuel tanks full of fuel and departed with the left fuel selector positioned to the "main tank" position. The flight continued and approximately 10 minutes after takeoff, he switched the left fuel selector to the auxiliary position and remained on that tank for approximately 35 minutes. When the flight was approximately 20 miles east of Bimini, he switched the left fuel selector to the main tank position where it remained for 5 minutes before he added climb power. While about 45 miles east of Bimini, climbing through 2,300 feet with a good rate of climb, the left manifold pressure dropped to 27 inches and the propeller rpm dropped to 1,300. He turned to fly to Bimini, broadcast a mayday call, and reported no unusual vibration; the fuel pressure and oil pressure gauges indicated normal. He repositioned the fuel selector but the left engine would not restart. He then feathered the left propeller and secured the engine but was unable to maintain altitude with full power applied to the right engine. The airplane was ditched in a slight left wing low attitude and the left engine separated from the airframe. Both occupants exited the airplane, remained in the water for 47 minutes, then were spotted by a U.S. Coast Guard Falcon airplane. They were rescued by a pleasure boat and transported to the east coast of Florida.

A Beechcraft 200 Super King Air, YV-385CP, crashed into the Atlantic Ocean about 9 miles southwest of Bimini, Bahamas, while on personal flight. Visual meteorological conditions prevailed in the area at the time, and an instrument flight rules flight plan was filed. The aircraft was destroyed, and the commercial-rated flight instructor and a pilot-rated passenger were both fatally injured. The flight originated from Fort Lauderdale International Airport, the same day, about 10:53. At 11:14, the pilot of YV-385CP told FAA ARTCC that he was experiencing an emergency, and he asked for immediate directions to Bimini. There were no further communications. According to radar information, at 11:13:33, the altitude was about 23,600 feet, and at 11:14:58 it had descended to 2,800 feet. Sound spectrum analysis of an FAA re-recording of communications between the pilot and ATC, indicated there were electronic signatures present, attributable to propeller noise, at cruise setting, for that type of aircraft. Records obtained from Venezuela indicated that earlier, YV-385CP had been involved in an accident, and had incurred extensive structural damage. The aircraft had been repaired in Venezuela, and was subsequently flown to the Unites States for additional repairs. Records obtained from the U.S. repair station indicated that the airplane incurred an extensive maintenance history, with needed repairs including damaged wiring, and leaks in the fuel system, as well as structural leaks, which had lead to several pressurization difficulties.

Crashed in unknown circumstances upon landing at South Bimini Airport. The pilot, sole on board, was uninjured.

This aircraft disappeared on a flight from Fort Lauderdale, FL to Bimini, Bahamas. After departure, the aircraft flight plan was activated by radio. This was the last communication with the aircraft. An itap radar readout revealed an aircraft flight that departed at the appropriate time. This target headed for Bimini, and after about 10 minutes, slowed to 90 knots airspeed. About 4 minutes later the target entered a 5,400 fpm rate of descent and disappeared off radar. Two witnesses saw an aircraft crash into the water near Bimini between 0830 and 0900 on 3/31. The missing aircraft departed Fort Lauderdale at 0823 on 3/31/84. Th aircraft and all six occupants were not recovered. The injury index and acft damage are presumed.

The flight departed Fort Lauderdale at 1626 and at 1654 in the vicinity of Bimini was advised to contact Nassau radio. The flight failed to contact Nassau and there were no further communications with the flight. Search efforts produced negative results. IMC prevailed on the proposed route of flight. Radar depictions showed the most severe weather to be between Miami and Bimini. Sigmet 7 issued at 1455 showed an area of embedded thunderstorms extending to a point 100 miles east of Miami with tops to 40,000 feet that was moving ne at 15 knots. The wreckage and all three occupants were not recovered.