Beechcraft 1900D

SEARCA-Servicio Aéreo de Capurgana Antes, opf SATENA

SATENA flight 9R8849, a Beech 1900D, impacted a mountainside near Ocaña, Colombia, at an elevation of 6881 feet, just below the summit. All 15 on board were killed. The flight took off from runway 16 at Cúcuta (CUC) at 16:42 UTC (11:42 LT), bound for Ocaña (OCV), a flight time of about 20 minutes. At 16:43:10, ATC instructed the aircraft to continue climbing to 14,000 ft and reported QNH 1016. The crew then requested to proceed direct to the DIMIL waypoint, which ATC authorized conditionally upon reaching 6,000 ft altitude. At 16:44:00, the crew reported reaching 6,000 ft and indicated they would continue direct to DIMIL. ATC instructed them to report when ready for descent. According to ADS-B records, at 16:47:49 the aircraft reached 12,925 ft. At 16:49:52, the crew reported to ATC that they were ready for descent. ATC cleared them to descend at their discretion, no reported traffic, with QNH 1016, and instructed them to report 10 NM before Ocaña. At 16:53:38, the crew reported being 15 NM out, and ATC instructed them to switch to the self-reporting frequency. This was the last recorded communication with ATC. The last radar trace was recorded at 16:55:48 with a speed of 234 kt TAS at a pressure altitude of 6,500 ft. The last FDR data recorded a pressure altitude (PA) of 6,298 ft, a speed of 205 kt IAS, heading 284°. The wreckage was subsequently located in mountainous terrain, 11.5 nautical miles from the destination. The aircraft struck a wooded mountainside at 6830 feet and slid upslope. The main wreckage was found at an elevation of 6881 feet AMSL.

King Air Charter

The twin engine aircraft departed Goma on a regular schedule flight (service UNO830) to Beni, carrying eight passengers and two pilots on behalf of the Monusco, the United Nations Organization Stabilization Mission in the Democratic Republic of Congo. On approach to Beni-Mavivi Airport, the crew completed the approach checklist and elected to configure the aircraft but realized that the undercarriage would not extend. After the circuit breaker was reset, the crew was able to lower the landing gear manually and continued the approach with no reporting to ATC. After touchdown on runway 11, the aircraft rolled for about 450 metres when the right main gear collapsed. Out of control the aircraft veered off runway to the right, slid in a grassy area, crossed a ditch and came to rest near the apron. All 10 occupants evacuated safely and the aircraft was damaged beyond repair.

Air Canada Express

The Exploits Valley Air Services Beechcraft 1900D (registration C-FEVA, serial number UE-126), operating as Air Canada Express flight EV7804, was on a scheduled passenger flight from Goose Bay International Airport, Newfoundland and Labrador, to Gander International Airport, Newfoundland and Labrador. At 2130 Newfoundland Daylight Time, while landing on Runway 03, the aircraft touched down right of the centreline and almost immediately veered to the right. The nosewheel struck a compacted snow windrow on the runway, causing the nose landing gear to collapse. As the aircraft’s nose began to drop, the propeller blades struck the snow and runway surface. All of the left-side propeller blades and 3 of the right-side propeller blades separated at the blade root. A portion of a blade from the right-side propeller penetrated the cabin wall. The aircraft slid to a stop on the runway. All occupants on board — 14 passengers and 2 crew members — were evacuated. Three passengers sustained minor injuries. The aircraft was substantially damaged. There was no post-impact fire. There were insufficient forward impact forces to automatically activate the 121.5 MHz emergency locator transmitter. The accident occurred during the hours of darkness.

Aircraft Sales %26 Services Ltd

The Aircraft Sales and Services (Private) Limited (ASSL) aircraft Beechcraft-1900D Registration No. AP-BII was scheduled for a chartered flight on 18th March, 2016 from Karachi to Sui. Just after takeoff from runway 25L at 0820 hrs local time, the crew observed power loss of right engine and made a gear up landing on the remaining runway on the right side of centreline. After touchdown, the aircraft went off the runway towards right side and then came back on the runway before coming to a final stop 1,050 feet short from the end of runway. The Captain and one passenger received serious injuries due to hard impact of the aircraft with ground. All other passengers and technician remained unhurt.

Myanmar Air Force - Tatmadaw Lei

Shortly after takeoff from Naypyidaw Airport, while climbing to an altitude of about 500 feet, the aircraft entered an uncontrolled descent and crashed in an open field located 600 metres past the runway end, bursting into flames. Four occupants were killed while a passenger was seriously injured and evacuated to a local hospital. He died from his injuries few hours later. Used for emergency flights, the airplane was carrying three officers to Namhsan, Shan State, to assist with the aftermath of a fire there. Those officers who were killed were Major Aung Kyaw Moe, Captain Aung Paing Soe and Captain Htin Kyaw Soe.

Chadian Government

The twin engine aircraft departed N'Djamena on a flight to Bir Kalait, carrying 15 passengers and two pilots, among them a delegation of the Presidency. On short final, the aircraft named 'Am Djerass' was too low and struck the ground short of runway threshold. Upon impact, the undercarriage were torn off. The aircraft slid on its belly for about 200 metres before coming to rest in a sandy area with all propeller blades separated. The aircraft was damaged beyond repair but all 17 occupants escaped uninjured, among the Idriss Déby, President of the Tchad Republic who was flying to Bir Kalait to take part to the Peace and Development Forum for the Borku-Ennedi-Tibesti Region.

Buddha Air

The aircraft was performing a special flight with tourists above the Himalayan mountains and especially a tour of the Everest in the early morning. While returning to Kathmandu-Tribhuvan Airport, the copilot (PIC) was cleared to descend to 6,000 feet for a landing on runway 02. In marginal weather conditions, he passed below 6,000 feet until the aircraft contacted trees and crashed in hilly and wooded terrain located near the village of Bishanku Narayan, some 6,7 km southeast of the airport. The aircraft was destroyed by impact forces and a post crash fire. A passenger was seriously injured while 18 other occupants were killed. Few hours later, the only survivor died from his injuries. The 16 tourists were respectively 10 Indians, 2 Americans, 1 Japanese and 3 Nepalese.

Bluebird Aviation

The airplane departed Wilson Airport at 03:39 hours, transporting a cargo of miraa to Guriceel Airstrip, Somalia. Taxi, take off and climb were uneventful. However, at 04:23 and flying at FL230 the crew contacted Nairobi Area Control Centre (ACC) and requested for a turn back to Wilson Airport due to a 'slight problem'. At about the same time, the aircraft made a right turn from a heading of 50° to 240° magnetic and commenced descent. The crew reported descending to FL220 and expressed intention to descend further to FL180. However, ACC informed the crew to initially maintain FL200 due to traffic moving in the opposite direction. At 04:28 the crew informed ACC that they were unable to maintain FL200 and requested to descend to FL180 having crossed the opposite traffic. At 04:29, the crew confirmed to Air Traffic Control (ATC) that they were heading to Wilson Airport and indicated that they did not require any assistance. The aircraft continued descending until FL120. The Nairobi Approach Radar established contact with the aircraft at 04:41 and indicated to the crew that they were 98 nautical miles North East of November Victor. The crew was then told to turn left to a heading of 225° and report when they were top of descent, which they did. The crew reported again that they had a 'slight problem' and as a safety measure they had to shut down one engine. They also expressed desire to route direct to Silos. At 04:42 5Y-VVQ aligned with the North East access lane via Ndula Marker. At 04:45, the crew confirmed to Nairobi Approach Radar that the malfunction was on the left engine and again acknowledged that they did not require any assistance. At 04:51, the crew requested for radar vectors for an ILS approach to runway 06 at Jomo Kenyatta International Airport with a long final to runway 32 of Wilson Airport. At 05:09, the aircraft descended to 8000ft heading 260°. At 05:14, the crew was given vectors for runway 32 Wilson Airport. At the same time, the aircraft turned right to a heading 310° as it continued to descend to 7000ft. The crew confirmed the vectors and at 05:15 stated that they were passing Visual Meteorological Conditions (VMC). They were also informed that the Wilson Airport runway 32 was 6.5 nautical miles away in the two o'clock direction. The aircraft continued to descend to 6000ft and at 05:16, the crew confirmed sight of runway 32. The crew was then transferred from the radar to the Wilson Tower frequency for landing. 5Y-VVQ was cleared for a straight-in approach to runway 32. Wilson Tower then communicated to the crew airfield QNH was 1022hPa and that winds were calm. The Tower controller had 5Y-VVQ visual and it was cleared to land on runway 32. At about the same time, the aircraft made a 5° right bank and again leveled off before making a steep left bank rising to 30° within 4 seconds. According to Tower and eyewitness information, the aircraft appeared high on approach and on short-final, it was observed to turn a bit to the right. This was followed by a steep left bank. The aircraft left wing hit the ground first approximately 100 meters outside the airport perimeter fence. The aircraft then flipped over, hitting and breaking the airport fence and coming to rest on the left of runway 32 approximately 100 meters from its threshold. The aircraft immediately caught fire upon the impact. Upon further investigations and interview of company personnel, it was established that the crew had made the decision to shut down the left engine following a low oil pressure warning. The flight crew did not declare an emergency.

Wings Aviation

The aircraft, Beech 1900D with flight number TWD8300 on a positioning flight, filed an Instrument Flight Rule (IFR) with Air Traffic Services (ATS) at Murtala Muhammed Airport (MMA) Lagos for departure to Bebi airstrip, Obudu on a filed flight plan LAG – UA609 – POTGO – DCT – ENU – DCT - OBUDU. But the actual route flown was LAG – UA609 – POTGO – LIPAR – LUNDO – IKROP – BUDU. The aircraft departed MMA at 0736 hrs as per the flight plan, climbed to FL250, estimated MOPAD at 0755 hrs, BEN at 0814hrs, POTGO at 0837hrs, LIPAR at 0844hrs, LUNDO at 0902 hrs and OBUDU destination at 0917hrs. The aircraft was transferred to Port Harcourt at 0845 hrs thereafter the crew requested descent. It was cleared to FL110 but on passing through FL160 requested further descent and was then released to Enugu at 0856 hrs by Port Harcourt. Enugu cleared it to FL050. The aircraft deviated from the flight plan route, and flew on airway UA609 direct to IKROP from POTGO. The inputs into Global Positioning System (GPS) gave the crew different distances to Bebi. The crew agreed on a coordinate to input and thereafter were busy trying to locate the airstrip physically. During this process the Ground Proximity Warning System (GPWS), warning signals and sound of “Terrain, terrain…..pull up” was heard several times without any of the pilot following the command. The aircraft flew into terrain, crashed and was destroyed. At 0923hrs, the Radio Operator at Bebi called the aircraft to confirm its position, but received no reply. The FDR showed that the aircraft crashed at about 0920:15 hrs at an altitude of about 3,400ft at Bushi Village during the hours of daylight with three fatalities. The aircraft flew for 103.75 minutes before impact.At 0924 hrs, Bebi Radio Operator called Calabar, to confirm if in contact with 5N-JAH, Calabar replied negative contact. The burnt wreckage was found by hunters in a dense wooded area on 30 August 2008.

Peabody Energy

The captain initially flew the GPS (global positioning system) runway 2 approach down to minimums and executed a missed approach. The approach chart listed the minimum visibility for the straight-in approach as 1 mile, the minimum descent altitude (MDA) as 6,860 feet mean sea level (329 feet above ground level), and the missed approach point as the runway threshold. The audio information extracted from the CVR indicated the flight crew listened to the automated weather station at the airport twice during the second approach; both times the report stated, in part, "visibility one half [mile] light snow sky conditions ceiling two hundred broken one thousand overcast." At 0744:09, the first officer said, "there's MDA," and at 0744:27, "there's the runway right below ya." The CVR recorded the ground proximity warning system (GPWS) audio alert "sink rate, sink rate, sink rate, sink rate" at 0744:37, the sound of touchdown at 0744:52, and the sound of impact at 0745:00. According to both pilots, the airplane touched down even with the midfield windsock. The captain applied brakes and full reverse on both propellers; however, the airplane did not slow down and continued off the end of the runway, impacted and knocked down a chain link fence, and continued into downsloping rough terrain. The landing gear collapsed and the airplane slid to a stop. The operator reported that there was 2 to 3 inches of slush on the runway. The runway was equipped with pilot activated medium intensity runway lights, runway end identifier lights, and a visual approach slope indicator. The first officer said that on both approaches, he attempted to turn on the lights, but the lights did not activate. The Federal Aviation Regulation that specifies the instrument flight rules for takeoff and landing states, in part, that no pilot may operate an aircraft below the authorized MDA unless (1) the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and (2) the flight visibility is not less than the visibility prescribed in the standard instrument approach being used. The regulation further states that if these conditions are not met when the aircraft is being operated below the MDA or upon arrival at the missed approach point, the pilot shall immediately execute an appropriate missed approach procedure. In this case, the minimum required visibility was 1 mile versus the 1/2- mile visibility reported by the automated weather station. Additionally, the activation of the GPWS "sink rate" audio alert indicates a normal rate of descent was exceeded during the landing. Both of these conditions should have prompted the flight crew to execute a missed approach, which would have prevented the accident.

Tassili Airlines

The aircraft departed Hassi R'Mel-Tilrhempt Airport at 2030LT on a 15-minutes charter flight to Ghardaïa, carrying three crew members and two employees of the Sonatrach (Société Nationale pour le Transport et la Commercialisation d’Hydrocarbures). At 2044LT, the crew was cleared for a right hand circuit in preparation for an approach to runway 30. At that moment a Boeing 727 inbound from Djanet was on long finals. The copilot stated that he intended to carry out an NDB/ILS approach to runway 30. The captain however preferred a visual approach. The copilot carried out the captain's course and descent instructions with hesitation. At 2057LT, the EGPWS alarm sounded. Power was added and a climb was initiated from a lowest altitude of 240 feet above ground level. The captain then took over control and assumed the role of Pilot Flying. The airplane manoeuvred south of the airport until 2101LT when the copilot saw the runway. The captain rolled left to -57° and pitched down to -18.9° in order to steer the airplane towards the runway. Again the EGPWS sounded but the descent continued until the airplane impacted the ground and broke up. All five occupants were injured and the aircraft was destroyed. A day later, the copilot died from his injuries.

USAir Express - US Airways Express

The accident flight was the first flight after maintenance personnel replaced the forward elevator trim cable. When the flightcrew received the airplane, the captain did not address the recent cable change noted on his maintenance release. The captain also did not perform a first flight of the day checklist, which included an elevator trim check. Shortly after takeoff, the flightcrew reported a runway trim, and manually selected nose-up trim. However, the elevator trim then traveled to the full nose-down position. The control column forces subsequently increased to 250 pounds, and the flightcrew was unable to maintain control of the airplane. During the replacement of the cable, the maintenance personnel skipped a step in the manufacturer's airliner maintenance manual (AMM). They did not use a lead wire to assist with cable orientation. In addition, the AMM incorrectly depicted the elevator trim drum, and the depiction of the orientation of the cable around the drum was ambiguous. The maintenance personnel stated that they had completed an operational check of the airplane after maintenance. The Safety Board performed a mis-rigging demonstration on an exemplar airplane, which reversed the elevator trim system. An operational check on that airplane revealed that when the electric trim motor was activated in one direction, the elevator trim tabs moved in the correct direction, but the trim wheel moved opposite of the corresponding correct direction. When the manual trim wheel was moved in one direction, the elevator trim tabs moved opposite of the corresponding correct direction.

USAir Express - US Airways Express

On January 8, 2003, about 0847:28 eastern standard time, Air Midwest (doing business as US Airways Express) flight 5481, a Raytheon (Beechcraft) 1900D, N233YV, crashed shortly after takeoff from runway 18R at Charlotte-Douglas International Airport, Charlotte, North Carolina. The 2 flight crewmembers and 19 passengers aboard the airplane were killed, 1 person on the ground received minor injuries, and the airplane was destroyed by impact forces and a post crash fire. Flight 5481 was a regularly scheduled passenger flight to Greenville-Spartanburg International Airport, Greer, South Carolina, and was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident.

RégionnAir

The RégionnAir flight took off from Port-Menier at 23:34 for an IFR flight to Seven Islands. The crew decided to carry out a straight-in GPS approach to runway 31. However, there is no published GPS approach for that runway. The descent from cruise flight into the airport was started late, and the aircraft was high and fast during the approach phase to the NDB. From an altitude of 10 000 feet at 9 nm from the NDB, the rate of descent generally exceeded 3000 fpm. The aircraft crossed the beacon at 600 feet asl. For the last 30 seconds of flight and from approximately 3 nm from the threshold, the aircraft descended steadily at approximately 850 fpm, at 140 to 150 knots indicated airspeed, with full flaps extended. The captain coached the first officer throughout the descent and called out altitudes and distances. The GPWS "Minimums" activation sounded, consistent with the decision height selection of 100 feet, to which the captain responded with directions to continue a slow descent. The last call was at 30 feet, 1.2 seconds before impact. Eight seconds before impact, the GPWS voice message "Minimums, Minimums" activated. The aircraft continued to descend and struck trees in a near-level attitude, in an area of rising terrain. A post-crash fire destroyed the wings, the right engine, and the right midside of the fuselage. The cabin area remained relatively intact, but the cockpit area separated and was crushed during the impact sequence. The Beechcraft in question was a brand new aircraft, registered just 2 months earlier. This accident was RégionnAir's second Beech 1900 loss in 1999; on January 4 an accident happened on approach to St. Augustin River. No one received fatal injuries in that accident however.

Proteus Airlines

Following an uneventful flight from Lyon-Satolas Airport, the crew was approaching Lorient-Lann-Bihoué Airport when he contacted ATC and requested a special clearance to cancel his IFR flight plan for a visual circuit over the Bay of Quiberon to show the 'Norway' ship (ex France) to the passengers. While cruising under VFR mode in excellent weather conditions at an altitude of 2,000 feet, the twin engine aircraft collided with a private Cessna 177 Cardinal registered F-GAJE and owned by the Aéro Club de Vannes. Following the collision, both aircraft entered an uncontrolled descent and crashed in the Bay of Quiberon about 1,500 metres from the ship and 10 km off Quiberon. All 14 people on board the Beech 1900D as well as the pilot of the Cessna 177 were killed.

Air Saint-Martin

The twin engine aircraft was completing an on-demand charter flight from Cayenne, French Guyana, to Port-au-Prince, Haiti, with an intermediate stop in Pointe-à-Pitre, Guadeloupe, on behalf of the French Government. On board were two pilots, two French policemen and 18 citizen from Haiti. The goal of the flight was to repatriate illegal Haitian immigrants in their country. Following an uneventful flight from Pointe-à-Pitre, the crew was cleared to descend to 4,000 feet for an approach to Port-au-Prince Airport runway 28. In limited visibility due to the night, the crew failed to realize he was not following the correct heading for the airport when the aircraft struck the slope of a mountain located in the La Selle Mountain Range, about 40 km southeast of Port-au-Prince Airport. The wreckage was found at an altitude of 1,533 metres and all 20 occupants were killed.