Crash of a Beechcraft B200 Super King Air in Greenville

Date & Time: Nov 9, 2009 at 1009 LT
Operator:
Registration:
N337MT
Flight Type:
Survivors:
Yes
Schedule:
Greenville - Greenville
MSN:
BB-1628
YOM:
1998
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
15717
Aircraft flight hours:
3060
Circumstances:
The pilot flew the airplane to a maintenance facility and turned it in for a phase inspection. The next morning, he arrived at the airport and planned a local flight to evaluate some avionics issues. He performed a preflight inspection and then went inside the maintenance facility to wait for two avionic technicians to arrive. In the meantime, two employees of the maintenance facility test ran the engines on the accident airplane for about 30 to 35 minutes in preparation for the phase inspection. The pilot reported that he was unaware that the engine run had been performed when he returned to the airplane for the local flight. He referred to the flight management system (FMS) fuel totalizer, and not the aircraft fuel gauges, when he returned to the airplane for the flight. He believed that the mechanics who ran the engines did not power up the FMS, which would have activated the fuel totalizer, thus creating a discrepancy between the totalizer and the airplane fuel gauges. The mechanics who performed the engine run reported that each tank contained 200 pounds of fuel at the conclusion of the engine run. The B200 Pilot’s Operating Handbook directed pilots not take off if the fuel quantity gauges indicate in the yellow arc or indicate less than 265 pounds of fuel in each main tank system. While on final approach, about 23 minutes into the flight, the right engine lost power, followed by the left. The pilot attempted to glide to the runway with the landing gear and flaps retracted, however the airplane crashed short of the runway. Only residual fuel was found in the main and auxiliary fuel tanks during the inspection of the wreckage. The tanks were not breached and there was no evidence of fuel leakage at the accident site.
Probable cause:
A loss of engine power due to fuel exhaustion as a result of the pilot’s failure to visually verify that sufficient fuel was on board prior to flight.
Final Report:

Crash of a Learjet 60 in Columbia: 4 killed

Date & Time: Sep 19, 2008 at 2353 LT
Type of aircraft:
Operator:
Registration:
N999LJ
Flight Phase:
Survivors:
Yes
Schedule:
Columbia - Van Nuys
MSN:
314
YOM:
2006
Crew on board:
2
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
3140
Captain / Total hours on type:
35.00
Copilot / Total flying hours:
8200
Copilot / Total hours on type:
300
Aircraft flight hours:
108
Aircraft flight cycles:
123
Circumstances:
On September 19, 2008, about 2353 eastern daylight time, a Bombardier Learjet Model 60, N999LJ, owned by Inter Travel and Services, Inc., and operated by Global Exec Aviation, overran runway 11 during a rejected takeoff at Columbia Metropolitan Airport, Columbia, South Carolina. The captain, the first officer, and two passengers were killed; two other passengers were seriously injured. Both pilots and two passengers were killed while two others were seriously injured. Both passengers who were admitted in a local hospital for high burns were DJ AM & Travis Barker of the Rock band called "Blink". They were travelling back to California after they gave a concert in South Carolina.
Probable cause:
The operator’s inadequate maintenance of the airplane’s tires, which resulted in multiple tire failures during takeoff roll due to severe underinflation, and the captain’s execution of a rejected takeoff (RTO) after V1, which was inconsistent with her training and standard operating procedures.
Contributing to the accident were:
- Deficiencies in Learjet’s design of and the Federal Aviation Administration’s (FAA) certification of the Learjet Model 60’s thrust reverser system, which permitted the failure of critical systems in the wheel well area to result in uncommanded forward thrust that increased the severity of the accident,
- The inadequacy of Learjet’s safety analysis and the FAA’s review of it, which failed to detect and correct the thrust reverser and wheel well design deficiencies after a 2001 uncommanded forward thrust accident,
- Inadequate industry training standards for flight crews in tire failure scenarios,
- The flight crew’s poor crew resource management (CRM).
Final Report:

Crash of a Cessna 340A in Charleston: 4 killed

Date & Time: Dec 22, 2006 at 1335 LT
Type of aircraft:
Registration:
N808RA
Flight Type:
Survivors:
No
Schedule:
Rock Hill – Charleston
MSN:
340A-0796
YOM:
1979
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
1504
Captain / Total hours on type:
129.00
Aircraft flight hours:
3828
Circumstances:
According to an airport employee at the Charleston Executive Airport (JZI), Charleston, South Carolina, the pilot contacted the JZI UNICOM radio frequency to request an airport advisory. The airport employee informed the pilot that the "winds were from 180 at 12 knots gusting to 17." The pilot then responded that he would be landing on runway 18, and was advised by the employee that there was no "runway 18." The pilot then stated that he would land on runway 27, and shortly thereafter said that he would land on runway 22. The employee said that out of curiosity he stepped outside to witness the approach of the airplane. He said that the airplane was southwest of the airport moving northeast perpendicular to runway 22, at an altitude of approximately 500 feet. He watched as the airplane was on a left base for runway 22. He said that the airplane overshot the runway and began a "tight, low right turn" away from the airport. Shortly thereafter, the airplane stalled and completed two revolutions before it was lost from his sight. Examination of the airframe, flight controls, engine assemblies and accessories revealed no evidence of a pre-crash mechanical failure or malfunction. A forensic toxicology test was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The specimens contained, Tramadol (also known by the trade name Ultram), which is used for the management of moderate to severe pain. The level of Tramadol found in the pilot's blood on post-mortem toxicology testing was at least twice that of maximal regular doses of the substance. Single doses have been shown to cause mild impairment of psychomotor abilities in healthy volunteers. Diphenhydramine was also found in the blood of the pilot. The pilot may have been impaired, at that time, due to the use of Tramadol or Diphenhydramine or both.
Probable cause:
The pilot's failure to maintain airspeed during a turn from base to final, resulting in an inadvertent stall/spin. Contributing to the accident was the impairment of the pilot due to the combination of drugs found in his toxicological report.
Final Report:

Crash of a Short 330-200 in Myrtle Beach

Date & Time: May 18, 2006 at 0745 LT
Type of aircraft:
Operator:
Registration:
N937MA
Flight Type:
Survivors:
Yes
Schedule:
Greensboro – Myrtle Beach
MSN:
3040
YOM:
1980
Flight number:
SNC1340
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Aircraft flight hours:
21095
Circumstances:
Following an uneventful cargo flight from Greensboro, NC, the aircraft made a wheels-up landing on runway 18 at Myrtle Beach Airport, SC. The aircraft slid on its belly for few dozen metres before coming to rest on the main runway. Both pilots escaped uninjured while the aircraft was damaged beyond repair.
Probable cause:
NTSB did not conduct any investigation on this event.

Crash of a Beechcraft 200 Super King Air in North Myrtle Beach: 6 killed

Date & Time: Feb 3, 2006 at 2045 LT
Registration:
N266EB
Survivors:
No
Schedule:
Trenton - North Myrtle Beach
MSN:
BB-266
YOM:
1977
Crew on board:
1
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
6
Captain / Total flying hours:
3400
Aircraft flight hours:
8154
Circumstances:
The multi-engine airplane rolled inverted and dove into the ground on a landing approach. According to witnesses, the airplane made two approaches to runway 23. During the first approach the airplane was observed, "fish tailing" while about 30' feet over the runway. The airplane appeared to regain control and continued flying over the runway until passing the air traffic control tower, at which time the airplane began a climbing left turn. The witnesses stated that they heard the pilot tell the air traffic controller that he was doing a go-around. The controller asked the pilot if he had problems with the sea fog. The pilot responded back to the controller "no that his left engine kept power up a little too much and would not come back." The witnesses observed the airplane circle the airport to the left, and watched it line up on runway 23 for the second time. The witnesses stated that as the airplane descended to the runway and without any indication of trouble, the airplane "climbed and rolled left, went inverted and nosed down into the grass to the left of the runway and burst into flames." Examination of the airplane, airplane systems, engines, and propellers found no abnormal preimpact conditions that would have interfered with the normal operation of the airplane. No recorded radar data for the flight was located that captured the airplane's two attempted landings. Information contained in the Super King Air 200 Pilot's Operating Handbook (POH) and FAA Approved Flight Manual (AFM) showed the stall speed with gear extended, 40-degrees flaps, and zero bank angle as 84 knots Indicated Air Speed.
Probable cause:
The pilot's failure to maintain control during landing approach for undetermined reasons.
Final Report:

Crash of an Embraer EMB-110P1 Bandeirante in Orangeburg

Date & Time: Dec 9, 2005 at 2240 LT
Operator:
Registration:
N790RA
Flight Type:
Survivors:
Yes
Schedule:
Savannah - Columbia
MSN:
110-278
YOM:
1980
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2250
Captain / Total hours on type:
195.00
Aircraft flight hours:
14837
Circumstances:
The pilot had flown the airplane the day before the accident and after landing on the morning of the accident; she ordered fuel for the airplane. While exiting the airplane another pilot informed her that he had heard a "popping noise" coming from one of the engines. The pilot of the accident airplane elected to taxi to a run up area to conduct an engine run up. The fuel truck arrived at the run up area and the pilot elected not to refuel the airplane at that time and continued the run up. No anomalies were noted during the run up and the airplane was taxied back to the ramp and parked. The pilot arrived back at the airport later on the day of the accident and did not re-order fuel for the airplane nor did she recall checking the fuel tanks during the preflight inspection of the airplane. The pilot departed and was in cruise flight when she noticed the fuel light on the annunciator panel flickering. The pilot checked the fuel gauges and observed less than 100 pounds of fuel per-side indicated. The pilot declared low fuel with Columbia Approach Control controllers and requested to divert to the nearest airport, Orangeburg Municipal. The controller cleared the pilot for a visual approach to the airport and as she turned the airplane for final, the left engine lost power followed by the right engine. The pilot made a forced landing into the trees about 1/4 mile from the approach end of runway 36. The pilot exited the airplane and telephoned 911 emergency operators on her cell phone. The pilot stated she did not experience any mechanical problems with the airplane before the accident. Examination of the airplane by an FAA inspector revealed the fuel tanks were not ruptured and no fuel was present in the fuel tanks.
Probable cause:
The pilot's inadequate preflight inspection and her failure to refuel the airplane which resulted in total loss of engine power due to fuel exhaustion, and subsequent in-flight collision with trees.
Final Report:

Crash of a Piper PA-61p Aerostar (Ted Smith 601P) in Johns Island: 2 killed

Date & Time: Apr 5, 2004 at 1526 LT
Operator:
Registration:
N869CC
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Johns Island - Charleston
MSN:
61-0235-035
YOM:
1975
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
2007
Captain / Total hours on type:
35.00
Aircraft flight hours:
3805
Circumstances:
A witness at a nearby maintenance facility stated the pilot telephoned him and told him that, during engine start, one engine sputtered and abruptly stopped. The witness stated the pilot told him he wanted to fly the airplane over to have the problem looked at. A witness, who was an airline transport-rated corporate pilot, observed the airplane on takeoff roll and stated the airplane rotated "really late," using approximately 4,000 feet of runway. He stated the airplane climbed to about 400 or 500 feet, then descended in a left spin into the trees. The airplane collided with the ground and caught fire. Examination of the right engine revealed external fire damage and no evidence of mechanical malfunction. Examination of the left engine revealed external fire damage. Disassembly examination of the left engine revealed the rear side of the No. 5 piston from top to bottom was eroded away with characteristics consistent with detonation. The spark plugs displayed "normal" deposits and wear, except the No. 5 bottom plug was contaminated with a fragment of piston ring material, the No. 5 top plug had a dark sooty appearance, and the nose core of the No. 2 bottom plug was fragmented. Flow bench examination of the left fuel servo revealed no abnormalities. The fuel flow manifold diaphragm was heat-damaged. Flow bench examination of the fuel injector lines and nozzles on a serviceable fuel flow manifold revealed the lines and nozzles were free of obstruction. A review of Emergency Operating Procedures for the Aerostar 601P revealed the following: "Normal procedures do not require operation below the single engine minimum control speed, however, should this condition inadvertently arise and engine failure occur, power on the operating engine should immediately be reduced and the nose lowered to attain a speed above ... the single engine minimum control speed."
Probable cause:
The pilot's failure to maintain airspeed during emergency descent, which resulted in an inadvertent stall/spin and uncontrolled descent into trees and terrain. A factor was the loss of engine power in one engine due to pre-ignition/detonation.
Final Report:

Crash of a Beechcraft A90 King Air in Summerville

Date & Time: Sep 21, 2003 at 2330 LT
Type of aircraft:
Operator:
Registration:
N34HA
Flight Type:
Survivors:
Yes
Schedule:
Barnwell – Summerville
MSN:
LJ-315
YOM:
1967
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
9000
Captain / Total hours on type:
1000.00
Circumstances:
According to the pilot, prior to takeoff, he had the airplane fueled with 20 gallons of fuel in each wing for the short cross-country flight. After takeoff the airplane climbed to an altitude of 9500 feet. During the downwind to the arrival airport the right engine lost power. Shortly after the left engine lost power, the pilot made an emergency off-airport landing. Examination of the fuel system revealed that the fuel tanks were not beached, and there was a small amount of residual fuel in the fuel tanks. The exact amount of fuel onboard the airplane at the time of the departure was not determined.
Probable cause:
The pilot's inadequate preflight planning which resulted in fuel exhaustion and subsequent loss of engine power.
Final Report:

Crash of a Piper PA-46-310P Malibu in Hilton Head: 2 killed

Date & Time: Aug 31, 2003 at 1529 LT
Operator:
Registration:
N70DL
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Hilton Head – Myrtle Beach
MSN:
46-8608001
YOM:
1986
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
2536
Captain / Total hours on type:
186.00
Aircraft flight hours:
2676
Circumstances:
The airplane was returning to the airport for landing. A witness reported it was flying erratically streaming a whitish "vapor trail" from the left wing. Another witness reported the airplane banked abruptly into a steep turn to the left, the nose pitched up, and the airplane sank from view behind the trees. The witness then heard a crash and saw smoke. Examination revealed no evidence of flight control, engine, or propeller malfunction. The left inboard fuel cap was absent from the filler port, and a ground search found the left inboard fuel cap in the grass beside the runway. The JetProp LLC, JetProp DLX Supplemental Flight Manual, Section 4, Normal Procedures Checklist, states, "Left Wing 4.9e, ... Inboard Fuel Tank ... CHECK Supply Visually & SECURE CAP ..." Examination of the JetProp LLC, JetProp DLX Supplemental Flight Manual and the Piper Malibu PA-46-310P Information Manual revealed the following instructions on how to secure the fuel caps: "Replace cap securely." There was no evidence of mechanical malfunction with the fuel cap or the filler port.
Probable cause:
The pilot's failure to maintain control of the airplane during a VFR pattern for a precautionary landing, which resulted in an uncontrolled descent and subsequent collision with terrain. Also causal was the pilot's inadequate preflight inspection of the aircraft, which resulted in his failure to secure the fuel cap.
Final Report:

Crash of a Rockwell Shrike Commander 500S in Mount Pleasant

Date & Time: Apr 14, 2003 at 1140 LT
Operator:
Registration:
N19WL
Flight Phase:
Survivors:
Yes
Schedule:
Mount Pleasant - Mount Pleasant
MSN:
500-3160
YOM:
1973
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
4578
Captain / Total hours on type:
280.00
Aircraft flight hours:
11617
Circumstances:
According to the pilot, he requested the refueler to top off his fuel tanks with "100 low lead fuel". After refueling, the pilot performed a preflight including taking fuel samples from under the wings, draining the rear fuel drain, and checking the fuel cap for security. The engine start, run-up, and taxi were uneventful. The airplane departed runway 17 and was in a positive rate of climb. At approximately 200 feet AGL the airplane began to lose power. Shortly after the pilot ensured that the throttle, propeller, and mixture controls were in the full forward position, the airplane lost power in both engines. The pilot executed an emergency off field landing. Examination of the wreckage revealed that the left wing had broken off and the aft cabin area was crushed. According to the refueler, he stated that he mistakenly used the Jet-A fuel truck instead of the AVGAS 100 low lead truck, and pumped 58 gallons of Jet-A into the airplane. Examination of the fuel samples taken from both engines revealed the left and right engine contained 70 percent of jet A fuel.
Probable cause:
The improper refueling of the airplane by airport personnel with the incorrect fuel grade that resulted in a total loss in engine power on both engines during initial climb. A factor was the inadequate preflight inspection by the pilot in command.
Final Report: