Beechcraft 300 Super King Air

CSI Aviation Inc

On August 5, 2025, about 1245 mountain daylight time, a Beech 300, N534AW, was destroyed when it was involved in an accident near Chinle, Arizona. The pilot, co-pilot and two medical crew members were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 positioning flight. Automatic dependent surveillance-broadcast (ADS-B) data and air traffic control radar data showed that the airplane departed Albuquerque International Sunport Airport (ABQ) Albuquerque, New Mexico about 1155, climbed to 18,000 ft mean sea level (msl) and proceeded direct to Chinle Municipal Airport (E91) Chinle, Arizona. About 1229 the airplane began a descent and about 1239, the airplane entered the traffic pattern on the downwind leg for runway 36. About 1240, while about 6,600 ft, the airplane turned right and entered the base leg. The last radar data point recorded the airplane about 6,100 ft, and about 2.8 miles southeast of the runway 36 threshold. According to a witness, who was located about one quarter mile from the airport, he observed the airplane on a northbound heading over the runway while flying about 180 ft above ground level (agl). The left wing banked erratically multiple times and then leveled off, at which time the airplane pitched up. The left wing then dropped into a knife edge attitude, while the airplane descended to the ground and immediately erupted in flames. The airplane impacted open terrain about 990 ft west of runway 36 at an elevation of about 5,510 ft. A path of disturbed terrain and vegetation extended about 281 ft from the main wreckage and included multiple airframe components. A postaccident fire thermally damaged the fuselage and wings. A cockpit voice recorder was recovered from the airplane and shipped to the NTSB Vehicle Recorders Laboratory for download. The airplane was recovered to a secure facility for further examination.

KAAZ LLC

The pilot and the passenger departed on a cross-country, personal flight in the airplane that the operator had purchased the day before the accident. Shortly after takeoff from runway 11L, after reaching an altitude of about 100 to 150 ft above the runway in a nose-high pitch attitude, the airplane rolled left to an inverted position as its nose dropped, and it descended to terrain impact on airport property, consistent with an aerodynamic stall. Post-accident examination of the accident site revealed propeller strike marks separated at distances consistent with both propellers rotating at the speed required for takeoff and in a normal blade angle range of operation at impact. Both engines exhibited rotational scoring signatures that indicated the engines were producing symmetrical power and were most likely operating in the mid-to upper-power range at impact. The engines did not display any pre-impact anomalies or distress that would have precluded normal engine operation before impact. No evidence was found of any preexisting mechanical anomalies that would have precluded normal operation of the airplane. Toxicology testing revealed the pilot's use of multiple psychoactive substances including marijuana, venlafaxine, amphetamine, pseudoephedrine, clonazepam, and pheniramine. The wide variety of psychoactive effects of these medications precludes predicting the specific effects of their use in combination. However, it is likely that the pilot was impaired by the effects of the combination of psychoactive substances he was using and that those effects contributed to his loss of control. The investigation was unable to obtain medical records regarding any underlying neuropsychiatric disease(s); therefore, whether these may have contributed to the accident circumstances could not be determined.

Agropecuária Otura

On final approach to Porto Seguro-Terravista Golf Club Airport Runway 15, the twin engine aircraft descended too low, causing the left main gear to impact the ground short of runway threshold. On impact, the left main landing gear was torn off. The aircraft slid on runway for few dozen metres then veered to the left and came to a halt. All 10 occupants evacuated safely and the aircraft was damaged beyond repair.

Tango Jet

The twin engine aircraft departed Lincoln-Estancia La Nueva Airport on a private flight to Buenos Aires, carrying one passenger and one pilot. While descending to Buenos Aires-Aeroparque-Jorge Newbury Airport, the pilot was unable to intercept the ILS for runway 13 because of an excessive speed of 260 knots and a too high angle of descent. In such conditions, he could not configure the aircraft for approach and landing (flaps) in accordance with the information in the BE 300 flight manual. He completed a left turn at a speed of 228 knots and descended below the glide before initiating a second turn to the right when control was lost. The aircraft entered a dive and crashed onto two houses located in Nordelta, about 26 km northwest of the airport. The aircraft and two houses were destroyed and both occupants were killed, among them Gustavo Andres Deutsch aged 78 who was the former owner of the defunct airline LAPA.

Procuraduría General de la República

Shortly after takeoff from Zacatecas Airport Runway 20, while in initial climb, the crew informed ATC about technical problems with the left engine and attempted to return to land on runway 02. Eventually, the crew attempted an emergency landing when the aircraft crashed in a soft and dry terrain located southeast of the airport, bursting into flames, about one minute after takeoff. The aircraft was totally destroyed by a post crash fire and all six occupants were killed, among them two agents of the Federal Police and one employee of the Public Minister.

Mass Bay Kustom Leasing

The pilot stated that he initiated a fuel transfer due to a fuel imbalance. To affect the fuel transfer, he said he "began crossfeed right to left." When the airplane was about 5 to 10 miles away from Spruce Creek Airport, the pilot said he began his descent from 12,500, and also executed a left turn to begin setting up to land, when suddenly, both engines ceased operating. When he leveled the wings both engines restarted due to auto-ignition. He said the fuel gages showed 300 to 350 lbs of fuel for the right tank, and 100 to 150 pounds on the left, so he decided to continue his approach to Spruce Creek Airport. As he approached Spruce Creek Airport, he again entered a left bank to prepare for a left base to runway 23, and while established in the left turn, both engines ceased operating a second time. He said he did not think he could reach the runway, and decided to make an landing on a taxiway. When the wings became level after the turn, he said both engines again restarted while in the vicinity of the beginning of the taxiway. As he was about to land, he said a car pulled out onto the taxiway, and stopped on the centerline, so he applied power to avoid the car. He said he climbed straight out, and when he made a climbing left turn, he said the engines ceased operating a third time, and the airplane descended towards a cluster of condos. With no runway or clear area in sight, the pilot said he guided the airplane to a retention pond. Follow-on/detailed examinations of the aircraft, engines, and propellers were conducted by an FAA Inspector, as well as technical representatives from Raytheon Aircraft Company, Pratt & Whitney Canada, and Hartzell Propeller Company, and no pre accident anomalies were noted with the airframe, flight controls, engines/accessories, or propellers. According to the FAA Inspector, and the technical representative from the airplane manufacturer, Raytheon Aircraft Company, the pilot was transferring fuel from the left fuel tank to the right fuel tank, and with the reduced amount of fuel in the left tank, as he performed left turns, the engine ceased operating. The Raytheon Aircraft Company representative stated that the Pilot Operating Handbook specifies the use of crossfeed for those times when the airplane is operating on a single engine.

Kronospan

D-ICBC was refuelled in Poznan to its maximum capacity of 2040 litres. An ATC flight plan was filed for an IFR flight. After the RENTA waypoint, VFR had actually been entered, but the crew had not filed the flight plan as a Y flight plan, as is prescribed for flights which begin under IFR rules and then end as a VFR flight. However, the flight plan was entered and transmitted as a Y flight plan by the competent unit in Brussels. Take-off time was scheduled for 14:20 UTC. Take-off actually took place at 14:35 UTC. No details are known about the history of the first part of the flight. The aircraft reached the border with Italian airspace in the planned air corridor M736 at flight level 250. The crew reported at 15:54:14 UTC to Padua ACC, sector LOW NORD on frequency 125.900 MHz: “..ua Buongiorno D-ICBC, Flight level 250, appro…approaching LIZUM Point” The air traffic controller instructed the crew to fly “LIZUM, LUSIL direct”. The crew confirmed “LIZUM .... direct DBC”. On enquiring, they received the information that they would be able to descend in about 10 miles. On the radar plot it can be seen that the aircraft did not fly as required direction LUSIL, but turned onto a heading of approximately 240° and was flying in the direction of Samedan. At 15:59:18 UTC, the clearance to flight level 170 was given; which is the lowest IFR flight level (minimum enroute altitude – MEA) in this area. At 16:02:03 UTC, the crew of D-ICBC was asked whether they were flying direct to Samedan. This was confirmed by them. They were then requested to report as soon as they wished to change from instrument flight rules to visual flight rules. At 16:05:16 UTC, the crew change from instrument flight rules to visual flight rules and were requested to contact Samedan Tower on frequency 135.325 MHz, which they did after a brief delay. The Samedan air traffic controller informed the crew that runway 21 was in use and that the QNH was 1012 hPa. He additionally requested them to report as soon as they flew into the valley. After leaving flight level 170, the aircraft turned slightly to the right onto a course of approximately 265° and maintained its continuous descent. At 16:11:25 UTC, the aircraft passed flight level 130 and began to turn slowly to the left. This turn brought the aircraft precisely onto the extended centre line of runway 21 in Samedan. The aircraft was last captured by the radar at 16:15:24. The last flight level indicated on the secondary radar was FL 101. A little later, the aircraft collided with the elevated terrain of the Sarsura glacier at an elevation of 9640 ft AMSL. Both pilots were killed immediately. The aircraft was destroyed.

Flight Inspection International

The twin engine aircraft departed Donaueschingen-Villingen Airport in the afternoon on a local calibration mission. After several circuits over the area at an altitude of 7,000 feet, both NDB and DME systems have been calibrated and the crew was returning to the airport at the end of the afternoon. While approaching runway 36 in marginal weather conditions, the crew failed to realize his altitude was insufficient when the aircraft struck trees and crashed in a wooded area located about 15 km from the airport. The aircraft was destroyed and all four occupants were killed. According to published procedures, the crew was supposed to continue the approach at a minimum altitude of 4,500 feet until 11 km from the runway threshold then descending to 2,650 feet. For unknown reasons, the crew started the descent prematurely, causing the aircraft to impact terrain.

AeroSmith Aviation

The twin turboprop airplane overran the runway, impacted two fences, and an occupied automobile after the airline transport pilot attempted to abort a takeoff. The pilot performed a rolling takeoff and was paying close attention to balancing the engine power and keeping runway centerline alignment. As the airplane accelerated, the pilot set the power above 80 percent and began an instrument scan. He then noted the airspeed indicator was reading zero with the needle resting on the peg. After a moment's hesitation, the pilot attempted to abort the takeoff by reducing the power levers to flight idle, and subsequently over the gate to ground fine. He reported to the FAA that he did not place the power controls into the reverse position. Air traffic controllers reported they observed the airplane with its nose wheel off of the ground approximately 3/4 of the way down the 4,602-foot long runway. The aircraft's left and right pitot/static systems were examined and tested after the accident, and no anomalies were noted. The pilot obtained verbal training on rejected/aborted takeoffs for the accident airplane. He obtained his type rating and 14 CFR 135 check-out in the accident airplane approximately 1 month prior to the accident. The pilot had accumulated a total of 10,867.5 hours of flight time, of which 34.7 hours were accumulated in the accident aircraft make and model. The pilot reported his total pilot-in-command flight time in the accident aircraft make and model as 20 hours, all of which were accumulated within the preceding 30 days of the accident. Examination of the airplane, the flight instruments and the pitot/static system found no explanation for the pilot reported lack of airspeed reading. The brakes were found to be fully functional. Review of the performance charts for the airplane disclosed that for the weight and ambient conditions of the takeoff, the airplane required 4,100 feet for an accelerate-stop distance; the runway was 4,602 feet long.

Procuraduría General de la República

The twin engine aircraft departed Hermosillo Airport at 0121LT on a flight to Ensenada, carrying one passenger and two pilots. On approach by night, the crew initiated a last turn to join the runway 11 approach path when the aircraft struck the slope of mountain and crashed about 14 km from the airport. The aircraft was destroyed and all three occupants were killed.

USA Healthcare Leasing

The airplane descended to 2,600 feet to the NDB, and initiated the approach upon crossing the NDB. As the airplane descended below 1,500 feet MSL, Huntsville lost radar contact. The next communication with the airplane was when the pilot radioed that he was initiating the missed approach. The published missed approach procedure is, 'Climbing lift turn to 2,700 direct CPP NDB and hold.' The airplane made a series of turns within the next one minute and 24 seconds. Additionally, the airplane's altitude varied but it never climbed above the altitude of 1,700 feet. The airplane wreckage was located approximately 3.5 miles north of the airport on a 345 degree heading on the opposite side of the outbound course to the NDB. Witnesses in the immediate area stated that they could hear the airplane flying low over their homes but could not see it due to the foggy conditions. A review of pilot records did not show the pilot having any fixed wing airplane experience.

Airlink Austria

En route from Salzburg to Krems, while cruising in IMC conditions, the crew cancelled the IFR flight plan and continued under VFR mode. Shortly later, the twin engine aircraft struck the slope of a mountain shrouded by clouds and crashed about 35 km northeast of Linz. All four occupants were killed.

Federal Aviation Administration - FAA

The airplane departed Winchester Regional Airport under VFR mode and was completing a routine point-to-point flight to Newport News/Williamsburg International Airport (PHF), Virginia after conducting a flight inspection of the ILS at Winchester Regional Airport. After takeoff, while flying at an altitude of 2,000 feet, the crew requested permission to climb but this was denied by ATC due to traffic. Awaiting an IFR clearance, the aircraft struck the slope of Mt Knob located about 30 miles southwest from Winchester Airport. All three occupants were killed.

National Remote Sensing Agency

The aircraft, belonging to National Remote Sensing Agency, Hyderabad, was operating a ferry flight from Ahmedabad to Bombay. There were four persons on board the aircraft including pilot-in-command. During approach to land at Bombay, contact with ATC was lost after the aircraft had reported its flight level 4,000 feet. The aircraft was found crashed on top of the hills at Taloja village located about 11 NM East of Bombay airports. All the four persons on board received fatal injuries. The aircraft was completely destroyed.

Private Dominican

The aircraft was stolen at Miami-Opa Locka Airport last December 1989 and used for illegal flights. It crashed in unknown circumstances while trying to land in a field located in Santo Domingo Suchitepéquez, Guatemala. Crew fate unknown.