Cessna 208A Caravan

Skydive4fun

The single engine airplane departed Boituva Aerodrome on a local skydiving mission, carrying 14 skydivers and one pilot. After takeoff, the pilot apparently encountered electrical problems and elected to return for an emergency landing. Shortly later, the aircraft collided with high tension wires, stalled and crashed inverted in a field. Two passengers were killed while all other occupants were injured.

Skydive Costa d'Argento

The pilot, sole on board, departed Siegerland Airport at 1100LT on a ferry flight to Monte Argentario, Tuscany. En route, while overflying Switzerland, he encountered marginal weather conditions. While cruising in IMC conditions, the single engine airplane impacted the slope of a rocky and snow covered face located west of Mt Grüehorn, in the south part of the canton of saint Gallen. The wreckage was found at an altitude of 1,700 metres. The aircraft disintegrated on impact and the pilot was killed.

Bamaji Air

Few minutes after takeoff from Sioux Lookout, the single engine airplane crash landed on the frozen Lake Seul. The wreckage was found about 30 km northwest of Sioux Lookout. Both occupants were evacuated safely and the aircraft was damaged beyond repair.

Smart Cakrawala Aviation

On final approach to Ilaga Airport, the crew encountered poor visibility due to foggy conditions. The single engine airplane impacted ground near the runway 25 threshold, lost its undercarriage and slid for few dozen metres before coming to rest on the runway. One of the pilot was killed.

Skydive Binz

The single engine airplane departed Borkum Airport in the early afternoon on a local skydiving mission. At an altitude of 14,000 feet, the skydivers jumped out the cabin then the pilot reduced his altitude and returned to Norderney Airport. On approach, control was lost and the airplane crashed in the sea of Wadden, about 4 km southeast of the airfield. The aircraft was destroyed and the pilot was killed.

KASET - Bureau of Royal Rainmaking and Agricultural Aviation

The crew (one instructor aged 58 and one pilot under supervision aged 28) departed Surasi Air Base around 0900LT on a training flight. En route, in unknown circumstances, the single engine airplane crashed near Moo 2 (Sai Yok district). The aircraft disintegrated on impact and both occupants were killed.

GoJump

In the mid-afternoon, the single engine airplane departed the grassy runway at Gransee Airfield, carrying 14 skydivers and one pilot on a local flight. After all 14 skydivers jumped out of the cabin, the pilot returned to the airport when, on final approach, the aircraft struck a tree and crashed in unknown circumstances. The airplane was destroyed and the pilot was killed.

Seair Seaplanes - Seair Services

Seair Seaplanes (Seair) was contracted by a remote fishing lodge on the central coast of British Columbia (BC) (Figure 1) to provide seasonal transport of guests and supplies between Vancouver International Water Aerodrome (CAM9), BC, and the lodge, which is located about 66 nautical miles (NM) north-northwest of Port Hardy Airport (CYZT), BC, and about 29 NM southeast of Bella Bella (Campbell Island) Airport (CBBC), BC. On 26 July 2019, the occurrence pilot arrived at Seair’s CAM9 base at approximately 0630. Over the next hour, the pilot completed a daily inspection of the Cessna 208 Caravan aircraft (registration C-GURL, serial number 20800501), added 300 L of fuel to the aircraft, and began flight planning activities, which included gathering and interpreting weather information. On the morning of the occurrence, 4 Seair visual flight rules (VFR) flights were scheduled to fly to the central coast of BC, all on Caravan aircraft: C-GURL (the occurrence aircraft) was to depart CAM9 at 0730, C-GSAS at 0745, C-FLAC at 0800, and C-GUUS at 0900. The first 3 flights were direct flights to the fishing lodge, while the 4th flight had an intermediate stop at the Campbell River Water Aerodrome (CAE3), BC, to pick up passengers before heading to a research institute located approximately 4 NM southwest of the fishing lodge. Because of poor weather conditions in the central coast region, however, all of the flights were delayed. After the crews referred to weather cameras along the central coast region, the flights began to depart, but in a different order than originally scheduled. It is not uncommon for the order of departure to change when groups of aircraft are going to the same general location. One of Seair’s senior operational staff (operations manager) departed CAM9 at 0850 aboard C-FLAC. C-GUUS, bound for the research institute, departed CAM9 next at 0906, and then the occurrence aircraft departed at 0932 (Table 1). The pilot originally scheduled to fly C-GSAS declined the flight. This pilot had recently upgraded to the Caravan, had never flown to this destination before, and was concerned about the weather at the destination. When Seair’s chief pilot returned to CAM9 at 0953 after a series of scheduled flights on a different type of aircraft, he assumed the last remaining flight to the lodge and C-GSAS departed CAM9 at 1024.After departing the Vancouver terminal control area, the occurrence aircraft climbed to 4500 feet above sea level (ASL) and remained at this altitude until 1023, when a slow descent was initiated. The aircraft levelled off at approximately 1300 feet ASL at 1044, when it was approximately 18 NM northeast of Port Hardy Airport (CYZT), BC, and 57 NM southeast of the destination. At 1050, the occurrence aircraft slowly descended again as the flight continued northbound. During this descent, the aircraft’s flaps were extended to the 10° position. At this point, the occurrence aircraft was 37 NM south-southeast of the fishing lodge. The aircraft continued to descend until it reached an altitude of approximately 330 feet ASL, at 1056. By this point, the occurrence aircraft was being operated along the coastline, but over the ocean. C-FLAC departed from the fishing lodge at 1056 on the return flight to CAM9. C-FLAC flew into the Fitz Hugh Sound and proceeded southbound along the western shoreline. At approximately 1100, it flew through an area of heavy rain where visibility was reduced to about 1 statute mile (SM). C-FLAC descended to about 170 feet ASL and maintained this altitude for the next 5 minutes before climbing to about 300 feet ASL. As the southbound C-FLAC entered Fitz Hugh Sound from the north at Hecate Island, the occurrence aircraft entered Fitz Hugh Sound from the south, near the southern tip of Calvert Island. The occurrence aircraft then changed course from the western to the eastern shoreline, and descended again to about 230 feet ASL (Figure 2), while maintaining an airspeed of approximately 125 knots. The 2 aircraft established 2-way radio contact. The pilot of C-FLAC indicated that Addenbroke Island was visible when he flew past it, and described the weather conditions in the Fitz Hugh Sound to the occurrence pilot as heavy rain showers and visibility of approximately 1 SM around Kelpie Point. The occurrence pilot then indicated that he would maintain a course along the eastern shoreline of the sound. At 1103, the 2 aircraft were separated by 2 NM and passed each other on reciprocal tracks, approximately 4 NM south of the accident site. The occurrence aircraft maintained a consistent track and altitude for the next 54 seconds, then slowly began a 25° change in track to the west (0.35 NM from the Addenbroke Island shoreline). Seven seconds after the turn started (0.12 NM from the island’s shoreline), the aircraft entered a shallow climb averaging 665 fpm. At 1104:55, the occurrence aircraft struck trees on Addenbroke Island at an altitude of approximately 490 feet ASL, at an airspeed of 114 knots, and in a relatively straight and level attitude. The aircraft then continued through the heavily forested hillside for approximately 450 feet, coming to rest at an elevation of 425 feet ASL, 9.7 NM east-southeast of the destination fishing lodge. The pilot and three passengers were killed and five other occupants were injured, four seriously.

Tropic Ocean Airways

The pilot landed the seaplane into an easterly wind, then noticed that the surface wind was greater than forecast. Unable to taxi to the beaching location, he elected to return to his destination. He maneuvered the airplane into the wind and applied takeoff power. He described the takeoff run as "bumpy" and the water conditions as "rough." The pilot reported that the left float departed the airplane at rotation speed, and the airplane subsequently nosed into the water. The pilot and passengers were assisted by a nearby vessel and the airplane subsequently sank into 50 ft of water. Inclement sea and wind conditions prevented recovery of the wreckage for 52 days, and the wreckage was stored outside for an additional 13 days before recovery by the salvage company. Extensive saltwater corrosion prevented metallurgical examination of the landing gear components; however, no indication of a preexisting mechanical malfunction or failure was found.

Rico Taxi Aéreo - Rondonia Importaçao e Comercio

The single engine floatplane departed Manaus-Eduardo Gomes Airport on a charter flight to the area of the Xeriuini River near Caracaraí, carrying eight passengers and two pilots bound for a fish camp. Due to the potential presence of obstacles in the river due to low water level, the crew decided to land near the river bank. After landing, the left wing impacted a tree and the aircraft rotated to the left and came to rest against trees on the river bank. All 10 occupants evacuated safely and the aircraft was damaged beyond repair.

Greenpeace

The single engine aircraft departed Manaus-Eduardo Gomes Airport at 1220LT on a flight to the Anavilhanas Archipelago, carrying cargo, four passengers and one pilot. Upon landing on the Rio Negro, the airplane struck the water surface and crashed upside down before coming to rest partially submerged. The pilot and three passengers were rescued while a fourth passenger was killed.

Spirit Avia Sentosa

On 12 April 2017, a Cessna C208 aircraft registered PK-FSO was being operated by PT. Spirit Avia Sentosa (FlyingSAS) for unscheduled cargo flight. The flights of the day scheduled for the aircraft were Mopah Airport (WAKK) – Tanah Merah Airport (WAKT) – Oksibil Airport (WAJO) – Tanah Merah – Oksibil – Tanah Merah. The estimated time departure of first flight from Mopah Airport to Tanah Merah was 0800 LT and the flight departed at 0848 LT, on board the aircraft were two pilots and seven passengers. The aircraft arrived in Tanah Merah at about 0943 LT. At 1012 LT, the flight departed from Tanah Merah to Oksibil. About 10 Nm from Oksibil the pilot contacted the Oksibil tower controller to get air traffic services and landed at 1044 LT. The flight then departed from Oksibil to Tanah Merah at 1058 LT and arrived about 1126 LT. These flights were single pilot operation. At 1144 LT on daylight condition, the aircraft departed Tanah Merah with intended cruising altitude of 7,000 feet. Prior to departure, there was no report or record of aircraft system malfunction. On board the aircraft was one pilot, 1,225 kg of general cargo and 800 pounds of fuel which was sufficient for about 3 hours of flight time. After departure, the pilot advised Tanah Merah tower controller of the estimate time arrival at Oksibil would be 1224 LT. At 1149 LT, the pilot advised Tanah Merah tower controller that the aircraft position was about 10 Nm from Tanah Merah and passing altitude of 3,500 feet. The Tanah Merah tower controller acknowledged the message and advised the pilot to monitor radio communication on frequency 122.7 MHz for traffic monitoring. At about 29 Nm from Oksibil, the PK-FSO aircraft passed a Cessna 208B aircraft which was flying on opposite direction from Oksibil to Tanah Merah at altitude 6,000 feet. At this time, the aircraft ground speed recorded on the flight following system was about 164 knots. The Cessna 208B pilot advised to the pilot on radio frequency 122.7 MHz that the PK-FSO aircraft was in sight. The pilot responded that the aircraft was maintaining 7,000 feet on direct route to Oksibil. At 1230 LT, the Oksibil tower controller received phone call from the FlyingSAS officer at Jakarta which confirming whether the PK-FSO aircraft has landed on Oksibil. The Oksibil tower controller responded that there was no communication with the PK-FSO pilot. The Oksibil tower controller did not receive the flight plan for the second flight of the PK-FSO flight. Afterwards, the Oksibil tower controller called Tanah Merah tower controller confirming the PK-FSO flight and was informed that PK-FSO departed Tanah Merah to Oksibil at 1144 LT and the reported estimate time of arrival Oksibil was 1224 LT. At 1240 LT, the Oksibil tower controller received another phone call from the FlyingSAS officer at Jakarta which informed that the FlyingSAS flight following system received SOS signal (emergency signal) from PK-FSO aircraft and the last position recorded was on coordinate 04°48’47.7” S; 140°39’31.7” E which located approximately 6 Nm north of Oksibil. Afterwards, the Oksibil air traffic controller advised the occurrence to the Search and Rescue Agency. On 13 April 2017, at 0711 LT, the PK-FSO aircraft was found on ridge of Anem Mountain which located about 7 Nm north of Oksibil. The following figure showed the illustration of the aircraft track plotted on the Google earth refer to the known coordinates of Tanah Merah, Oksibil and the crash site.

South African Air Force

The crew was completing a local night training exercice at Langebaanweg AFB. While completing various manoeuvres, the airplane went out of control and crashed in an open field located near airbase, coming to rest upside down. The aircraft was destroyed and both pilots were injured.

FlyWet

The crew departed Laguna de Tres Palos on a positioning flight to the Acapulco-General Juan N. Álvarez International Airport. During the takeoff procedure, the seaplane started to oscillate from left to right. At a speed of about 45 knots, the crew abandoned the takeoff procedure when the aircraft nosed down, plunged into water and came to rest, inverted and submerged. Both pilots evacuated safely while the aircraft was damaged beyond repair.

South African Air Force

The single engine aircraft was completing a training flight from Sabi Sabi to Lydenburg on behalf of the 41st Squadron. While descending to Lydenburg, the aircraft crashed in a mountainous area near the Long Tom Pass. Two passengers were seriously injured while three other occupants were killed.

CotonTchad

The single engine aircraft departed Moundou (Chad) on a flight to Douala, Cameroon, carrying three passengers and two pilots on behalf of CotonTchad, the Chadian National Coton Company (Société Cotonnière du Tchad). En route, the crew informed ATC about engine problems and elected to divert to N'Gaoundéré Airport. On final approach, the aircraft stalled and crashed in a marshy field located near the airport. All five occupants were injured, both crew seriously. Few hours later, the captain died from his injuries. The aircraft was destroyed.

South African Air Force

On final approach to Kei Mouth Airport in the Eastern Cape Province, the single engine aircraft crashed in unknown circumstances. While both occupants were uninjured, the aircraft was damaged beyond repair. The crew was completing a positioning flight from Swartkop AFB.

North American Flight Services

The pilot and the five passengers, who were employees of an industrial services company, were returning from a job site with hazardous materials used for blasting operations. The airplane was in a climb, at an altitude of 8,500 feet, when it experienced a catastrophic engine failure. The pilot declared an emergency and subsequently performed a forced landing to a field. During the landing, the airplane's right wing struck a tree and separated. All occupants exited the airplane without injury; however, the airplane became fully engulfed in fire, which consumed the majority of the airplane. The airplane was equipped with a turbine engine that, at the time of the accident, had been operated for about 7,620 hours since new and 65 hours since it was overhauled about 19 months prior to the accident. Impact damage was observed to the interior of the engine exhaust duct. In addition, the exhaust duct contained portions of a fractured power turbine blade. Additional examination of the engine revealed damage consistent with a distressed 1st stage sun gear, and associated compressor turbine and power turbine damage. Examination of the sun gear teeth output splines revealed that they were too damaged to determine the cause of their deterioration. It was noted that the sun gear found on the accident engine was previously removed from another engine due to "spalled gear teeth" about 7 years prior to the accident. The condition of the sun gear when installed on the accident engine could not be determined.

Peruvian Armed Forces - Ejército del Perú

Shortly after takeoff from the Tigre River in Intuto, the single engine seaplane stalled and crashed. All 8 occupants were injured and the aircraft was destroyed.

Aéreo Ruta Maya

The single engine aircraft departed Guatemala City-La Aurora Airport at 0923LT on a flight to El Estor with 12 passengers and two pilots on board. About 18 minutes into the flight, the crew encountered engine problems. The captain contacted ATC and declared an emergency. The crew reduced his altitude and attempted an emergency landing when the aircraft crashed in an open field, bursting into flames. Three passengers were seriously injured while 11 other occupants including both pilots were killed.

Paragon Air Express

The pilot stated that he was on a repositioning flight to Tampa, Florida. He was cruising at 11,000 feet msl when, with no warning or spool down time, the engine failed. The engine indications instantly went to zero. The pilot declared an emergency to the air traffic controller and was advised that the nearest airport was 29 miles away. He maneuvered the airplane toward the airport and went through the engine failure procedures. The attempts to restart the engine were unsuccessful. The pilot configured the airplane for best glide speed. After gliding for 22 miles, the airplane's altitude was about 300 feet msl. The pilot slowed the airplane to just above stall speed before impacting small pine trees pulling back on the yoke and stalling the airplane into the trees. The engine was examined at Pratt and Whitney of Canada, with Transportation Safety Board of Canada oversight. The engine compressor turbine blades were fractured at varying heights from the roots to approximately half of the span. Materials analysis determined the blade fractures to display impact damage and overheating. The primary cause of the blade fractures could not be determined. There were no other pre-impact anomalies or operational dysfunction observed to any of the engine components examined. Impact damage to the blade airfoils precluded determination of the original fracture mechanism.

Air Serv International

On final approach to Matemo Island Airport, the single engine aircraft impacted the ground short of runway threshold. The aircraft lost its undercarriage then came to rest upside down, bursting into flames. All 11 occupants escaped with minor injuries while the aircraft was destroyed by fire.

Private Venezuelan

The single engine aircraft departed Valencia at 1400LT and was estimated to arrive at Pariaguán at 1518LT. While descending to Pariaguán Airport, the pilot informed ATC about his position, eight nautical miles from the airport. This was the last radio transmission. The wreckage was found the following day in an isolated area. All three occupants were killed. The accident occurred eight minutes prior to the ETA.

Cape York Air

The aircraft, with two pilots on board, was being operated for pilot type endorsement training. Air Traffic Control (ATC) had cleared the pilots to conduct upper level air work between 4,000 and 5,000 ft above mean sea level (AMSL) within a 5 NM radius of Green Island, Queensland. Following the upper level air work, the crew requested, and were granted a clearance for, a simulated engine failure and descent to 2,000 ft. The pilot in command (PIC) reported that while completing the simulated engine failure training, he had retarded the power lever to the FLIGHT IDLE stop and the fuel condition lever to the LOW IDLE range, setting a value of 55% engine gas generator speed (Ng). The pilot under training then set the glide attitude at the best glide speed (for the operating weight) of about 79 knots indicated airspeed (KIAS). The PIC then instructed the pilot under training to place the propeller into the feathered position, and maintain best glide speed. The PIC reported that he instructed the pilot under training to advance the emergency power lever (EPL) to simulate manual introduction of fuel to the engine. According to the PIC, he then noticed that there was no engine torque increase, with the engine inter-turbine temperature (ITT or T5) and Ng rapidly decreasing, and a strong smell of fuel in the cockpit. While the pilot under training flew the aircraft, the PIC placed the ignition switch to the ON position and also selected START on the engine starter switch. He then reportedly placed the EPL to the CLOSED position, the propeller to the UNFEATHERED position and the fuel condition lever to the IDLE CUTOFF position to clear the excess fuel from the engine. The PIC reported that they then increased the aircraft airspeed to 120 KIAS, at which point he reintroduced fuel into the engine by advancing the fuel condition lever. He reported that following these actions, the strong fuel smell persisted. As the aircraft approached 1,500 ft, the PIC broadcast a MAYDAY, informing ATC that they had a 'flameout' of the engine and that they were going to complete a forced landing water ditching near Green Island. While the pilot under training flew the aircraft, the PIC placed the propeller into the feathered position, closed the fuel condition lever to the IDLE CUTOFF position and turned off the starter and ignition switches. They then completed a successful landing in a depth of about 2 m of water near Green Island. The pilots evacuated the aircraft without injury. The aircraft, which sustained minor damage during the ditching, but subsequent substantial damage due to salt water immersion, was recovered to the mainland. Following examination of all connections and control linkages, the engine was removed for examination under the supervision of the Australian Transport Safety Bureau (ATSB) at the engine manufacturer's overhaul facility. The engine trend monitoring (ETM) data logger was also removed from the aircraft for examination.

Aviation Sans Frontières - ASF

Following an uneventful flight from Bangui, the single engine aircraft bounced on landing. Out of control, it veered off runway and came to rest. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

PenAir - Peninsula Airways - Alaska Airlines Commuter

The airplane was parked outside on the ramp the night before the accident and was subjected to rain, snow, and temperatures that dropped below 32 degrees F. Other pilots whose airplanes were also parked outside overnight stated that about 1/4 to 1/2 inch of snow/frost covered a layer of ice on their airplanes the morning of the accident. Because of these conditions, ramp personnel deiced the accident airplane with a heated mixture of glycol and water. The PenAir ramp supervisor who conducted the deicing stated that he believed the upper surface of the wing was clear of ice but that he did not physically touch the wing to check for the presence of ice. Investigators were unable to determine whether the accident pilot visually or physically checked the wing and tail surfaces for contamination after the accident airplane was deiced. However, the airplane's high-wing configuration would have hindered the pilot's ability to see residual clear ice on the surface of the wing after the deicing procedures. Company records indicate that the certificated commercial pilot completed his initial CE-208 flight training 2 months before the accident and had accumulated a total of 74 hours in this make and model of airplane. The airplane, with the pilot and nine passengers onboard, crashed shortly after takeoff from runway 01. A witness observed that the airplane's flight appeared to be normal until the airplane suddenly pitched up, rolled 90 degrees to the left, and yawed to the left. The airplane then descended nose-down until it disappeared from view. Data from the engine monitoring system revealed that the maximum altitude obtained during the accident flight was about 651 feet mean sea level. The airplane crashed in a level attitude. Investigators found no evidence of pre-impact failures in the structure, flight control systems, or instruments. Further, examination of the engine and propeller revealed no pre-impact failures and that the engine was running when the airplane hit the ground.

Air Wemindji

Sole on board, the pilot was completing a positioning flight to La Grande-4 Airport. En route, while cruising at a relative low height, the pilot modified the position of the fuel selector when the engine stopped about five minutes later. He attempted an emergency landing when the aircraft collided with trees and crashed 22 km north of La Grande, bursting into flames. The pilot escaped uninjured while the aircraft was destroyed by fire.

Alan McVinish

Four parachutists were practising as a team for a skydiving competition. They had completed seven parachute descents prior to the accident flight. Each descent had been video recorded by a cameraman using a helmet-mounted camera. The parachutists used a Cessna Aircraft Company Caravan aircraft. That aircraft was climbed to 14,000 ft with the team of four parachutists, their cameraman, six other parachutists and the pilot. At the drop altitude, the team members carried out their ‘pin check’ in which each parachutist’s equipment was checked to ensure that the release pins for the main and reserve parachutes were correctly positioned. Approaching overhead the drop zone, a roller blind, which covered the exit doorway on the left side of the aircraft, and minimised windblast during the climb, was raised. The cameraman positioned himself on the step outside and to the rear of the exit doorway. The first three members of the team positioned themselves in the exit doorway. The team member nearest to the front of the aircraft faced out and the next two members faced into the aircraft. The team member in the middle grasped the jumpsuits of the adjacent parachutists. The fourth member was inside the aircraft facing the exit. As the team exited the aircraft, the middle parachutist’s reserve parachute’s pilot chute deployed. Due to the bent over position of that parachutist, the action of the ejector spring in the pilot chute pushed the chute upwards and over the horizontal stabiliser of the aircraft, pulling the reserve canopy with it. The parachutist passed below the horizontal stabiliser resulting in the reserve parachute risers and lines tangling around the left elevator and horizontal stabiliser. Eleven seconds later, the empennage separated from the aircraft and the left elevator and the parachutist separated from the empennage. The parachutist descended to the ground with the reserve and main parachutes entangled and landed 800 metres west of the drop zone landing strip. A short section of the elevator was tangled in the parachute lines. The parachutist’s rate of descent was estimated to be 3.6 times greater than that for an average parachutist under canopy. Immediately after the empennage separated, the aircraft entered a steep, nose-down spiral descent. The pilot instructed the remaining parachutists to abandon the aircraft. The last one left the aircraft before it descended through 9,000 ft. The pilot transmitted a mayday call, shutdown the engine and left his seat. On reaching the rear of the cabin, he found that the roller blind had closed, preventing him from leaving the aircraft. After several attempts, the pilot raised the blind sufficiently to allow him to exit the aircraft, and at an altitude of approximately 1,000 ft above ground level, he deployed his parachute and landed safely. The aircraft, minus the empennage, descended almost vertically and crashed on the drop zone landing strip. It was destroyed by impact forces and the post-impact fire. The empennage, in several pieces, landed 600 metres west of the landing strip. A Country Fire Authority fire vehicle arrived at the accident site within two minutes of the accident and extinguished the fire. The parachutist that had been entangled was fatally injured. The injuries sustained when entangled on the horizontal stabiliser made the parachutist incapable of operating the main parachute. The other parachutists and the pilot were uninjured.

RCMP - GRC Air Services

A Cessna 208 Caravan I on amphibious floats, C-GMPB, serial number 20800082, was ferrying members of the Royal Canadian Mounted Police (RCMP) Emergency Response Team from Teslin, Yukon, to a site on the south end of Teslin Lake, British Columbia. At about 1645 Pacific daylight time, three team members, two dogs, and gear were unloaded on a gravel bar across from the mouth of the Jennings River. The aircraft departed for the Teslin airport at about 2355 with the pilot and one RCMP engineer on board. Shortly after take-off, the aircraft was seen to pitch up into a steep climb, stall, then descend at a steep angle into the water. The aircraft was destroyed, and the pilot and the passenger were fatally injured.

Air Bateleur

At liftoff, the engine failed. The aircraft stalled and crashed along the runway. There were no casualties but the aircraft was damaged beyond repair.

Taxval

After takeoff from Estancia Las Cruces Airport, while climbing in foggy conditions, the aircraft lost height and impacted ground in a wooded area located about 3 km from the airfield. The aircraft was destroyed and the pilot, sole on board, was killed.

Seair Seaplanes - Seair Services

At 0916 Pacific standard time, the Seair Cessna 208 Caravan amphibious aircraft, serial number 20800310, took off from runway 19 at Abbotsford Airport, British Columbia, on the first leg of a private flight to the Bahamas. One pilot and five passengers were on board. About one minute later, as the aircraft was climbing through an altitude of about 400 feet above ground level and as the pilot retracted flaps from 10 to zero degrees, the aircraft became uncontrollable. The aircraft banked left, descended rapidly, and crashed in a field about one-half mile south of the runway threshold, in a left bank with a near-level pitch attitude. The aircraft was destroyed, and the pilot received serious injuries. Two passengers were also seriously injured, and three passengers received minor injuries. Daylight visual meteorological conditions prevailed at the time of the accident. There was no fire.

TAF Linhas Aéreas - Taxi Aéreo Fortaleza

Few minutes after takeoff from João Pessoa-Presidente Castro Pinto Airport, while on a cargo flight to Recife, the crew reported engine problems and elected to return. Unable to maintain a safe altitude, the crew attempted an emergency landing when the aircraft struck trees and crashed near a motorway. Both pilots were injured and the aircraft was damaged beyond repair.

Aircraft Leasing Services - ALS

Shortly after a night takeoff from runway 24 at Nairobi-Jomo Kenyatta Airport, the single engine aircraft went out of control and crashed near the runway end. All four occupants were killed. The aircraft was completing a flight to Dar es Salaam on behalf of DHL. At the time of the accident, weather conditions were marginal with strong wind and fog.

Greystoke Engineering

With an auxiliary fuel tank system installed, the pilot filled the tanks and departed. A few minutes later, he noticed fuel on the floor of the cabin, and tried to reach an airport. However, the fuel fumes were so strong he elected to land in an open field. After touchdown, the airplane passed through a ditch the pilot had not observed from the air. The nose landing gear collapsed and the airplane nosed over. An airborne witness reported the pilot exited the airplane after about 5 minutes, and about 5 minutes later, the airplane caught fire and burned. The post crash fire consumed the cabin. In an interview, the pilot reported that he had not initiated use of the auxiliary fuel tank system when the accident occurred. He also reported he could not see where the fuel was coming from. The investigation revealed the tank installation did not match the FAA Form 337, the instructions for use of the ferry tank system were inadequate, and the pilot had reported that the auxiliary fuel pumps were secured to a board which was not secured to the airplane.

Necon Air

After takeoff from Jumla Airport, en route to Nepalgunj, the single engine aircraft climbed to a height of 450 feet when it rolled to the left, entered an uncontrolled descent and crashed in a field near the airport. One pilot and four passengers were killed while seven other occupants were injured.

Pan African Airlines

A float-equipped Cessna Caravan, 5N-PAN, departed Lagos (LOS) on a chartered flight to Warri with a scheduled stop-over at Lekki. The aircraft was airborne at 07:34 hours UTC and was cleared to 1,000 feet by Lagos Tower and landed at Lekki at 07:42 hours UTC. At 08:20 hours UTC, the aircraft departed Lekki and called Lagos Approach which cleared it to 3,500 feet with further instructions for the aircraft to report at TMA. The aircraft reported at TMA and continued its normal flight at 3,500 feet. On contact with Escravos Tower, it requested for a descent from 3,500 feet to 700 feet in order to overfly the Chevron facility at Opuekaba for an aerial inspection. After the inspection, the aircraft was cleared to 2,500 feet to resume its normal flight to Warri. The pilot made an outbound turn to line up for the final approach to runway 03. At about five nm DME from Warri the pilot chose to reduce speed to 120 knots and he selected gear down with flap 15°. At three nautical miles out, the aircraft was about 900 feet high above the approach path, and cleared to land. The aircraft was now configured for landing with flap at 30° and the pilot reduced the speed to between 85 and 90 knots. At about 1.5 miles out, the aircraft was between 350 - 400 feet high, gliding with 400 lb of torque, the pilot felt a small shudder from the engine which was instantaneously followed by a need for power input, so he advanced the throttle but there was no response from the engine. He quickly retracted the flaps and feathered the propeller. Then the pilot re-selected flap 30° and also unfeathered the propeller which restored the engine to full torque. The pilot decided to abandon the approach mainly because of the a building structure ahead, close to the runway threshold. The pilot chose to veer the airplane to the left of the approach path centerline and ditched into the swampy terrain, cutting through some scattered trees and shrubbery.

Brazilian Air Force - Força Aérea Brasileira

The crew was completing a survey flight along the Peru - Brazil border when the single engine aircraft crashed in unknown circumstances. All five occupants were rescued.

PenAir - Peninsula Airways - Alaska Airlines Commuter

The pilot departed in visual meteorological conditions of three to four miles visibility with high ceilings. He stated the airplane encountered freezing rain about five miles south of the airport while in cruise flight at 1,200 feet msl, and rapidly accumulated ice on the airframe, wings, and windshield. The pilot said he initially changed altitude in an attempt to exit the icing conditions. Ice accumulation continued, so he elected to return. While maneuvering to land at the airport, the airplane was unable to maintain altitude at full engine power. He said that any angle of bank resulted in the onset of pre stall buffet, so he decided to land on a frozen lake south of the airport. He said that the airplane did not reach the lake, 'mushed into the ground,' and during the flare/touchdown, the left wing stalled. The pilot did not have access to the official weather prior to departure. The National Weather Service contracted observer, made his observation from a location about five miles south of the official weather station at the airport. The FAA AWOS-3 was inoperative. Examination of the airplane after the accident revealed a 1/2 inch layer of clear ice covering all the upper and lower airfoil surfaces of the airplane, from leading edges to between 1/3 and 1/2 of the chords. All antennas were coated with approximately 1/2 inch of clear ice. The airplane was not equipped with ice protection equipment except for pitot heat and windshield heat.

Transportes Aéreos Meridionais

The crew was completing a cargo flight from Vitória to São Paulo-Guarulhos Airport. About forty minutes after departure from Vitória, while cruising over the ocean at an altitude of 8,000 feet, the engine failed. The crew heard a metallic noise when oil spread from the engine on the windshield. The crew reduced his altitude and attempted to reach the coast but due to clouds and limited visibility, he eventually decided to attempt an emergency landing on a beach. The aircraft crash landed and came to rest. The copilot escaped uninjured while the captain was slightly injured.

TransNorthern Aviation

The single engine aircraft was completing a survey flight from Phnom Penh to Kampong Chhnang, carrying one passenger and one pilot on behalf of a Japanese Oil Company. Approaching Kampong Chhnang, weather conditions deteriorated when the pilot flew into a tight valley. He elected to fly back and initiated a turn when the aircraft struck trees and crashed in a dense wooded area. The aircraft was destroyed and both occupants were killed.

South African Air Force

The single engine aircraft departed Margate Airport to take part to a combined exercice. En route, while cruising in limited visibility, the crew encountered technical problems with the engine and decided to attempt an emergency landing. The aircraft clipped trees and crashed near Bulwer. All 11 occupants escaped uninjured. The passengers were attached to the 41st Squadron.

Soundsair

Following an uneventful flight from Wellington, the pilot started the descent to Picton-Koromiko Airport in good weather conditions. On final, at an altitude of 1,700 feet, the single engine aircraft entered clouds and struck the slope of Mt Robertson located 10 nm northeast of Blenheim. All five occupants were killed and the pilot was seriously injured.

Transportes Aéreos Meridionais

The single engine aircraft was dispatched at Luziânia Airport for local training purposes, carrying a crew of five consisting of one instructor and four pilot under training. Following several approaches, the aircraft was descending to the runway when the instructor reduced the engine power to simulate a failure. From a height of about 300 feet, the aircraft nosed down, lost height and crashed short of runway threshold. All five occupants were uninjured and the aircraft was written off.

Lineas Aéreas de Los Libertadores - LALI

While descending to Bogotá-El Dorado Airport, the single engine aircraft struck the slope of a mountain located near El Rosal, about 19 km northwest of the airport. A passenger was seriously injured while eight other occupants were killed. For unknown reasons, the pilot was completing the approach at an unsafe altitude.