Britten-Norman Islander

Air Flamenco

Upon landing on runway 13 at Culebra Airport, the twin engine airplane went out of control, veered off runway and came to rest near a taxiway with the right wing severely bent at root. There were no injuries among the occupants.

Island Airways - Michigan

On November 13, 2021, at 1349 eastern standard time, a Britten Norman BN-2A airplane, N866JA, was Substantially damaged when it was involved in an accident on Beaver Island, Michigan. The pilot and three passengers were fatally injured, and one passenger received serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 135 air taxi flight. The airplane departed the Charlevoix Municipal Airport (CVX), at 1332, with the pilot and 4 passengers on-board. After departing CVX, the airplane turned north and proceeded directly toward the Welke Airport (6Y8), on Beaver Island, Michigan. The enroute portion of the flight was conducted about 1500 ft. above mean sea level (msl), and the airplane remained at this altitude until the it was about 3 nautical miles (nm) from 6Y. At this point, the airplane began descending and was maneuvered toward a straight-in approach to runway 35 at 6Y8. The Automatic Dependent Surveillance-Broadcast (ADS-B) data ended about 0.24 nm south of the accident site. The airplane impacted the ground about 110 ft east of the extended centerline of runway 35, and 320 ft south of the runway threshold. The turf runway was 3.500 ft long and had a displaced threshold just beyond its intersection with paved runway 9/27. Impact signatures indicated that the airplane struck the ground in a left wing low, nose low attitude. The front of the fuselage was crushed upward and aft. All major components of the airplane were located at the accident scene. Flight control continuity was established from the cockpit controls to each respective control surface except for cuts made by first responders for occupant extraction. Engine control continuity was established from the cockpit to each engine except for cuts made by first responders for occupant extraction. The wing flaps were found in an extended position.

SVG Air - Saint Vincent %26 Grenadines Air

After landing on runway 28 at John A. Osborne Airport, Montserrat, the twin engine aircraft deviated to the left, veered off runway and came to rest against an embankment. All seven occupants were rescued, among them two were injured. The aircraft was severely damaged.

Archipiélagos Servicios Aéreos

36 seconds after takeoff from Puerto Montt-Marcel Marchant (La Paloma) Airport Runway 01, while in initial climb, the pilot contacted ATC and declared an emergency. He lost control of the airplane that crashed onto two houses located in a residential area, about 450 metres from the runway end. The houses and the aircraft were destroyed by a post crash fire and all six occupants were killed. Two people in the house were injured.

Par-Avion

On 8 December 2018, the pilot of a Pilatus Britten-Norman BN2A-20 Islander, registered VH-OBL and operated by Airlines of Tasmania, was conducting a positioning flight under the visual flight rules from Cambridge Airport to the Bathurst Harbour aeroplane landing area (ALA), Tasmania. The aircraft departed Cambridge at about 0748 Eastern Daylight-saving Time and was scheduled to arrive at Bathurst Harbour about 0830 to pick up five passengers for the return flight. The passengers were part of a conservation project that flew to south-west Tasmania regularly, and it was the pilot’s only flight for that day. Automatic dependent surveillance broadcast (ADS-B) position and altitude data (refer to the section titled Recorded information) showed the aircraft tracked to the south-west towards Bathurst Harbour (Figure 1). At about 0816, the aircraft approached a gap in the Arthur Range known as ‘the portals’. The portals are a saddle (lowest area) between the Eastern and Western Arthur Range, and was an optional route that Airlines of Tasmania used between Cambridge and Bathurst Harbour when the cloud base prevented flight over the mountain range. After passing through the portals, the aircraft proceeded to conduct a number of turns below the height of the surrounding highest terrain. The final data point recorded was at about At about 0829, the Australian Maritime Safety Authority received advice that an emergency locator transmitter allocated to VH-OBL had activated. They subsequently advised the Tasmanian Police and the aircraft operator of the activation, and initiated search and rescue efforts. The rescue efforts included two helicopters and a Challenger 604 search and rescue jet aircraft. The Challenger arrived over the emergency locator transmitter signal location at around 0925, however, due to cloud cover the crew were unable to visually identify the precise location of VH-OBL. A police rescue helicopter arrived at the search area at about 1030. The pilot of that helicopter reported observing cloud covering the eastern side of the Western Arthur Range, and described a wall of cloud with its base sitting on the bottom of the west portal. Multiple attempts were made throughout the day to locate the accident site, however, due to low-level cloud, and fluctuating weather conditions, the search and rescue operation was unable to confirm visual location of the aircraft until about 1900. The aircraft wreckage was found in mountainous terrain of the Western Arthur Range in the Southwest National Park (Figure 2) . The search and rescue crew assessed that the accident was unlikely to have been survivable. The helicopter crew considered winching personnel to the site, however, due to a number of risks, including potential for cloud reforming, the time of day and lighting, and other hazards associated with the mountainous location, the helicopter departed the area. The aircraft wreckage was accessed the following day, when it was confirmed that the pilot was fatally injured.

North Coast Aviation - PNG

On 23 December 2017, at 00:10 UTC (10:10 local), a Britten Norman BN-2A Islander aircraft, registered P2-ISM (ISM), owned and operated by North Coast Aviation, impacted a ridge, at about 9,500 ft (6°11'29"S, 146°46'11"E) that runs down towards the Sapmanga Valley from the Sarawaget Ranges, Morobe Province. The pilot elected to track across the Sarawaget ranges (See figure 1), from Derim Airstrip to Nadzab Airport, Morobe Province, not above 10,000 ft. The track flown from Derim was to the northwest 6.5 nm (12 km) to a point 0.8 nm (1.5 km) westsouthwest of Yalumet Airstrip where the aircraft turned southwest to track to the Saidor Gap. GPS recorded track data immediately prior to the last GPS fix showed that the aircraft was on a shallow descent towards the ridge. The aircraft impacted the ridge about 150 m beyond the last fix. There were no reports of a transmission of an ELT distress signal. During the search for the aircraft, what appeared to be the right aileron was found hanging from a tree near the top of the heavily-timbered, densely-vegetated ridge. The remainder of the wreckage was found about 130 m from the aileron along the projected track. The aircraft impacted the ground in a steep nose-down, right wing-low attitude. The majority of the aircraft wreckage was contained at the ground impact point. The aircraft was destroyed by impact forces. The pilot, the sole occupant, who initially survived, was reported deceased by the rescue team on 27 December 2017 at 22:10. The pilot had made contact with one of the operator’s pilots at 16:15 on 23 December. The pilot’s time of death, recorded on the Death Certificate, was 10:40 am local on 24 December. Rescuers felled trees on the steep heavily timbered, densely vegetated slope about 20 metres from the wreckage and constructed a helipad.

Roraima Airways

The twin engine airplane departed Ekereku on a cargo flight to Eteringbang, carrying fuel drums for local miners. On final approach to Eteringbang Airfield Runway 03, the aircraft was very low and the pilot initiated a right turn when control was lost. The aircraft crashed in a dense wooded area some 200 metres from the runway. The aircraft was destroyed and the pilot, sole on board, was killed. The pilot Collin Martin was the Chief Pilot of Roraima Airways since 2015.

ETA Air Charter

The twin engine aircraft was performing a charter flight from Beira to Harare with an intermediate stop in Mutare on behalf of the Mozambican company Cornelder. Ten minutes before its ETA in Mutare Airport, while descending to the altitude of 5,200 feet, the crew encountered marginal weather conditions when the aircraft hit obstacles and crashed on the slope of a mountain located in the Vumba Botanical Reserve. The wreckage was found 23 km southeast from the airport. It appears that a passenger survived but later died from his injuries. Among the passengers were Adelino Mesquita, brother of the Minister of Transport and Communications of the Republic of Mozambique.

Sunbird Aviation

On the afternoon of 13 April 2016, a Pilatus Britten Norman Turbine Islander (BN-2T) aircraft, registered P2-SBC, operated by Sunbird Aviation Ltd, departed from Tekin, West Sepik Province for Kiunga, Western Province, as a charter flight under the visual flight rules. On board were the pilot-in-command (PIC) and 11 passengers (eight adults and three children). The aircraft was also carrying vegetables. The pilot reported departing Oksapmin at 13:56. The pilot had flight planned, Kiunga to Oksapmin to Kiunga. However, the evidence revealed that without advising Air Traffic Services, the pilot flew from Oksapmin to Tekin. On departure from Tekin the pilot transmitted departure details to ATS, stating departure from Oksapmin. The recorded High Frequency radio transmissions were significantly affected by static and hash. The weather at Kiunga was reported to be fine. As the aircraft entered the Kiunga circuit area, the pilot cancelled SARWATCH with Air Traffic Services (ATS). The pilot did not report an emergency to indicate a safety concern. Witnesses reported that during its final approach, the aircraft suddenly pitched up almost to the vertical, the right wing dropped, and the aircraft rolled inverted and rapidly “fell to the ground”. It impacted the terrain about 1,200 metres west of the threshold of runway 07. The impact was vertical, with almost no forward motion. The aircraft was destroyed, and all occupants were fatally injured.

Xcel Aviation

The aircraft was completing a geophysical mission on behalf of Xcalibur Airborne Geophysics, with two pilots on board. En route, the crew encountered an unexpected situation and attempted an emergency landing. The aircraft crash landed in a rocky terrain, lost its undercarriage and came to rest. Both occupants escaped uninjured and the aircraft was damaged beyond repair.

Chapi Air Travel

For unknown reasons, the aircraft landed hard on runway 07 at Los Roques Airport. Upon impact, the right main gear collapsed and punctured the right wing. Out of control, the twin engine aircraft cartwheeled and came to rest near the runway shoulder. All 10 occupants escaped uninjured and the aircraft was damaged beyond repair.

Air Services - Guyana

The crew (a pilot and a load master) was performing a regular cargo service to Karisparu and departed Mahdia Airport at 1142LT. The duration of the flight should be less than 20 minutes as the aircraft was scheduled to arrive at Karisparu Airfield at 1200LT. Less than three minutes after departure, the radio contact was lost with the pilot. SAR operations were initiated but after four days, no trace of the aircraft nor the crew was found. The Director General of the Guyana Civil Aviation Authority (GCAA), Zulfikar Mohamed, said that the crucial 72-hour window period since the aircraft vanished in the thick jungle in Region Eight expired on Tuesday December 30. On January 4, 2015, all SAR operations were suspended as no trace of the aircraft was found.

International Trans Air Business

The crew departed Lanseria on a positioning flight to Lubumbashi where the aircraft was based. En route, the crew encountered engine problems and elected to make an emergency landing on the Lusaka - Chirundu Road. Eventually, the twin engine aircraft crashed in a cliff. Both occupants were injured and the aircraft was destroyed.

Domestic Airways

The Authority said the aircraft left the Ogle International Airport earlier in the day and made stops at Omai and Mahdia before heading at Monkey Mountain Airfield with several goods on board. On approach to Monkey Mountain, the plane circled the airstrip several times before landing. Shortly after setting down, it was claimed the aircraft veered off the runway, hit few obstacles and came to rest. While both occupants were uninjured, the aircraft was damaged beyond repair. It appears that weather was poor at the time of the accident with rain and winds and low clouds.

Scoala Superioara de Aviatie Civila

The twin engine aircraft departed Bucharest-Baneasa Airport on an ambulance flight to Oradea, carrying a medical team, one patient and two pilots. Doctors should go to Oradea to obtain transplant organs from a patient who just passed away. While cruising at an altitude of 6,300 feet vertical to the Apuseni Mountain Range, the crew encountered marginal weather conditions with icing conditions but continued when both engines lost power and failed. The crew attempted an emergency landing when the aircraft collided with trees and crashed in a snowy and wooded hillside at an altitude of 1,400 metres. A pilot and a passenger were killed while five other occupants were injured. The aircraft was destroyed.

Heringer Taxi Aéreo

Shortly after takeoff from The Pikany Indian Reserve Airfield, while in initial climb, the twin engine aircraft lost height, collided with trees and crashed in a wooded area located on km from the airstrip. The aircraft was destroyed and all five occupants were killed, among them Indian Kayapo who were flying to Novo Progresso to have urgent care.

Air Flamenco

The commercial, instrument-rated pilot of the multiengine airplane was conducting a newspaper delivery flight in night visual meteorological conditions. After two uneventful legs, the pilot departed on the third leg without incident. Radar data indicated that, after takeoff, the airplane flew over open water at an altitude of about 100 to 200 ft toward the destination airport and then climbed to 2,400 ft. Shortly thereafter, the pilot performed a 360-degree left turn, followed by a 360-degree right turn while the airplane maintained an altitude of about 2,400 ft, before continuing toward the destination airport. Less than 2 minutes later, the airplane began a rapid descending left turn and then collided with water. The wreckage was subsequently located on the sea floor near the airplane's last radar target. Both wings, the cabin, cockpit, and nose section were destroyed by impact forces. The wreckage was not recovered, which precluded its examination for preimpact malfunctions. The airplane had been operated for about 25 hours since its most recent inspection, which was performed about 3 weeks before the accident. The pilot had accumulated about 1,650 hours of total flight experience, which included about 1,100 hours in the accident airplane make and model. Although the pilot conducted most of his flights during the day, he regularly operated flights in night conditions. The pilot's autopsy did not identify any findings of natural disease significant enough to have contributed to the accident. In addition, although toxicological testing detected ethanol in the pilot's cavity blood, it likely resulted from postmortem production.

Government of the State of Chihuahua

The twin engine aircraft departed Chihuahua-General Fierro Villalobos Airport at 1352LT on a flight to Zacatecas, carrying four passengers and one pilot. It continued to the south at an altitude of 11,500 feet and a speed of 120 knots. The flight was uneventful until the pilot started the descent to Zacatecas-General Leobardo C. Ruiz. when the left engine lost power then failed shortly later. The pilot reduced his altitude and attempted an emergency landing when the aircraft crash landed in an open field located near Purisima del Maguey, some 25 km northwest of Zacatecas Airport. All five occupants evacuated safely and the aircraft was damaged beyond repair.

My Flight Corp.

Few minutes after he departed Isla del Rey Airport, while overflying the bay of Panama City, the pilot informed ATC about engine problems. Unable to reach Panama City-Marcos A. Gelabert Airport, the pilot reduced his altitude and elected to make an emergency landing on the Perico Island, some 10 km south of Panama City Airport. After touchdown, the aircraft rolled for few dozen metres before coming to rest against a container. All eight occupants escaped uninjured while the aircraft was damaged beyond repair.

Fly My Sky

On approach to runway 18 at Okiwi, New Zealand, the aircraft encountered windshear on short final as the pilot reduced power to land. The pilot was unable to arrest the descent rate and the aircraft landed heavily. Damage was caused to both landing gear oleos and one brake unit, with rippling found on the upper and lower skin of each wing. One passenger sustained a back injury, which was later identified as a fractured vertebra. The pilot was aware of fluctuating wind conditions at Okiwi and had increased the approach speed to 70 knots as per company standard operating procedures. The pilot reported that despite this, the airspeed reduced rapidly and significantly at 10 to 15 feet agl, leaving little time to react to the situation.

Transaero 5074

The twin engine aircraft departed Los Roques Island Airport Runway 07 at 1132LT on a charter flight to Caracas, carrying four passengers and two pilots. During initial climb, the crew was cleared to climb to 6,500 feet. Seven minutes later, the crew informed ATC he was climbing to 5,000 feet and reported his position some 10 NM from Gran Roque VOR. While cruising at 5,400 feet at a speed of 120 knots, the aircraft entered an uncontrolled descent and crashed in the sea. SAR operations did not find any trace of the aircraft nor the six occupants and all operations were abandoned after one week. The Italian couturier Vittorio Missoni was among the passenger. In June 2013, some debris were localized at a depth of 75 meters and five bodies were found on 17OCT2013. Eventually, the wreckage was recovered on 25NOV2013.

Government of the State of Nayarit

The twin engine aircraft was engaged in an ambulance flight from La Yesca to the Zapopan Air Base, carrying two soldiers who were injured in a car crash, and one pilot. During the takeoff roll, the airplane encountered strong crosswinds and went out of control. It veered off runway to the right and came to rest in a wooded area. All three occupants were rescued while the aircraft was damaged beyond repair.

Fly Montserrat

The aircraft was operating a VFR scheduled commercial air transport flight from VC Bird International Airport, Antigua (TAPA), to John A Osborne Airport, Montserrat (TRPG). The accident occurred during the aircraft’s fourth sector of the day. Prior to the accident flight, another pilot had flown two sectors in it, from John A Osborne to VC Bird and return, before going off duty. The accident pilot reported for duty at 1130 hrs, completed pre-flight preparations, and operated the aircraft to VC Bird. After the aircraft’s arrival at VC Bird, the airport closed to VFR traffic because of cumulonimbus activity and heavy rain. The airport re-opened for VFR operations shortly before the aircraft’s departure. A cumulonimbus cloud was present on the approach to Runway 07, and although the surface wind was westerly, Runway 07 was in use for departures. On board the aircraft were the pilot, three passengers, and bags weighing 150 lb. The fuel load on departure was 65 USG of AVGAS. The takeoff mass was shown on the load sheet as 5,540 lb, which was below the structural maximum takeoff weight of 6,600 lb; the performance-regulated takeoff weight at the ambient temperature of 24 °C was greater than the structural limit. The passengers and pilot travelled in a bus from the airport terminal to the aircraft. The passengers boarded the aircraft, and the baggage was loaded into the compartment behind the rear-most seats. The pilot then boarded the aircraft. The pilot was not observed to carry out a drain of the fuel system’s water traps (the operations manual did not stipulate that a drain check should be carried out). The pilot called the VC Bird Ground Movement Control (GMC) controller for permission to start engines, and was instructed to wait while the controller contacted Montserrat ATC to enquire about the weather there. The pilot then asked for surface wind information for VC Bird and was informed it was from 240° at 10 kts. The controller gave permission for start and passed the Montserrat weather, which was suitable for the operation. The pilot was instructed to taxi to holding position Bravo. The pilot contacted the Tower controller and was instructed to enter, backtrack, and line up on Runway 07. The controller described the weather observed from the Tower to the pilot, and the pilot requested a left-hand turn-out after departure. The surface wind was transmitted as from 270° at 10 kts and the aircraft was cleared for takeoff. The aircraft entered the runway at Bravo but did not backtrack. No power checks were carried out (other evidence indicated that power checks were routinely not carried out other than on each pilot’s first flight of the day). The aircraft took off, and the early part of the climb appeared normal. Analysis of the eye witness reports, and consideration of their locations and fields of view, led to a deduction that this normal climb continued to a height of between 200 and 300 ft above the ground. The aircraft then appeared to ‘sink’, losing a small amount of height without yawing or rolling, before yawing to the right, then rolling to the right, and pitching nose down into an incipient spin to the right. The surviving passenger recalled that the stall warning sounded, and its accompanying red light (which was mounted on the right-hand side of the instrument panel and in his line of sight) illuminated throughout this period and until impact. Witnesses described that the (incipient) spin continued until the aircraft struck the ground. ATC staff in the visual control room activated the airport’s crash alarm. The rescue and fire-fighting service (RFFS) responded promptly from their station; the crew of one RFFS vehicle, working on the airport, observed the accident and responded directly to it. The pilot and one passenger were fatally injured on impact. Another passenger succumbed to her injuries before she could be extricated from the wreckage, and the third passenger, who had sustained serious injuries, was taken to hospital.

Dapeng Airlines

On August 30, 2012, a RAC’s BN-2B-26 aircraft, registration number B-68801, contracted by Real World Engineering Consultants Inc. (Real World) to perform an aerial photogrammetry mission with a captain, a first officer and an aerial photographer on board. The flight plan was to take off from Songshan Airport, requested for instrument departure and visual flight rules to conduct aerial photogrammetry mission in Hualien and Taitung area, the aircraft planned to land at Taitung Airport after the mission accomplished. The aircraft took off at 0726, approximately 18 minutes after took off, the flight crew changed flight mode from instrument flight rules to visual flight rules. At 0827, the aircraft entered Hualien County Fenglin, Guangfu, Wanrong aerial photograph area, maintain 8,300 feet to 8,500 feet altitude and continued climbing to Jhuosi, Hualien County photo area at 0919. From 0837 to 0843, Taipei Approach informed the flight crew ‘Radar can’t cover you…..make sure maintain visual flight’. There were about 7 times communication blockage between the aircraft and Taipei Approach during 0755 to 0913 period. The Kaohsiung Approach Control contacted the aircraft at 0913:39 and lost contact with the aircraft at 0914:20 after the last communication. At 0920:55, the aircraft was at 260 degrees, 31.5 km mountain area from Yuli, Taitung and began to turn right heading 280 degrees. The last recorded Light Detection and Ranging (LIDAR) device data was 262 degrees, 35.9 km west of Yuli's mountain area with coordinates of 23 ° 20 '25.01 " latitude and 121 ° 01' 50.03" longitude. At the time of the last recording, the aircraft was at 9,572 feet with about 69 knots ground speed, 250 degrees heading, the climb rate was 874 ft / min and the pitch was 23.5 degrees. At 0940, Taipei Mission Control Center (MCC) received ELT (Emergency Locator Transmitter) signals, about the same time, Japan Coast Guard informed Rescue Command Center, Executive Yuan (RCC) of the same ELT signals. After verification with Civil Aeronautics Administration, Ministry of Transportation and Communications (CAA), RCC confirmed that the aircraft had lost contact. At 0955 on September 1, 2012, the search and rescue aircraft discovered the aircraft crashed at altitude about 9,568 feet of the original forest, about 20 kilometers southwest of Jhuosi, Hualien County. Three crew members on board were killed, and the aircraft was destroyed.

Nepalese Army

The single engine aircraft was performing an ambulance flight from Nepalgunj to the capital city Kathmandu with a patient, one accompanist, two doctors, a nurse and a pilot on board. It crashed in unknown circumstances in a hilly and wooded terrain near Dhorpatan, killing all six occupants.

Trans Guyana Airways

Following an uneventful flight, the pilot started the descent to Port Kaituma in poor weather conditions (heavy rain falls). After touchdown on a wet runway, the twin engine aircraft skidded, veered off runway, hit a pole with its left wing and lost its nose gear before coming to rest. While all four occupants escaped with minor injuries, the aircraft was damaged beyond repair.

Royal Moroccan Police

The twin engine aircraft departed Tangier on a flight to Ouarzazate, carrying three Police Officers and two pilots on behalf of the Royal Moroccan Police (Gendarmerie Royale Marocaine). While cruising by night between Demnate and Ouarzazate, the aircraft struck a mountain slope and crashed. The wreckage was found two days later in an isolated area. The aircraft was totally destroyed and all five occupants were killed. For unknown reasons, the crew was flying at an insufficient altitude.

Servant Air

The airline transport pilot was taking off on a passenger flight under Title 14, CFR Part 135, when the accident occurred. He reported that during takeoff the wind was reported from 290-300 degrees, at 15 knots, gusting to 27 knots. He chose to make an intersection takeoff on runway 25 at its intersection with runway 29, rather than use the full length of runway 29. He said his airspeed did not develop as quickly as he had anticipated, and that with his airspeed lagging and poor climb performance, he realized the airplane was not going to clear the ridge at the end of the runway. He said he initiated a right descending turn to maintain his airspeed, but impacted trees alongside the runway. He reported that the airplane sustained substantial damage to the wings and fuselage when it impacted trees. He said there were no mechanical problems with the airplane prior to the accident.

Divi Divi Air

On 22 October the pilot concerned got up at 05.00 and drove towards the airport at about 05.30. After preparing the aircraft, with registration PJ-SUN, he piloted two return flights from Curaçao International Airport (hereinafter to be referred to as Hato airport) to Bonaire International Airport (hereinafter to be referred to as Flamingo airport). No problems occurred during these four flights. The departure for the next flight, “DVR014”, was planned at 09.30. The nine passengers booked for this flight, who had already had their luggage weighed, had to wait before they could board because the pilot had ordered the aircraft to be refuelled prior to this flight. The refuelling invoice of flight DVR014 specifies that fuel was taken up between 09.28 and 09.38. The luggage of these passengers and some additional cargo consisting of a few boxes had already been loaded on to the aircraft. The passengers were welcomed by the pilot when they boarded. The pilot informed them they should keep their waist belts fastened during the flight and that the safety cards were located in the seat pockets. From the passenger statements it can be deduced that these instructions were not heard by all of the passengers. The pilot and the passenger seated next to him fastened their waist and shoulder belts. Approximately ten minutes after the estimated time of departure, after having received the required approval from the Hato Tower air traffic control tower (hereinafter to be referred to as Hato Tower) via the on-board radio the engines were started without any problems. The flight manual engine ground checks were not extensively performed because these are part of the first flight of the day engine checks in accordance with the General Operating Manual. Around 09.47 the PJ-SUN took off for a flight with visual flight rules (VFR) to Bonaire. After take-off the aircraft climbed to flight level 035 (FL035). Some of the passengers had flown for some years, several times in a week with Divi Divi Air. From the passenger statements it can be deduced that the pilot brought the aircraft into level flight at FL035 and reduced the power from climb power to cruise power. The passenger next to the pilot stated that engine power ceased the moment that the pilot was adjusting (one of) the levers on the throttle quadrant. Some passengers reported they felt a jolt that moment. Some passengers reported the engine sputtered shortly before it ceased. No sound from which a mechanical problem was heard and no smoke was detected. Passengers stated that the pilot increased the left engine power, feathered the right propeller and trimmed away the forces to the rudder pedals due to the failure of the right engine. They also reported that the pilot attempted to restart the right engine two or three times but to no avail. Around 09.52 the pilot reported to the Hato Tower controller: Divi 014 requesting to switch to Flamingo, priority landing with Flamingo, have lost one of the engines. The controller acknowledged this message. The pilot continued the flight to Bonaire flying with the left engine running and contacted Flamingo Tower air traffic control (hereinafter to be referred to as Flamingo Tower) at 09.57 and reported: 014, Islander inbound from Curaçao, showing, I got one engine out, so we are landing with one engine, no emergency at this stage, I’m maintaining altitude at, 3000 feet, we request priority to landing runway 10, currently 24 miles out, estimating at, 18. The Flamingo Tower controller authorized the approach to runway 10. The air traffic controller requested the pilot to report when he left 3000 feet altitude, which he immediately did. The radar data shows that the PJ-SUN descended approximately 140 feet per minute on average from the moment the engine failed up to the emergency landing. According to the statements of a few of the passengers, the aircraft pitch attitude increased during the descent of the aircraft and it was higher than usual. The indicated airspeed on the airspeed indicator was lower than when flying with two working engines. The pilot did not inform the passengers regarding the failure of the right engine or his intentions. A few passengers were concerned and started to put on the life jackets having retrieved them from under their seats. The passenger next to the pilot could not find his life jacket, while others had some trouble opening the plastic bags of the life jackets. They also agreed on a course of action for leaving the aircraft in case of an emergency landing in the water. At 10.08 the pilot informed the Flamingo Tower that he was approaching and was ten nautical miles away, flying at 1000 feet and expected to land in ten minutes. At 10.12 the pilot reported the distance to be eight nautical miles and that he was having trouble with the altitude which was 600 feet at that moment. The traffic controller authorized the landing. At 10.14 the pilot reported to be six nautical miles away and flying at an altitude of 300 feet. During the last radio contact at 10.15 the pilot indicated to be at five nautical miles distance flying at 200 feet and that he was still losing altitude. The pilot was going to perform an emergency landing near Klein Bonaire. The aircraft subsequently turned a little to the left towards Klein Bonaire. According to a few passengers, the pilot turned around towards them and indicated with hand signals that the aircraft was about to land and he gave a thumbs-up signal to ask whether everyone was ready for the approaching emergency landing. There were life jackets for all people on-board. The pilot, the passenger seated next to him and two passengers seated in the back row did not have their life jackets on. The passengers in rows two through to four had put on their life jackets. One passenger had put on his life jacket back to front. According to the statements of the passengers, the stall warning (loud tone) was activated on and off during this last part of the flight. A short time before the emergency landing until the moment of impact with the water the stall warning was continuously audible. From the statements of the passengers it follows the all cabin doors were closed throughout the descent and the landing. The passenger’ statements differ in describing the last part of the flight until the impact of the aircraft with the water surface. One passenger stated that the aircraft fell down from a low height and impacted the water with a blow. Other passengers mentioned a high or low aircraft pitch attitude during impact. Most of the passengers stated that during impact the left wing was slightly down. The aircraft hit the water at 10.17 at a distance of approximately 0.7 nautical miles from Klein Bonaire and 3.5 nautical miles west of Bonaire. The left front door broke off from the cabin and other parts of the aircraft on impact. The aircraft was lying horizontally in the water. The height of the waves was estimated 0.5 meter by one of the passengers. The cabin soon filled with water because the left front door had broken off and the windscreen had shattered. The passenger behind the pilot was trapped, but was able to free herself from this position. All nine passengers were able to leave the aircraft without assistance using the left front door opening and the emergency exits. A few passengers sat for a short time on the wings before the aircraft sank. The passengers formed a circle in the water. The passengers who were not wearing life jackets kept afloat by holding onto the other passengers. One passenger reported that the pilot hit his head on the vertical door/window frame in the cockpit or the instrument panel at impact causing him to lose consciousness and may even have been wounded. The attempts of one or two passengers to free the pilot from his seat were unsuccessful. A few minutes after the accident, the aircraft sank with the pilot still on-board. Approximately five minutes after the emergency landing, two boats with recreational divers who were nearby arrived on the scene. Divers from the first boat tried to localise the sunken aircraft based on indications from the passengers. The people on the other boat took nine passengers out of the water and set course to Kralendijk where they arrived at approximately 10.37. The police and other emergency services personnel were awaiting the passengers on the quay. Six passengers were transported to the hospital where they were discharged after an examination. The other three went their own way.

Islas Aviation Services

The twin engine airplane departed Los Roques on a charter flight to Caracas with nine passengers and one pilot on board. While approaching Caracas-Maiquetía-Simón Bolívar Airport, at a distance of about 13 km, the pilot was cleared to descend to 1,500 feet where he completed two circuits. After being cleared to descend to 1,000 feet, he flew two other circuits as he was n°7 on approach. While descending at an altitude of 600 feet, both engines failed simultaneously. The pilot ditched the aircraft some 4 km off the airport. All 10 occupants were rescued, among them three were injured. The aircraft was damaged beyond repair.

Strait Air

The pilot was tasked with a medical evacuation flight to take a patient from Port Hope Simpson to St. Anthony, Newfoundland and Labrador. The aircraft departed the company’s base of operations at Forteau, Newfoundland and Labrador, at approximately 0620 Newfoundland and Labrador daylight time. At approximately 0650, he made radio contact with the airfield attendant at the Port Hope Simpson Airport, advising that he was four nautical miles from the airport for landing. The weather in Port Hope Simpson was reported to be foggy. There were no further transmissions from the aircraft. Although the aircraft could not be seen, it could be heard west of the field. An application of power was heard, followed shortly thereafter by the sound of an impact. Once the fog cleared about 30 minutes later, smoke was visible in the hills approximately four nautical miles to the west of the Port Hope Simpson Airport. A ground search team was dispatched from Port Hope Simpson and the wreckage was found at approximately 1100. The sole occupant of the aircraft was fatally injured. The aircraft was destroyed by impact forces and a severe post-crash fire. There was no emergency locator transmitter signal.

Chemtrad Aviation

The twin engine aircraft departed Tuguegarao Airport at 0855LT on a charter flight to Maconacon, carrying five passengers and two pilots. Weather conditions at departure were considered as good. As the airplane failed to arrive at destination, SAR operations were initiated. The wreckage was found 13 days later in a wooded and hilly terrain located about 30 km southeast of Tuguegarao. The aircraft was destroyed and all 7 occupants were killed. It is believed that weather conditions deteriorated en route and that the mountain was shrouded in clouds.

Glen Lena

The purpose of the flight was to spend a week in Mozambique during the school holidays following the 3rd term. The regular pilot of the aircraft was unable to undertake the journey due to an injured leg, so a replacement pilot was trained over a three-day period to fly two families to Mozambique. The pilot, together with four adults accompanied by four children, departed New Tempe aerodrome (FATP) on the 27th of September 2008. The first leg of the journey would see the aircraft fly from New Tempe aerodrome (FATP) to Kruger Mpumalanga International Airport (FAKN). After a brief stop at Kruger Mpumalanga International Airport (FAKN) for customs formalities, the aircraft then proceeded to Inhambane (FQIN) in Mozambique. On the 5th of October 2008, the aircraft was refuelled with 200 litres of fuel at Inhambane (FQIN) in Mozambique for the return leg of the journey. The return leg of the journey would see the aircraft fly from Inhambane (FQIN) in Mozambique to Kruger Mpumalanga International Airport (FAKN) for customs formalities and refuelling. 326 litres of fuel was uplifted at Kruger Mpumalanga International Airport (FAKN). The pilot filed a visual flight rules (VFR) flight plan with the ATC at Kruger Mpumalanga International Airport (FAKN) for the flight to New Tempe aerodrome (FATP) on the day of the accident. The aircraft departed Kruger Mpumalanga International Airport (FAKN) at 1317Z for the final leg of the flight to New Tempe aerodrome (FATP). Approximately 20 minutes after take-off from FAKN, a witness observed the aircraft flying at an altitude of approximately 1,000 feet AGL with the wings level in a southerly direction, overhead the farm, in the direction of the mountains. The witness noted that the aircraft was flying much lower than aircraft would normally fly when they flew over the farm. Thick mist covered approximately one third (1/3) of the top of the mountain at the time. The witness then lost sight of the aircraft and approximately two minutes later he heard an explosion. The witness immediately notified the Kruger Mpumalanga Airport authorities that an aircraft may have been involved in an accident. A search and rescue operation was initiated after the appropriate authorities had been informed. The search and rescue operation that consisted of air and ground searches were hampered by adverse weather conditions in the area from where the witness had heard the explosion emanating. The wreckage was located the following day during the air search operation, approximately 170 feet below the mountain top, where the aircraft had impacted with terrain. The aircraft had ploughed through a pine tree plantation, and was destroyed in the impact sequence and by the post-impact fire that had erupted. All the occupants on board the aircraft were fatally injured in the accident.

Caribair

The twin engine aircraft was completing a touristic flight from Punta Cana to Santiago de los Caballeros and back. During the return flight to Punta Cana, the pilot elected to make a fuel stop at La Romana because he failed to refuel at Santiago de los Caballeros and was aware that the left tank fuel gage was inoperative. En route, the left engine failed. The pilot elected to restart it but without success. He decided to attempt an emergency landing in a sugarcane field located in El Prado. Upon landing, the aircraft lost its undercarriage and slid for few dozen metres before coming to rest. All nine occupants escaped uninjured while the aircraft was damaged beyond repair.

Air Montserrat

The commander intended to fly the BN-2 Islander aircraft from Anguilla Wallblake International Airport (AXA) to the neighbouring island of St Maarten (SXM) to await cargo inbound on another flight. The cabin of the aircraft was configured for cargo operations with no passenger seats fitted, as the only other planned occupant was the operator’s Chief Engineer, who would be sitting beside the commander in the right hand seat. However, the commander asked the operator if he could take a family member with him to SXM. The operator agreed and an extra seat was fitted. Witnesses stated that the commander appeared "rushed" prior to departure. The commander stated that he partially carried out the normal pre-flight inspection. He then started the engines. Before taxiing he realised that the nose landing gear chocks were still in place so he shut down the left hand engine, removed and stowed the chocks and then restarted the left engine. The aircraft took off from runway 10 at 14:15 hrs. At between 100 ft and 150 ft the commander initiated a left turn but after some initial movement the ailerons jammed. When he discovered that he was unable to straighten the ailerons he attempted to return to land on runway 10. The other flight controls did not appear to be restricted. With the ailerons jammed, the aircraft continued to turn to the left, losing altitude as it flew over a settlement to the north of the aerodrome, until pointed directly at the Air Traffic Control tower, causing the Air Traffic Control Officer (ATCO) to abandon the tower. The commander judged that the aircraft was too fast and high to attempt a landing and therefore initiated a go-around, applying full power. He continued the left turn, losing height and speed to position the aircraft for another approach but, as the aircraft descended over the northern edge of the runway, its left wing struck the perimeter fence. On impact the aircraft spun about its vertical axis with its wings level and continued sliding sideways on its right side for approximately 80 ft before coming to rest facing north-west.

Servicio Aéreo Nacional

The crew was completing a flight to Bahia Piña Airport on behalf of the Ministry of Social Development to pickup a woman and her child. Approaching the destination, the crew encountered engine problems when the aircraft crashed near Punta Caracoles. Both pilots were injured and the aircraft was destroyed.

Auxiliar de Actividades Aérea

The Britten Norman “Islander” aircraft, registration G-CHES, had flown on the morning of 17 October 2007 over various points of the Sierra Morena and the north part of the province of Seville. Its mission had been to scout the various flight fields which would be available to the aircraft in future operations. The purpose of that day’s flight was to land at a temporary runway in the town of Guadalcanal, in the province of Seville on the border with the province of Badajoz. This runway, used by airplanes on agricultural flights, is some five kilometers SW of the town. The pilot, however, mistakenly landed at another temporary field, with the same bearing and approximately halfway between the town and the other runway on Guadalcanal. The runway on which it landed, called Los Tomillares (after the name of the ranch on which it is located), is considerably shorter. The distance available was sufficient for the airplane’s sole pilot to land normally. In order to be able to depart from that strip, which measured only 400 m in length, the pilot telephoned for help and guidance in order to make the short four-kilometer flight from that strip to the runway in Guadalcanal, his original destination. In response to his call for help, a pilot with experience on that type of airplane reported to the strip early in the afternoon and joined the pilot as a crew advisor on the aircraft in order to aid the pilot in command. Two other persons on the ground provided assistance loading fuel in the main tanks. The gasoline was taken to the aerodrome in 50-liter plastic drums, which were placed inside the aircraft once emptied, since they were operating between runways in which there was no refueling service. A total of 250 liters of AV100LL fuel was deposited in the main tanks. Both pilots walked the length of the field at Los Tomillares to check its condition and dimensions. They determined its length by counting their steps. They also determined its gradient. Although the surface was made of uncompacted dirt, they calculated that it was sufficient for takeoff, which they decided to do toward the southeast to take advantage of the favorable negative slope. Specifically, they planned to depart on a SE heading, turn 90° right, and continue flying south until they were lined up with the Guadalcanal runway. They planned to land on a NW course. They postponed the operation until late in the afternoon, before sunset, so as to avoid glare from the setting sun while landing at Guadalcanal. According to eyewitness accounts, the pilot in command did the pre-flight check and dismissed the ground assistants, who left before the airplane took off. A few minutes later, at 19:30, half an hour prior to sunset, the aircraft headed for the runway threshold. Shortly thereafter it started its takeoff, gaining speed and becoming airborne prior to reaching the opposite threshold. The right engine then started to fail partially, causing the airplane to yaw hard to the right. The pilot in command, seated to the left, was flying the airplane. According to the statement of the accompanying pilot, who was seated in the RH seat, when the engine failed, the pilot asked him to take the flight controls while he attempted to restore power to the right engine. After lowering the nose, they started to descend slightly, managing to correct the right yaw by applying left rudder. They had practically managed to regain directional control of the aircraft when the right engine started to run at full power once more, propelling the aircraft, which caused it to veer left, toward higher ground. They were unable to avoid the impact. The aircraft’s left wingtip impacted first, hitting some bushes on the hillside. A few meters later the left gear wheel made contact. After crossing a small river bed, the aircraft’s left wing and forward fuselage impacted, with the airplane coming to a stop after traveling along the ground for a few meters. The impact site was on the runway centerline extension and some 400 m from the southeast threshold, which they had overflown a few seconds earlier when taking off. The aircraft was seriously damaged and was essentially destroyed. There was no fire after the impact.

Golden Wings Charter

On June 27, 2007 about 1721 eastern daylight time (2121Z) a Pilatus Britten Norman Islander, N133RS registered to and owned by FYP LTP, and operated by Golden Wings Charter, Windsor Field, Nassau, Bahamas, had crashed short of runway 14. Just prior to crashing, approximately 1718 eastern daylight time (2118Z), the pilot of aircraft N133RS reported the left engine had failed. At approximately 1721 eastern daylight time (2121Z), the pilot reported he was unable to make runway 14 and crashed approximately ½ mile short of Runway 14. The State of Manufacture and State of Design along with the State of Registry were notified of the accident on June 28, 2007. They were invited to participate in the investigation in accordance with Annex 13 and CASR 2001 Schedule 18. Visual Meteorological Conditions prevailed at the time of the accident. The flight originated from Lynden Pindling International Airport, Nassau [MYNN] to Little Whale Cay, Berry Island [MYBX] and returned to Nassau [MYNN], the incident leg. The airplane sustained substantial damage. The Pilot was the only person aboard the aircraft. The Pilot in Command holds a current United States Commercial Pilot Rating. No serious injuries or fatalities were reported.

McCall Aviation

During the initial climb after takeoff, just after the aircraft passed 400 feet above ground level (agl), the pilot shut off the fuel boost pumps in preparation for the en route climb. Soon thereafter, one of the engines lost power without warning, and because he was carrying a heavy load, he immediately feathered the propeller and started looking for a place to put the aircraft down. Because there was rising terrain and scattered houses south of the airport, he had to maneuver to get to an open area. During the forced landing on the uneven terrain, one of the landing gear legs collapsed, and the aircraft impacted the terrain and slid into a power pole. A post-accident teardown inspection of the engine and the aircraft systems did not reveal any anomalies that would have resulted in the failure of the engine that lost power.

Air Services - Guyana

The twin engine aircraft departed Ogle on a schedule service to Kato, Kopinang and Mahdia. At Kato Airport, the pilot and passengers should wait more than two hours for weather improvement. The aircraft departed Kato at 1345LT on the leg to Kopinang with four passengers, two adults, a five-year old boy and an infant. Twenty minutes later, while on approach to Kopinang, the aircraft descended into trees and crashed in a dense wooded area located few km from the airfield. The wreckage was found few hours later. Two passengers were seriously injured while the pilot and two passengers including the infant were killed.

Luftverkehr Friesland-Harle - LFH

Luftverkehr Friesland Brunzema und Partner KG, registered in Germany and holding the Air Operator Certificate issued by the Federal Republic of Germany in 1983, has been operating scheduled flights between Pärnu (EEPU) and Ruhnu (EERU) since 2006. The flight, initially planned for 26th February 2007, was postponed several times due to adverse meteorological conditions, causing problems with provision supply on the island. On Friday, 3rd March, pilot checked the weather at 13:00 and at 14:00. Based on the received information the pilot decided to depart for Ruhnu at 14:00. At 14:08, the aircraft took off from Pärnu airport to make a scheduled VFR flight to the island of Ruhnu. Flight was carried out in the uncontrolled airspace. Pilot, two passengers and 520 kg of cargo were on board the aircraft. According to the weather briefing received by the pilot via telephone from Kuressaare, at 14:00 the cloud height in Kuressaare (EEKE, 36 Nm northwest of Ruhnu) was 600 ft. and 180 m (approximately 540 ft.) in Ruhnu. During the uneventful flight on the altitude 1500 ft., the coast and the ice border were clearly visible. The aircraft stayed clear from the clouds and no signs of icing were noticed by persons on board. Approaching the island from the northeast it was intended by the pilot to use RWY 32 for landing. The pilot decided to fly low from east to west across the runway to check the windsock and runway condition. While approaching the island, the pilot descended at the rate of 150 ft/min with low power settings and flaps extended by 1 notch. During descent the horizontal and vertical visibility deteriorated and the flight was continued in IMC2 . The descent was continued in clouds; therefore the pilot had no visual contact with the ground and horizon. The aircraft broke off the clouds over the coast on a very low altitude (100-120 ft. by pilot’s statement). Trying to maintain safe altitude and speed pilot added power, at the same time stall warning signal activated and seconds later the lower part of aircraft’s fuselage touched the treetops and collided with the terrain at 14:36. The engines continued producing power until collision with trees which after those were set to the idle by pilot. The passengers and pilot escaped the aircraft without assistance and with no injuries. The accident site is situated 0.24 Nm northeast off the runway 32 threshold. Ground surface is uneven and forested with young pinewoods.

Dirgantara Air Service

While taking off from the grassy runway 01/19 which is 550 metres long, control was lost. The aircraft veered off runway and came to rest in a pond. There were no injuries but the aircraft was damaged beyond repair.

Island Air Charters

The pilot was ferrying the aircraft from Tauranga to a Hamilton maintenance facility when one of the engines failed. The pilot elected to turn back to Tauranga but, shortly after, the remaining engine failed. The pilot carried out a forced landing into a tidal estuary. The aircraft incurred substantial damage to the nose landing gear. Subsequent CAA safety investigation determined that on an earlier flight, the aircraft's electrical system incurred a defect that rendered several electrical components unserviceable, including the two tip/main fuel tank selector valves. No engineering inspection or rectification ensued and the operator ferried the aircraft from Great Barrier Island unaware that the engines were being fed from the tip tanks only. The operator departed Tauranga for Hamilton under similar circumstances, reaching the vicinity of the Kaimai Ranges when the tip tanks became empty.

Indian Navy - Bharatiya Nau Sena

Few minutes after takeoff from Cochin NAS, the crew encountered engine problems and elected to make an emergency landing when the aircraft crash landed in a marshy field located near Veloor. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Blancaneaux Lodge

The aircraft was performing a charter flight from Belize City to the private airstrip of Privacion desserving Blancaneaux Lodge with two US citizens in honeymoon and one pilot on board. At 1016LT, the pilot reported over La Democracia and all on board seems to be ok. While descending to Privacion Aerodrome, weather conditions deteriorated when the twin engine aircraft crashed in a wooded area located about 5 km from the destination. The wreckage was found at the end of the day in a mountainous terrain. Weather conditions deteriorated due to the tropical storm Gamma approaching Belize. All three occupants were killed.