Beechcraft 100 King Air

Private Venezuelan

On final approach to Charallave-Óscar Machado Zuloaga Airport in marginal weather conditions, the twin engine airplane crashed in unknown circumstances about 8 km from the runway threshold. The aircraft was destroyed and all nine occupants were killed.

VOAR Aviação

The twin engine airplane departed Goiânia-Santa Genoveva Airport at 0810LT on a charter flight to Ceres, carrying nine passengers and one pilot. En route, it was decided to change the itinerary and to land in Itapaci where there was no suitable terrain for landing. On final approach, the aircraft impacted ground, lost its undercarriage and veered to the right. It collided with a fence and made a 180 turn before coming to rest. All 10 occupants evacuated safely and the aircraft was damaged beyond repair. On board was the candidate for governor of the state of Goiás and his campaign team.

Island Express Air

Weather conditions at Abbotsford at the time of departure consisted of a temperature of -2°C in moderate to heavy snowfall with winds of approximately 10 knots. Prior to the departure, the fuel tanks were filled to capacity and the pilot and passengers boarded the aircraft inside the operator's heated hangar. The aircraft was towed outside of the hangar without being treated with anti-ice fluid, and taxied for the departure on runway 07. Due to an inbound arrival at Abbotsford, C-GIAE was delayed for departure. Once cleared for takeoff, the aircraft had been exposed to snow and freezing conditions for approximately 14 minutes. After becoming airborne, the aircraft experienced power and control issues shortly after the landing gear was retracted. The aircraft collided with terrain within the airport perimeter. Four passengers and the pilot sustained serious injuries as a result of the accident which destroyed the aircraft.

Grondair Aviation

During the takeoff roll from runway 05 at Saint-Frédéric Airport, the twin engine deviated to the left. The pilot-in-command elected to correct the deviation and to maintain the airplane on the runway centerline but it veered off runway to the left and came to rest in the snow. Both pilots evacuated safely and the aircraft was damaged beyond repair.

Honaker Aviation

The airline transport pilot, who was the pilot flying, and commercial pilot, who was the pilot not flying and was acting as a safety pilot and was not expected to know the airplane's systems, limitations, or characteristics, were preparing to depart for a personal flight with eight passengers on board. When the pilot arrived at the airport, he determined that the airplane had 900 lbs of fuel onboard. He instructed the lineman to fuel the airplane with 211 gallons of fuel (1,413.7 lbs) for a fuel total of 2,313.7 lbs. The pilot reported that he was aware that the total weight of the eight passengers, their bags, and the fuel caused the airplane to be overweight but that he did not complete a weight and balance form or determine the expected takeoff performance before the flight. He informed the other pilot that the flight would be heavy, but he did not tell him how much the airplane exceeded the airplane's maximum gross takeoff weight. After the accident, the pilot determined that the airplane was 623 lbs over the maximum gross takeoff weight. The pilot reported that the airplane's flight controls and engines were operating normally during the pretakeoff check and that the elevator pitch trim was positioned in the "green" range. The pilot taxied the airplane onto the runway and applied the brakes and increased the throttles to takeoff power before releasing the brakes for the takeoff roll. However, he did not confirm the power settings that he applied when he advanced the throttles. The airplane did not accelerate as quickly as the pilot expected during the takeoff roll. When the airplane was about halfway down the runway, the airspeed was 80 kts, so the pilot continued the takeoff roll, but the airplane was still not accelerating as expected. He stated that he heard the other pilot say "redline," so he decreased the power. At this point, the airplane had reached the last third of the runway, and the pilot pulled back on the control yoke to lift the airplane off the runway, but the stall warning sounded. He lowered the nose, but the airplane was near the end of the runway. He added that he did not get "on" the brakes or put the propellers into reverse pitch and that the airplane then departed the runway. The pilot veered the airplane right to avoid the instrument landing system antenna, which was 500 ft from the end of the 5,500-ft-long runway, but the left wing struck the antenna, the left main landing gear and nose gear collapsed, and both propellers contacted the ground. The airplane then skidded left before stopping about 680 ft from the end of the runway. The pilot reported that the airplane did not have any preaccident mechanical malfunctions or failures. The evidence indicates that the pilot decided to depart knowing that the airplane was over its maximum gross takeoff weight and without determining the expected takeoff performance. During the takeoff roll, he did not check his engine instruments to determine if he had applied full takeoff power, although the acceleration may have been sluggish because of the excess weight onboard. The other pilot was not trained on the airplane and was not able to provide the pilot timely performance information during the takeoff. Neither the pilot nor the other pilot called out for an aborted takeoff, and when they recognized the need to abort the takeoff, it was too late to avoid a runway excursion.

OIA Enterprises

The commercial pilot reported that he had completed several uneventful flights in the multiengine airplane earlier on the day of the accident. He subsequently took off for a return flight to his home airport. He reported that the en route portion of the flight was uneventful, and on final approach for the traffic pattern for landing, all instruments were indicating normal. He stated that the airplane landed "firmly," that the right wing dropped, and that the right engine propeller blades contacted the runway. He pulled back on the yoke, and the airplane became airborne again momentarily before settling back on the runway. The right main landing gear (MLG) collapsed, and the airplane then veered off the right side of the runway and struck a runway sign and weather antenna. Witness reports corroborated the pilot's report. Postaccident examination revealed that the right MLG actuator was fractured and that the landing gear was inside the wheel well, which likely resulted from the hard landing. The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. Based on the pilot and witness statements and the wreckage examination, it is likely that the pilot improperly flared the airplane, which resulted in the hard landing and the collapse of the MLG.

Maritime Air Charter

On 16 August 2015, a Maritime Air Charter Limited Beechcraft King Air A100 (registration C-FDOR, serial number B-103) was on a charter flight from Halifax Stanfield International Airport, Nova Scotia, to Margaree Aerodrome, Nova Scotia, with 2 pilots and 2 passengers on board. At approximately 1616 Atlantic Daylight Time, while conducting a visual approach to Runway 01, the aircraft touched down hard about 263 feet beyond the threshold. Almost immediately, the right main landing gear collapsed, then the right propeller and wing contacted the runway. The aircraft slid along the runway for about 1350 feet, then veered right and departed off the side of the runway. It came to rest about 1850 feet beyond the threshold and 22 feet from the runway edge. There were no injuries and there was no post-impact fire. The aircraft was substantially damaged. The occurrence took place during daylight hours. The 406-megahertz emergency locator transmitter did not activate.

TDC Aviation

The non-instrument-rated pilot departed on a cross-country flight in a twin-engine turboprop airplane on an instrument flight plan. As the pilot neared his destination airport, he received heading and altitude vectors from air traffic control. The controller cleared the flight for the approach to the airport; shortly afterward, the pilot radioed that he was executing a missed approach. The controller then issued missed approach instructions, which the pilot acknowledged. There was no further communication with the pilot. The airplane collided with terrain in a near-vertical angle. About the time of the accident, the automated weather reporting station recorded a 300-foot overcast ceiling, and 5 miles visibility in mist. Examination of the wreckage did not reveal any anomalies that would have precluded normal operation. Additionally, both engines displayed signatures consistent with the production of power at the time of impact. The pilot's logbook indicated that he had a total of 1,281.6 flight hours, with 512.4 in multi-engine airplanes and 192.9 in the accident airplane. The logbook also revealed that he had 29.7 total hours of actual instrument time, with 15.6 of those hours in the accident airplane. Of the total instrument time, he received 1 hour of instrument instruction by a flight instructor, recorded about 3 years before the accident. The accident is consistent with a loss of control in instrument conditions.

Flycie Aviation

The aircraft took off from the Montréal/St-Hubert Airport, Quebec, on a local flight under visual flight rules with 1 pilot and 3 passengers on board. The purpose of the flight was to check the rudder trim indicator and to confirm a potential synchronization problem between the autopilot and the global positioning system (GPS). As the aircraft approached Runway 24R at the Montréal/St-Hubert Airport, both engines (Pratt & Whitney Canada, PT6A-28) stopped due to fuel exhaustion. The pilot diverted to the St-Mathieu-de-Beloeil Airport, Quebec, and then attempted a forced landing in a field 0.5 nautical mile west of the St-Mathieu-de-Beloeil Airport. The aircraft struck the ground 30 feet short of the selected field, at 1725 Eastern Daylight Time. The aircraft was extensively damaged, and the 4 occupants sustained minor injuries. The emergency locator transmitter activated during the occurrence. The flight took place during daylight hours, and there was no fire.

Stinger Welding Inc.

When the flight was about 7 miles from the airport and approaching it from the south in dark night conditions, the noncertificated pilot canceled the instrument flight rules (IFR) flight plan. A police officer who was on patrol in the local area reported that he observed a twin-engine airplane come out of the clouds about 500 ft above ground level and then bank left over the town, which was north of the airport. The airplane then turned left and re-entered the clouds. The officer went to the airport to investigate, but he did not see the airplane. He reported that it was dark, but clear, at the airport and that he could see stars; there was snow on the ground. He also observed that the rotating beacon was illuminated but that the pilot-controlled runway lighting was not. The Federal Aviation Administration issued an alert notice, and the wreckage was located about 7 hours later 2 miles north of the airport. The airplane had collided with several trees on downsloping terrain; the debris path was about 290 ft long. Postaccident examination of the airframe and engine revealed no mechanical malfunctions or failures that would have precluded normal operation. The town and airport were located within a sparsely populated area that had limited lighting conditions, which, along with the clouds and 35 percent moon illumination, would have restricted the pilot’s visual references. These conditions likely led to his being geographically disoriented (lost) and his subsequent failure to maintain sufficient altitude to clear terrain. Although the pilot did not possess a valid pilot’s certificate, a review of his logbooks indicated that he had considerable experience flying the airplane, usually while accompanied by another pilot, and that he had flown in both visual and IFR conditions. A previous student pilot medical certificate indicated that the pilot was color blind and listed limitations for flying at night and for using color signals. The pilot had applied for another student pilot certificate 2 months before the accident, but this certificate was deferred pending a medical review.

Southern Air Charter

The twin engine aircraft was operating a taxi flight from Nassau-Lynden Pindling Airport to Deadmans Cay, and departed Nassau around 1 pm. On approach to Deadmans Cay, the crew encountered technical problems and was unable to lower the gear. The captain decided to perform a belly landing. The aircraft skidded on runway for several yards then veered off runway before coming to rest. There was no fire. While all occupants escaped uninjured, the aircraft was damaged beyond repair.

Air Tropiques

Following an uneventful flight from Moanda, Gabon, the crew initiated the approach in poor weather conditions (rain falls, strong crosswinds and turbulences). After touchdown, the twin engine aircraft skidded then veered off runway to the left. While contacting soft ground, the landing gear collapsed and the left engine was partially torn off. All 10 occupants escaped uninjured while the aircraft was damaged beyond repair. Wind shear conditions are suspected.

Northern Thunderbird Air - NT Air

The Northern Thunderbird Air Incorporated Beechcraft King Air 100 (serial number B-36, registration C-GXRX) departed Vancouver International Airport for Kelowna, British Columbia, with 7 passengers and 2 pilots on board. About 15 minutes after take-off, the flight diverted back to Vancouver because of an oil leak. No emergency was declared. At 1611 Pacific Daylight Time, when the aircraft was about 300 feet above ground level and about 0.5 statute miles from the runway, it suddenly banked left and pitched nose-down. The aircraft collided with the ground and caught fire before coming to rest on a roadway just outside of the airport fence. Passersby helped to evacuate 6 passengers; fire and rescue personnel rescued the remaining passenger and the pilots. The aircraft was destroyed, and all of the passengers were seriously injured. Both pilots succumbed to their injuries in hospital. The aircraft’s emergency locator transmitter had been removed.

Dynamic Aviation

The airplane was flying in instrument meteorological conditions at flight level 200 (about 20,000 feet), and a large area of thunderstorm activity was located to the northwest. About 20 miles from the thunderstorm activity, the airplane began to encounter moderate turbulence and severe icing conditions. The pilot deviated to the south; however, the turbulence increased, and the airplane entered an uncommanded left roll and dive. The autopilot disengaged, and the pilot's attitude indicator dropped. The pilot leveled the airplane at an altitude of 8,000 feet and landed without further incident. Subsequent examination revealed that one-third of the outboard left elevator separated in flight and that the empennage was substantially damaged. Meteorological and radar data revealed the airplane entered an area of rapidly intensifying convective activity, which developed along the airplane's flight path, and likely encountered convectively-induced turbulence with a high probability of significant icing. The effect of icing conditions on the initiation of the upset could not be determined; however, airframe structural icing adversely affects an airplane's performance and can result in a loss of control.

Kenn Borek Air

The aircraft was on an instrument flight rules flight from the Edmonton City Centre Airport to Kirby Lake, Alberta. At approximately 1114 Mountain Daylight Time, during the approach to Runway 08 at the Kirby Lake Airport, the aircraft struck the ground, 174 feet short of the threshold. The aircraft bounced and came to rest off the edge of the runway. There were 2 flight crew members and 8 passengers on board. The captain sustained fatal injuries. Four occupants, including the co-pilot, sustained serious injuries. The 5 remaining passengers received minor injuries. The aircraft was substantially damaged. A small, post-impact, electrical fire in the cockpit was extinguished by survivors and first responders. The emergency locator transmitter was activated on impact. All passengers were BP employees.

Max Aviation - Canada

The aircraft was operating as flight MAX100 on an instrument flight rules flight from Montmagny to Montreal/St-Hubert, Quebec, with 2 pilots and 4 passengers on board. At approximately 1700 Eastern Daylight Time, the aircraft moved into position on the threshold of 3010-foot-long runway 26 and initiated the take-off. On the rotation, at approximately 100 knots, the flight crew saw numerous birds in the last quarter of the runway. While getting airborne, the aircraft struck the birds and the left engine lost power, causing the aircraft to yaw and roll to the left. The aircraft lost altitude and touched the runway to the left of the centre line and less than 100 feet from the runway end. The take-off was aborted and the aircraft overran the runway, coming to rest in a field 885 feet from the runway end. All occupants evacuated the aircraft via the main door. There were no injuries. The aircraft was substantially damaged.

Aéropro

Aircraft was making an instrument flight rules flight from Québec to Sept-Îles, Quebec. At 0557 Eastern Daylight Time, the crew started its take-off run on Runway 30 at the Québec/Jean Lesage International Airport; 68 seconds later, the co-pilot informed the airport controller that there was a problem with the right engine and that they would be returning to land on Runway 30. Shortly thereafter, the co-pilot requested aircraft rescue and fire-fighting (ARFF) services and informed the tower that the aircraft could no longer climb. A few seconds later, the aircraft struck the ground 1.5 nautical miles from the end of Runway 30. The aircraft continued its travel for 115 feet before striking a berm. The aircraft broke up and caught fire, coming to rest on its back 58 feet further on. The 2 crew members and 5 passengers died in the accident. No signal was received from the emergency locator transmitter (ELT).

Exact Air

The Beechcraft was on an instrument flight rules flight between Val-d’Or and Chicoutimi/Saint-Honoré, Quebec, with 2 pilots and 2 passengers on board. At 2240 Eastern Standard Time, the aircraft was cleared for an RNAV (GNSS) Runway 12 approach and switched to the aerodrome traffic frequency. At 2250, the International satellite system for search and rescue detected the aircraft’s emergency locator transmitter signal. The aircraft was located at 0224 in a wooded area approximately 3 nautical miles from the threshold of Runway 12, on the approach centreline. Rescuers arrived on the scene at 0415. The 2 pilots were fatally injured, and the 2 passengers were seriously injured. The aircraft was destroyed on impact; there was no post-crash fire.

Mazak Properties

The pilot obtained three weather briefings before departure. At that time, the current weather along the route of flight showed significant convective activity and a moving squall line, and the forecast predicted significant thunderstorm activity along the planned route of flight. The pilot was concerned about the weather and mentioned that he would be looking for "holes" in the weather to maneuver around via the use of his on-board weather radar. He decided to fly a route further south to avoid the severe weather. Radar data indicates that, after departure, the pilot flew a southerly course that was west of the severe weather before he asked air traffic control for a 150-degree heading that would direct him toward a "hole" in the weather. A controller, who said he also saw a "hole" in the weather, told the pilot to fly a 120-degree heading and proceed direct to a fix along his route of flight. The airplane flew into a line of very heavy to intense thunderstorms during cruise flight at 25,000 feet before the airplane began to lose altitude and reverse course. The airplane then entered a rapid descent, broke up in flight, and subsequently impacted terrain. Review of recorded precipitation data showed that there was substantial information available to the controller about moderate to extreme weather along the aircraft’s route of flight. While the controller stated that he saw a hole or clear area ahead of the aircraft, this is contradicted by both the recorded data and the statement of a second controller working the D-position at the time of the accident. The first controller did not advise the pilot of the severe weather that was along this new course heading and the pilot entered severe weather and began to lose altitude. The controller queried the pilot about his altitude loss and the pilot mentioned that they had gotten into some "pretty good turbulence." This was the last communication from the pilot before the airplane disappeared from radar. Review of recorded precipitation data showed that there was substantial information available to the controller about moderate to extreme weather along the aircraft’s route of flight. The controller did not provide advisories to the pilot regarding the adverse weather's immediate safety hazard to the accident flight as required by Federal Aviation Administration Order 7110.65. Examination of the recovered sections of flight control surfaces revealed that all of the fractures examined exhibited signs consistent with overstress failure. There was no evidence of preexisting cracking on any of the fracture surfaces examined and no preaccident anomalies were noted with the engines.

Robert J. Schumacher

The pilot added fuel to the multi-engine airplane prior to departure. While en route to the destination airport, the pilot noted that the fuel gauges indicated that the right main-tank appeared to be almost empty and the left tank appeared half full. The pilot initiated the crossfeed procedure in an effort to supply fuel to both engines from the left main tank. Shortly after beginning the crossfeed procedure, both engines experienced a total loss of power. The pilot notified air traffic control (ATC) and selected a field to perform a forced landing. Prior to touchdown, the right engine produced a surge of power and, in response, the airplane rolled to the left. The surge abruptly ended and the pilot continued the forced landing by lowering landing gear and extending the flaps. The airplane impacted the ground, coming to rest in an open field. A postimpact examination did not reveal any anomalies with the airframe or engine that would have precluded normal operation. Although both fuel tanks were ruptured, the accident scene did not contain a large amount of residual fuel. A small fuel slick was found on the surface of a nearby pond; however, the grass area underneath both wings did not contain dead grass; this would have been expected if there was more than a negligible amount of fuel in the tanks at time of impact.

Command Air - Venezuela

The twin engine aircraft departed Charallave-Óscar Machado Zuloaga Airport on a charter flight to Valera, carrying four passengers and two pilots. While descending to Valera-Carvajal Airport in IMC conditions, at an altitude of 9,650 feet, the aircraft impacted the slope of Mt Piedra Gorda located 35 km from the airport. The wreckage was found the following day at the end of the afternoon. The aircraft disintegrated on impact and all 6 occupants were killed.

Skynorth Air

The crew was on a re-positioning flight from Thompson to Island Lake, Manitoba. On arrival in the Island Lake area, the crew commenced an instrument approach to Runway 12. On the final approach segment, the aircraft descended below the minimum descent altitude and the crew initiated a missed approach. During the missed approach, the aircraft struck trees. The crew was able to return for a landing on Runway 12 at Island Lake without further incident. The two crew members were not injured; the aircraft sustained damage to its right wing and landing gear doors. The accident occurred during hours of darkness at approximately 2110 Central Standard Time.

Skynorth Air

The Sky North Air Ltd. Beechcraft A100 (registration C-FSNA, serial number B-227) operating as SN683 departed Runway 32 at Gods Lake Narrows, Manitoba, for Thompson, Manitoba with two pilots, a flight nurse, and two patients on board. Shortly after takeoff, while in a climbing left turn, smoke and then fire emanated from the pedestal area in the cockpit. The crew continued the turn, intending to return to Runway 14 at Gods Lake Narrows. The aircraft contacted trees and came to rest in a wooded area about one-half nautical mile northwest of the airport. The accident occurred at 2140 central standard time. All five persons onboard evacuated the aircraft; two received minor injuries. At approximately 0250, the accident site was located and the occupants were evacuated. The aircraft was destroyed by impact forces and a post-crash fire. The emergency locator transmitter was consumed by the fire and whether or not it transmitted a signal is unknown.

National Aviation

For unknown reasons, the aircraft made a wheels up landing and skidded on runway at Stony Rapids Airport before coming to rest. Both pilots were uninjured while the aircraft was damaged beyond repair.

Woolie Enterprises

Shortly after takeoff from Bauru Airport, the twin engine aircraft encountered difficulties to maintain a positive rate of climb. It then descended until it impacted ground about 5 km from the airport. The pilot, sole on board, was killed. He was supposed to deliver the aircraft at Sorocaba Airport.

Leavitt Group Wings

The twin engine aircraft, owned by the Red Canyon Aesthetics & Medical Spa, a dermatology clinic headquartered in Cedar City, was returning to its base when shortly after take off, the pilot elected to make an emergency landing due to technical problem. The aircraft hit the ground, skidded for 300 meters and came to rest in flames in the desert, near the Arches National Park. All 10 occupants, among them some cancer specialist who had traveled to Moab early that day to provide cancer screening, cancer treatment, and other medical services to citizens in Moab, were killed.

RHB-JMJ

The reported weather at the time of the accident was calm winds, a 1/4-mile visibility in fog and a vertical visibility of 100 feet. Shortly after takeoff for the instrument-flight-rules flight, the airplane made a slight turn to the left and impacted the tops of 25-foot trees about a 1/2 mile from the runway. An enhanced ground proximity warning system was installed on the airplane and data extraction from the system indicated that the airplane achieved an initial positive climb profile with a slight turn to the left and then a descent. A witness reported hearing the crash and observed the right wing impact the ground and burst into flames. The airplane then cartwheeled for several hundred feet before coming to rest inverted. The airframe, engines, and propeller assemblies were inspected with no mechanical anomalies noted that would have precluded normal flight.

Private Mexican

The crew was performing an illegal flight from Colombia to Mexico with one ton of cocaine on board. While flying over the State of El Petén in Guatemala, the pilot informed ATC about technical problem and was cleared to divert to Santa Elena-Munda Maya Airport. On approach, the twin engine aircraft crashed in an open field located 30 km from the airport. The aircraft was destroyed and both occupants were killed. Guatemaltecan Authorities confirmed that at the time of the accident, the aircraft was registered YV-1568 which was a false registration; the real one was XB-JVV.

Air Creebec

The Beechcraft A100 (registration C-FNIF, serial number B-178), operated by Air Creebec Inc. on flight CRQ 501, was on a flight following instrument flight rules between Val-d’Or, Quebec, and Chibougamau/Chapais, Quebec, with two pilots on board. The aircraft flew a non-precision approach on Runway 05 of the Chibougamau/Chapais Airport, followed by a go-around. On the second approach, the aircraft descended below the cloud cover to the left of the runway centreline. A right turn was made to direct the aircraft towards the runway, followed by a steep left turn to line up with the runway centreline. Following this last turn, the aircraft struck the runway at about 500 feet from the threshold. A fire broke out when the impact occurred and the aircraft continued for almost 400 feet before stopping about 50 feet north of the runway. The first responders tried to control the fire using portable fire extinguishers but were not successful. The Chibougamau and Chapais fire departments arrived on the scene at about 0926 eastern daylight time, which was about 26 minutes after the crash. The aircraft was destroyed by the fire. The two pilots suffered fatal injuries.

Transwest Air

The aircraft departed La Ronge, Saskatchewan, at 1930 central standard time under instrument flight rules to Sandy Bay, with two flight crew members and two emergency medical technicians aboard. TW350 was operating under Part VII, Subpart 3, Air Taxi Operations, of the Canadian Aviation Regulations. At 1948, air traffic control cleared TW350 out of controlled airspace via the Sandy Bay Runway 05 non-directional beacon approach. The crew flew the approach straight-in to Runway 05 and initiated a go-around from the landing flare. The aircraft did not maintain a positive rate of climb during the go-around and collided with trees just beyond the departure end of the runway. All four occupants survived the impact and evacuated the aircraft. The captain died of his injuries before rescuers arrived. Both emergency medical technicians were seriously injured, and the first officer received minor injuries. The aircraft sustained substantial damage from impact forces and was subsequently destroyed by a post-impact fire. The accident occurred at 2002 during the hours of darkness.

North Country Aviation

The airplane, operated as an emergency medical flight, received substantial damage when it veered off the edge of runway 32 (5,235 feet long by 100 foot wide asphalt, slush and snow covered) and impacted a snow bank during landing roll at a non 14 CFR Part 139 airport. Night instrument meteorological conditions prevailed at the time of the accident. The pilot stated that during a non precision approach while two miles from the runway, he observed it to be completely covered in snow and slush. He continued the approach and upon touchdown the airplane decelerated in deep slush and veered to the left after a rollout of 1,200 feet. The pilot reported that prior to accepting the emergency medical flight, he obtained a weather briefing from a flight service station during which time no notices to airman (NOTAMs) existed that pertained to the destination airport. The pilot reported that he knew the airport was getting rain and was expecting the runway to be clear. He was surprised that the runway was covered with heavy slush. The airport manager stated that the runway was covered with wet, slushy snow as there had been periods of wet snow and rain that occurred late the previous day and evening of the accident. The airport weather observation recorded the presence of light snow in a period of approximately 24 hours before the accident. The pilot "wondered" why no NOTAM was issued relating to the runway condition. The Airport Facility Directory and the FAA's web site provides a list of 14 CFR Part 139 airports which are inherently required to issue NOTAMs. However, Advisory Circular 150/5200-28C states, the management of a public use airport is expected to make known, as soon as practical, any condition on or in the vicinity of an airport, existing or anticipated, that will prevent, restrict, or present a hazard during the arrival or departure of aircraft. Airport management is responsible for observing and reporting the condition of airport movement areas. Public notification is usually accomplished through the NOTAM system. The Aeronautical Information Manual, states that NOTAM information is information that could affect a pilot's decision to make a flight. It includes information such as airport or primary runway closures, changes in the status of navigational aids, ILS's, radar service availability, and other information essential to planned en route, terminal, or landing operations.

Transwest Air

A Beechcraft A100 King Air, C-GAPK was inbound to La Ronge Airport, SK (YVC), from Pinehouse Lake on a medevac flight. On descent into La Ronge the crew noticed ice building on the wing leading edges. At approximately 6 miles back on final the crew operated the wing de-ice boots, however a substantial amount of residual ice remained after application of the boots. It was reported that in the landing flare at about 100 knots, the aircraft experienced an ice-induced stall from an altitude of about 20 feet followed by a hard landing. The right wing and nacelle buckled forward and downward from the landing impact forces to the extent that the right propeller struck the runway surface while the aircraft was taxiing off the runway.

Frank Lara

En route from Barcelona to Charallave, the crew encountered engine problems and elected to divert to the nearest airport. Eventually, he attempted an emergency landing when the aircraft crash landed in a prairie and collided with trees. All three occupants escaped with minor injuries and the aircraft was damaged beyond repair.

Little Red Air Service

Crew twin engine aircraft was performing an ambulance flight from Grande Prairie to his base in Fort Vermilion with one patient, one doctor, one accompanist and two pilots on board. On final approach, the aircraft was too high and eventually landed hard. Upon touchdown, the right main gear collapsed and the aircraft veered off runway to the right and and came to rest. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Myrand Aviation

The Beechcraft A100, registration C-FMAI, operated by Myrand Aviation Inc., was on a chartered instrument flight rules flight from QuÈbec/Jean Lesage International Airport, Quebec, to Chibougamau/Chapais Airport, Quebec, with two pilots and three passengers on board. The copilot was at the controls and was flying a non-precision approach for Runway 05. The pilot-in-command took the controls less than one mile from the runway threshold and saw the runway when they were over the threshold. At approximately 1018 eastern daylight time, the wheels touched down approximately 1500 feet from the end of Runway 05. The pilot-in-command realized that the remaining landing distance was insufficient. He told the co-pilot to retract the flaps and applied full power, but did not reveal his intentions. The co-pilot cut power, selected reverse pitch and applied full braking. The aircraft continued rolling through the runway end, sank into the gravel and snow, and stopped abruptly about 500 feet past the runway end. The aircraft was severely damaged. None of the occupants were injured.

Thunder Airlines

On take off roll on runway 25 at dusk, left wing struck a snowbank on left side of the runway. Aircraft veered off runway and came to rest in snow with its nose gear sheared off and several damages to the fuselage. Both pilots were uninjured.

Aviation Charter

On October 25, 2002, about 1022 central daylight time, a Raytheon (Beechcraft) King Air A100, N41BE, operated by Aviation Charter, Inc., crashed while the flight crew was attempting to execute the VOR approach to runway 27 at Eveleth-Virginia Municipal Airport, Eveleth, Minnesota. The crash site was located about 1.8 nautical miles southeast of the approach end of runway 27. The two pilots and six passengers were killed, and the airplane was destroyed by impact forces and a post crash fire. The airplane was being operated under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand passenger charter flight. Instrument meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. Among those on board were Paul Wellstone, Senator of Minnesota, his wife Sheila and one of his three children Marcia.

Jorge Wady Cecilio

On final approach to Buriti Alegre Airfield runway 05, following an uneventful flight from Goiânia-Santa Genoveva Airport, the pilot attempted to lower the flaps twice but the circuit breakers opened. He decided to continue the approach in a flapless configuration when, on short final, the aircraft stalled and collided with a wall located 15 metres short of runway. On impact, the undercarriage were torn off and the airplane landed on its belly, slid for 500 metres and came to rest, bursting into flames. All six occupants escaped uninjured while the aircraft was destroyed by fire.

Alberta Central Airways

Following an uneventful flight from Fort Saint John, the crew started a night approach to Grande Prairie Airport. The aircraft landed slightly to the left of the runway centerline. After touchdown on a snow covered runway (about two inches of snow), the left wing struck a windrow of snow. Out of control, the aircraft veered off runway and came to rest in snow. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Thunder Airlines

The Thunder Airlines Limited Beech A100 King Air aircraft, serial number B108, took off at 1034 eastern daylight saving time (EDT) on a charter flight from Thunder Bay, Ontario, for Red Lake, Ontario, with two pilots and three passengers on board. After getting airborne, the aircraft pitched up to approximately 70 degrees, reaching a height estimated to be between 500 and 700 feet above ground level. It then rolled to the left, pitched steeply nose-down, and descended to the ground within the confines of the airport. The aircraft contacted the soft, level ground in a relatively level attitude and covered a distance of about 500 feet before coming to rest in a wooded area immediately beyond an elevated railroad bed and track. The cabin remained intact during the crash sequence, and all occupants escaped without any injuries. The aircraft was damaged beyond repair. An ensuing fuel-fed fire was rapidly extinguished by airport emergency response services (ERS) personnel.

Jet Sul Taxi Aéreo

The crew departed Foz do Iguaçu Airport at 2215LT on a ferry flight to Curitiba. About 55 minutes into the flight, while in cruising altitude by night, the right engine failed, followed few seconds later by the left engine. The crew reduced his altitude and attempted an emergency landing when the aircraft crashed in a grassy area near Irati. While the copilot escaped uninjured, the captain was injured. The aircraft was destroyed.

Crown Charter Services

On final approach to Muskoka Airport, while on a cargo flight from Kitchener-Waterloo Airport, the twin engine aircraft descended too low in a slight nose down attitude when it collided with trees and crashed on the ground. Both occupants were seriously injured and the aircraft was damaged beyond repair. At the time of the accident, ceiling was at 1,000 feet with 10 km visibility and wind from 140 at 2 knots.

Aviation Charter

The pilot was cleared for an ILS DME approach to runway 17L. During the final stage of the approach, the aircraft entered fog and disappeared from view of the control tower personnel. Radar and radio communications were lost also. After searching for 31 minutes, the aircraft was found by airport operations personnel over half way down the runway and 600 feet east of the runway. There was no evidence the aircraft touched down on the runway. The aircraft was configured with the landing gear up and the flaps deployed. Missed approach procedures require the flaps and landing gear to be retracted after initiating the procedure. The decision height for the approach is 6,384 feet msl (200 feet above ground level) and the required RVR for a 14 CFR Part 135 flight to commence and approach is 2400 (1/2 mile). When on the glide slope, the decision height is 0.4 miles from the runway touchdown zone. Examination of the airplane did not disclose evidence of mechanical malfunction.

Spitfire Sales %26 Leasing

Following a missed approach at the destination, the pilot requested weather information for two nearby airports. One airport was 53 miles northeast with a cloud ceiling of 900 feet, and visibility 6 miles. The pilot opted for the accident airport, 21 miles southwest, with an indefinite ceiling of zero, and visibility 1/4 mile. After completing the second missed approach, the flight proceeded to the accident airport. Radar vectors were provided to the ILS runway 36L. On the final approach, the flight veered to the right of the localizer and descended abruptly. Last recorded altitude for the flight was below the decision height. Investigation revealed no anomalies with the airport navigational aids for the approach, and the airplane's navigation receivers were found to be operational. Postmortem examinations of the pilot did not reveal any pre-existing diseases, and toxicological examinations were negative for alcohol and other drugs.

Voyageur Airways

A Voyageur Airways Beechcraft A100 aircraft, C-GILM, was on a flight from Winnipeg International Airport Winnipeg International Airport, MB (YWG) to Sioux Lookout Airport, ON (YXL). The crew of two pilots and two paramedics had completed a medevac flight and were returning to Sioux Lookout without a patient on board. The weather was reported to be: wind 060 degrees at two knots, visibility three statute miles in freezing drizzle, and ceiling overcast at 400 feet AGL. The First Officer was at the controls as they attempted two full NDB approaches for runway 34, each of which resulted in a missed approach. The captain then took control of the aircraft and conducted a full NDB approach for runway 34. On final approach, the crew had the runway in sight and the aircraft was lined up, but the aircraft was high on the approach. The captain called for full flap and pushed the props up to help slow the aircraft down. The aircraft developed a high rate of descent that was not fully countered before the aircraft contacted the runway firmly with the left main landing gear. The aircraft was taxied part way to the company ramp before the aircraft began pulling to the left very noticeably. The scissors had failed and the main wheels were turned slightly off-line. While conducting a heavy-landing inspection, company maintenance and operational personnel determined that in addition to the damage to the scissors for the left main landing gear, the rear spar of the left wing had failed in the vicinity of a pass-through hole for the flap actuator. The damage is reported to be overload in nature and consistent with the effects of landing hard on the left main wheel. During the approaches, the aircraft was above cloud during the penetration turns and was only in cloud during the final approach phases. A small amount of ice accumulated on the aircraft while in cloud (about 1/8th to 1/4 inch on the spinner remained after landing) but the de-ice equipment was working and was used.

A%26H Aircraft Sales

During an IFR arrival, vectors were provided for an ILS runway 16L approach. While on assigned heading and altitude of 270 degrees and 3,000 feet, about 8 miles north of the final approach fix, the pilot was told to turn left to 185 degrees and maintain 2,200 feet until established on the localizer, then he was cleared for the approach. The pilot acknowledged the instructions. About 1 minute later, communication and radar contact with the airplane were lost. Eye witnesses near the accident site observed the airplane as it descended below the cloud layer. The airplane was described as being in a steep left bank with the nose down. Witnesses also stated that the engines were revving. Within seconds of the visual sighting, the airplane crashed. Examination of the airframe failed to disclose a mechanical problem. No fire or smoke was seen coming from the airplane before it crashed. The pilot did not report experiencing a problem with the airplane to the tower controller. Toxicology tests of the pilot indicated O.323 mcg/ml chlorpheniramine (a sedating antihistamine) in liver fluid and 0.073 mcg/ml chlorpheniramine in kidney fluid. Also, unspecified levels of dextromethorphan (a cough suppressant), pseudoephedrine (a decibgestabt), and phenylpropanolamine (a decongestant) were reported in kidney and liver fluids. All medications are available in over-the-counter cold remedies.

A. Soriano Aviation

After touchdown at San Jose Airport, the aircraft collided with a dog. On impact, the right main gear collapsed and the aircraft came to rest on its belly. The right engine struck the ground and caught fire. All three occupants escaped uninjured while the aircraft was damaged beyond repair. The dog was killed.

West Star Aviation

The pilots obtained a complete weather briefing for their IFR flight. Before landing at their destination, they attempted to obtain an airport advisory on Unicom, but received no response. They landed on the runway in low visibility with the runway lights visible. After touchdown, the left main landing gear contacted a berm or snowbank on the left side of the plowed area, and the pilots were unable to maintain directional control. The aircraft drifted off the left side of the runway and came to rest on a reverse heading. The runway, which was 100 feet in width, had been plowed to about 45.5 feet width along the centerline. No notams had been filed concerning the partially plowed condition of the runway. The second officer (commercial pilot) noted that during the weather briefing, the pilot-in-command had been advised of thin, loose snow on the runway.

Bearskin Airlines - Bearskin Lake Air Services

The crew of the Beechcraft A100, C-GYQT, were conducting a scheduled flight from Sioux Lookout, Ontario, to Big Trout Lake, Ontario, as Bearskin (BLS) 324. BLS324 departed Sioux Lookout with nine passengers and a crew of two at 1133 central standard time (CST) and arrived in the vicinity of Big Trout Lake at approximately 1240. The captain briefed an instrument approach with a circling procedure to runway 14. On descent to the radio beacon, the crew reportedly encountered flight visibilities of one mile and were in visual contact with the ground. When the aircraft was less than five miles from the airport, the crew heard a position report from another aircraft completing an approach to the airport. To ensure safe separation from the aircraft ahead, the captain elected to fly under visual flight rules to the southwest of the airport. Air Traffic Services radar data was obtained from the Big Trout Lake radar source. The radar data indicated that the crew descended to about 150 feet above ground level (agl) approximately 4.5 miles from the end of the landing runway and maintained 200 to 300 feet agl for some 50 seconds prior to impact. Immediately prior to impact, the radar data indicated that the aircraft was about 3 1/2 miles from the runway at about 300 feet agl and descending at more than 1,200 feet per minute. Throughout the approach, the first officer flew the aircraft visually with occasional reference to his instruments, while the captain navigated and maintained terrain clearance by visual reference to the terrain and issued instructions to the first officer. At approximately five miles from the runway, the crew turned onto the extended centre line of the runway and received a radio report from the other aircraft of local visibilities of less than 1/2 mile. The aircraft flew inbound over a wide expanse of lake, and the captain lowered the flaps in preparation for landing. Shortly thereafter, the captain became concerned with the reducing visibility and looked in the Company Approach Procedures binder that he held on his lap. The captain was aware of the danger of whiteout and intended to revert to instrument flight if whiteout were encountered. He had not previously removed the approach chart for Big Trout Lake and clipped it in the approach chart holder because he had discovered that the binder rings were broken and taped shut when he had performed his initial approach briefing. He intended to provide new approach information to the first officer so that a full instrument approach could be initiated from their current position. When the captain looked up from the binder, he observed the altimeter indicating a descent through 1,000 feet above sea level (asl) and called to the first officer, "Watch your altitude." Before a recovery could be initiated, the aircraft struck the frozen surface of the lake and bounced into the air. The captain initiated a recovery and then, concerned with the airworthiness of the aircraft, reduced power and attempted to land straight ahead. The aircraft crashed onto the frozen surface of the lake about 3/4 mile beyond the initial impact location. All passengers and crew survived the accident. However, the crew and several passengers sustained serious injuries. Rescuers from the local community reached the aircraft about two hours after the crash and all survivors were rescued within four hours. The more seriously injured were experiencing the effects of hypothermia when rescued. The accident occurred at 1248 CST, approximately three miles northwest of Big Trout Lake Airport, at latitude 53°49'N, longitude 089°53'W, at an elevation of 690 feet asl.