Cessna 303 Crusader

Private Colombian

En route from Girardot to Bogotá-Guaymaral Airport, the twin engine aircraft crashed in unknown circumstances in a wooded and hilly terrain near Bojacá. The pilot, sole on board, was killed.

303 Flyers

The twin engine aircraft landed at Annecy-Meythet in poor weather conditions with snow falls. After touchdown, the aircraft was unable to stop within the remaining distance, overran, crossed a road, went through a wooded fence and came to rest. While both passengers aged 26 and 28 were slightly injured, the pilot aged 60 was seriously injured.

Pegasus Aviation - USA

On August 17, 2019, about 1613 eastern daylight time, a Cessna T303, N303TL, was destroyed when it was involved in an accident in Lagrangeville, New York. The private pilot and one person on the ground were fatally injured. Two passengers and one person on the ground sustained serious injuries, and one person on the ground sustained minor injuries. The airplane was operated as a 14 Code of Federal Regulations Part 91 personal flight. According to the passenger seated in the copilot’s seat, on the morning of the accident the pilot and two passengers departed Republic Airport (FRG) and flew to Orange County Airport (MGJ), Montgomery, New York, where the pilot had a business meeting. After the meeting, they departed MGJ for the return flight to FRG, which included a stop at Sky Acres Airport (44N) in Lagrangeville, New York, to purchase fuel. The passenger reported that the flight from FRG to MGJ and the flight from MGJ to 44N were uneventful. He recalled that the pilot performed an engine runup prior to departing FRG; he did not recall if one was performed prior to the departure from MGJ or prior to the accident flight. The pilot fueled the airplane at 44N, where fuel records indicated he purchased 100 gallons of 100LL aviation fuel. A review of surveillance video revealed that the airplane engines were shut down for about 10 minutes while the pilot and one of the passengers added fuel to both wing tanks. After the fueling, they did not take any fuel samples from the airplane’s sump drains. After the pilot and both passengers boarded the airplane, the pilot made several unsuccessful attempts to start the left engine for about 30 seconds. Next, the pilot attempted to start the right engine several times over a period of about 30 seconds. During the last attempt, the engine started. The left engine was then started after about 10 seconds of engine cranking. No smoke was visible at any time during the engine start attempts. The airplane remained in position with the engines idling for about 2 minutes before it taxied around to the opposite side of the fuel pump and stopped for about 45 seconds with the engines at or near idle. The pilot then taxied from the fuel pump to runway 17 and did not appear to stop for an engine run-up (although the airplane was out of the camera view for about 14 seconds near the end of the taxiway). The pilot performed a rolling takeoff, and the airplane lifted off the runway in the vicinity of the windsock, which was located on the left side of the runway about 2,100 ft from the runway 17 threshold. According to the passenger in the copilot’s seat, shortly after liftoff at an altitude of less than 50 to100 ft, both engines lost partial power. They did not stop completely but sounded as though they were “not getting full RPM.” The engines began “stuttering,” which continued until impact with the house. As the airplane proceeded down the runway, it began to drift toward the left until they were over the grass next to the runway. The pilot corrected the drift and the airplane then tracked straight and remained over the grass. As the airplane continued beyond the end of the runway, it was not climbing, and the passenger noticed obstacles that he described as trees and a structure or building. The pilot pitched the airplane up to clear those obstacles. The airplane then began a left turn and as it reached the house the left wing struck the ground, and the right wing struck a tree and the house. The airplane had “very little forward motion” after the initial impact. The passenger estimated that the airplane remained below 100 ft of altitude for the entire flight. He reported that the pilot continued to fly the airplane until impact and did not make any radio calls or say anything to the passengers. He did not hear any warning bells or alarms during the flight. The pilot and both passengers wore their seatbelts and shoulder harnesses. The airport manager who was mowing the grass at the airport described the airplane’s rotation as “very abrupt” compared to other light twin airplanes he has observed taking off at the airport. Immediately after rotation, he noticed the airplane maintained very shallow bank angles; however, the nose was “high”, and the airplane appeared to yaw slightly to the left. The airplane appeared to correct toward the right before he lost sight of it behind the airport fuel tank. When the airplane emerged from the other side of the tank, the nose was initially lower, but then it pitched up again near the end of the runway before it disappeared behind some trees. The airport manager was wearing ear protection and listening to music and did not hear any engine noise. Another witness reported that the airplane was “went in a straight line for a short distance and then quickly turned left about 40-45°” which she described as appearing “deliberate and controlled.” She added that she was “surprised the left wing didn’t dip down as the airplane turned. The wings looked like they were steady and pretty parallel to the ground during and after the turn.” A review of Federal Aviation Administration (FAA) recorded automatic dependent surveillance – broadcast data revealed that after the airplane reached the end of the runway, it climbed from about 675 ft to 775 ft pressure altitude (about 20 to 120 ft above ground level [agl]) in a gradual left turn. During this time the calculated groundspeed decreased from about 80 knots to about 69 knots. The pressure altitude then decreased to 725 ft (about 50 ft agl), the calculated groundspeed decreased to about 66 knots, and the left turn decreased in radius until the recorded data ended about 100 ft west of the accident site.

Aberdeen Flying Service

Before the air taxi flight, the commercial pilot obtained a weather briefing via the company computer system and reviewed the weather information with the company chief pilot. The pilot stated that based on the computer briefing, which did not include icing conditions, he was aware of the forecasted weather conditions along the route of flight and at the intended destination. However, the briefing was incomplete as it did not contain any in-flight weather advisories, which would have alerted the pilot of moderate icing conditions expected over the flight route in the form of AIRMET Zulu. After takeoff and during the climb to 12,000 ft mean sea level (msl), the airplane encountered light rime ice, and the pilot activated the de-ice equipment with no issues noted. After hearing reports of better weather at a lower altitude, the pilot requested a descent to between 5,000 and 6,000 ft. During the descent to 6,000 ft msl and with the airplane clear of ice, the airplane encountered light to moderate icing conditions. The pilot considered turning back to another airport but could not get clearance until the airplane was closer to his destination. Shortly thereafter, the pilot stated that it felt “like a sheet of ice fell on us” as the airplane encountered severe icing conditions. The pilot applied full engine power in an attempt to maintain altitude. The airplane exited the overcast cloud layer about 500 ft above ground level. The pilot chose to execute an off-airport emergency landing because the airplane could not maintain altitude. During the landing, the landing gear separated; the airplane came to rest upright and sustained substantial damage to the wings and fuselage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation and that the airplane was within its maximum gross weight. Structural icing was observed on the airframe after the landing. Based on the weather information, which indicated the probability of icing between 5,000 and 9,000 ft over the region and a high threat of supercooled large droplets between 5,000 and 7,000 ft, it is likely that the airplane, which was equipped for flight in icing conditions, inadvertently encountered severe icing conditions consistent with supercooled large droplets, which resulted in structural icing that exceeded the airplane’s capabilities to maintain altitude.

Jorge Alberto Rodas Estrada

The twin engine airplane departed Nuquí Airport at 1256LT on a flight to Quibdó, carrying two passengers and one pilot. Two minutes after takeoff, the pilot informed ATC he was flying at an altitude of 1,500 feet and estimated his ETA at Quibdó-El Caraño Airport at 1315LT. Nine minutes into the flight, while cruising in IMC conditions, the aircraft contacted trees and crashed in a dense wooded area located near Serranía del Baudó, some 50 km north of Nuquí. SAR operations were initiated but the wreckage was found five days later only. Both passengers, a female aged 18 and her baby aged 8 months were evacuated with minor injuries while the pilot was killed. The aircraft was totally destroyed by impact forces.

Private American

Following an uneventful flight from Cannes-Mandelieu Airport, the pilot initiated the approach to Barcelonnette-Saint-Pons Airport Runway 27. Following an unstabilized approach, the aircraft landed hard, causing the left main gear to collapse. The aircraft veered off runway to the left, lost its right main gear and came to rest. There was no fire. All five occupants escaped uninjured and the aircraft was damaged beyond repair.

Carl Whiteley

The aircraft was on a VFR flight from Dinan, France, to Jersey, Channel Islands and had joined the circuit on right base for Runway 09 at Jersey Airport. The aircraft turned onto the runway heading and was slightly left of the runway centreline. It commenced a descent and a left turn, with the descent continuing to 100 ft. The pilot made a short radio transmission during the turn and then the aircraft’s altitude increased rapidly to 600 ft before it descended and disappeared from the radar. The aircraft probably stalled in the final pull-up manoeuvre, leading to loss of control and impact with the sea, fatally injuring those on board, Carl Whiteley and his wife.

James A. Youngquist

During takeoff, one witness noted that at least one engine seemed to be running rough and not making power. Several other witnesses, located about 1/2 mile northwest of the airport, observed the accident airplane pass overhead in a right turn. They reported that the engine noise did not sound normal. Two of the witnesses noted grayish black smoke emanating from the airplane. The airplane then rolled left and descended nose down into the front yard of a residence. Review of maintenance records revealed the airplane underwent an annual inspection and extensive maintenance about 3 months prior to the accident. One of the maintenance issues was to troubleshoot the right engine that was reportedly running rough at cruise. During the maintenance, the right engine fuel pump, metering valve, and fuel manifold were removed and replaced with overhauled units. Additionally, the right engine fuel flow was reset contrary to procedures contained in an engine manufacturer service information directive; however, the fuel pump could not be tested due to thermal damage and the investigation could not determine if the fuel flow setting procedure contributed to the loss of power on the right engine. On-scene examination of the wreckage and teardown examination of both engines did not reveal any preimpact mechanical malfunctions. Teardown examination of the right propeller revealed that the blades were not at or near the feather position, which was contrary to the emergency procedure published by the manufacturer, to secure the engine and feather the propeller in the event of an engine power loss. The right propeller exhibited signatures consistent with low or no power at impact, while the left propeller exhibited signatures consistent of being operated with power at impact.

Private Colombian

Sole on board, the pilot was performing an illegal flight with a bag containing 25 kg of cocaine. While trying to land on a private airstrip in Punta Ocote, the twin engine aircraft hit tree tops and crashed on a road, killing an 18 years old motorcyclist. The aircraft was destroyed by a post crash fire and the pilot escaped uninjured.

Private Ecuadorian

While cruising in poor weather conditions, the twin engine aircraft impacted trees and crashed in a wooded an hilly terrain located in the Santa Rosa del Toachi Mountain Range. The wreckage was found few hours later and the pilot, sole on board, was killed.

Aero Klub Ban

The crew departed Zagreb Airport on a training flight to Zadar. While descending to Zadar Airport, he encountered marginal weather with icing conditions. At an altitude of 6,500 feet in clouds, the aircraft lost height and crashed in the Velebit Mountain Range. The aircraft was destroyed by impact forces and all four occupants were killed.

Getro

On approach to Bratislava-Ivanka-Milan Ratislav Štefánik Airport, the twin engine aircraft crashed in an open field located few kilometres from the airport, bursting into flames. All three occupants were killed. Weather conditions were marginal at the time of the accident.

CPRT Investment

The pilot departed his home airport at 0502 and landed at another airport where he picked up employees of a marketing company to fly them to an out of state meeting. The accident occurred at 2003 shortly after taking off on the return trip to fly the employees back home. Shortly before departure a fourth passenger was added to the flight after his commercial flight was cancelled. A person who worked for the fixed base operator at the departure airport stated the pilot looked tired or just ready to go home. The pilot received his clearance for the IFR flight prior to takeoff. The pilot misread the clearance back to the controlled and was corrected. Radar data showed the pilot initially flew the assigned south-southwest heading prior to the airplane turning right to a westerly heading. The controller queried the pilot and issued a heading to intercept the VOR. The pilot corrected the heading and shortly thereafter the airplane once again began a right turn back toward the west. The airplane continued to climb throughout the heading changes. Radar data showed the airplane then began another left turn during which time it entered a spiraling rapid descent. According to weather data, the airplane was in instrument meteorological conditions when this occurred. The airplane impacted the terrain in an open cornfield. Weight and balance calculations indicate the airplane was at least 383 pounds over gross weight. Post accident inspection of the airplane and engines did not reveal any preexisting failure/malfunction.

Aerowest Flugcenter

Whilst on a cargo flight from Braunschweig, Germany, to Oxford, England, when approximately 30 nm from the English coast, the right engine started to run roughly. On checking the fuel gauges, the pilot observed that they were indicating in the ‘red sector’. The right engine subsequently stopped, shortly followed by the left engine. The aircraft then glided from FL100 towards the Suffolk coast and ditched in the sea approximately 9.5 nm southeast of Aldeburgh. The pilot was able to abandon the aircraft, which sank quickly. He was rescued from the sea some 18 minutes later by a Royal Air Force Search and Rescue helicopter and taken to hospital, where he was found to have suffered a fractured a vertebra. The investigation determined that the aircraft had run out of fuel, due to insufficient fuel for the intended journey being on-board the aircraft at the start of the flight.

Private British

The aircraft was completing a day VFR flight from Durham Tees Valley Airport to Denham Airfield. As the pilot turned on to the final approach for Runway 06, the right engine ran down. The pilot attempted to increase power on the left engine but it did not appear to respond. The airspeed decayed and the right wing dropped. The aircraft descended into a wooded area short of the runway, seriously injuring all those on board. The investigation identified that fuel starvation of both engines was the cause of the accident.

Aircraft Guaranty Corporation Trustee

The twin engine aircraft departed Regensburg-Oberhub Airport in the morning on a flight to Mannheim City. About 15 minutes prior to arrival, the pilot cancelled his IFR flight plan and started the descent under VFR mode. On approach, at an altitude of 1,700 feet and at a speed of 110 knots, the aircraft struck tree tops and crashed in a wooded and hilly terrain located east of Dossenheim, about 15 km southeast of Mannheim Airport, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and the pilot, sole on board, was seriously injured. He died from his injuries two weeks later.

Private German

Upon landing at Rottweil-Zepfenhan Airport, during the last segment, at a height of about 5-10 metres, the aircraft rolled to the left. The pilot initiated a go-around procedure when control was lost. The aircraft crashed and burned. The pilot was injured.

Twin Cities Air Service

While in cruise flight, at 6,000 feet, the left engine lost power. The pilot attempted a restart of the engine, but only about one-half rotation of the left engine propeller was observed, and the engine was secured. The pilot stated that he was unable to maintain altitude and initiated a decent. He requested and was cleared for an instrument approach at an airport where the weather conditions were, 1/4 statute mile of visibility, fog, and a vertical visibility of 100 feet. On the approach, at the minimum descent altitude, the pilot executed a missed approach. As the airplane climbed, the pilot reported to the controller that the 'best altitude [he] could get was 2,200 feet.' A second approach was initiated to the reciprocal runway. While on the second approach, the pilot 'was going to fly the aircraft right to the runway, and told the controller so.' He put the gear down, reduced power, and decided there was 'no hope for a go-around.' He then 'flew down past the decision height,' and about 70-80 feet above the ground, 'added a little power to smooth the landing.' The pilot also stated, 'The last thing I remember was the aircraft nose contacting the runway.' A passenger stated that once the pilot could not see the runway, [the pilot] 'applied power, pitched the nose up,' and attempted a 'go-around' similar to the one that was executed on the first approach. Disassembly of the left engine revealed that the crankshaft was fatigue fractured between connecting rod journal number 2 and main journal number 2. Review of the pilot's operating handbook revealed that the single engine service ceiling, at a weight of 4,800 pounds, was 11,700 feet. The average single engine rate of climb, at a pressure altitude of 6,000 feet, was 295 feet per minute. The average single engine rate of climb, at a pressure altitude of 1,625 feet, was 314 feet per minute. Review of the ILS approach plate for Runway 34 revealed that the decision height was 200 feet above the ground.

Neville A. Lewis

The airplane departed Houston, Texas, for a VFR flight to San Diego, California. The pilot in the left seat said that they originally planned to purchase fuel at Gila Bend, Arizona, but were told that the fueling was closed. The left seat pilot said they elected to land at a private airstrip and made arrangements to have an individual drive to Casa Grande airport to purchase fuel for them. The left seat pilot said they were worried about adequate runway length, so they elected to only purchase 65 gallons of fuel for the remainder of the flight to San Diego. En route to San Diego, the right seat pilot obtained weather for the destination from FSS and was advised of 1,000-foot overcast ceiling. The right seat pilot then requested and received an instrument clearance. The TRACON controller advised the pilot of the accident airplane that he would have to keep speed up due to jet traffic or be given delay vectors for traffic spacing. The pilot told ATC that they were fuel critical and later said they had about 45 minutes to 1 hour of fuel. The right seat pilot was cleared for the localizer runway 27 approach. Approximately 18 minutes later, the pilot elected to do a missed approach because he was too high to land and moments later told San Diego radar that he was fuel critical and only had about 5 minutes of fuel left. San Diego radar began to give the pilot vectors to the closest airport and told the pilot not to descend any further. The right seat pilot replied that they were a glider and later told San Diego police that they had run out of fuel. There were no discrepancies noted with either the airframe or the engines during the postaccident aircraft examination.

G-BSPF Crusader Group

The aircraft was en route from Sheffield City Airport to Nottingham where it was based. The pilot joined the traffic zone at Burton Joyce, an unofficial but well used Visual Reporting Point, at a height of about 1,000 feet. The weather was fine with good visibility and the pilot took the opportunity to view the house of the aircraft's co-owner located in the vicinity of Burton Joyce. While orbiting the house, the pilot felt a moderate 'bumping' sensation which he attributed to thermal activity rather than pre-stall buffet. The left wing suddenly dropped and the aircraft rolled through the vertical. The pilot applied corrective rudder and moved the control column forward which rolled the aircraft erect but he was unable to arrest the rate of descent because the engines did not appear to be developing full power. He therefore elected to carry out a forced landing with the landing gear retracted. On approaching the field, the aircraft struck a telegraph pole, yawed to the left and landed with a very high rate of descent before coming to a halt after a short ground slide. The pilot was unable to evacuate the aircraft because of his injuries but was rescued by local people who were quickly on the scene. There was no fire. The pilot stated that at the time the aircraft departed from normal flight, he was flying at about 100 kt with 60° of bank. The basic stalling speed of the aircraft in the configuration at the time was about 70 kt. Application of the correction for load factor in the turn would have given a stalling speed of 100 kt. The majority of eye witnesses stated that the aircraft was very low at the point at which it departed from normal flight, probably in the region of 300 feet above ground level.

Dean E. Sorensen

Radar data indicated that the aircraft completed a figure-eight maneuver at about 3,000 feet AGL, with an estimated airspeed of 140 knots and approximate 40 degree bank angle before leveling out at the completion of the maneuver. The radar data then indicated level flight before a rapid descent. A witness reported observing the aircraft in visual conditions and flying at a high altitude and that it 'appeared fast.' The witness stated that he observed the aircraft make a wide, shallow left turn, then turn back the other way. The nose of the aircraft then started to gradually lower, and the airplane eventually came straight down and started to spin. The witness lost sight of the airplane behind hilly terrain and he did not see the impact. Postaccident examination of the wreckage indicated that the aircraft collided with the terrain in a slight nose-down attitude, located in a gully with approximate 30 degree bank angle. The aircraft then slid downhill to the right and came to rest with the fuselage upright and the empennage was twisted to the right and inverted. No evidence was found to indicate a mechanical failure or malfunction.

Ray Steves and Associates

The instrument rated private pilot departed on a night ifr cross country flight into forecasted icing conditions. During the approach at his destination airport, the pilot requested lower altitude to attempt to breakout from the weather. After being assigned 3,100 feet and obtaining a clearance for the ILS approach, the pilot cancelled ifr during descent and proceeded visually for the airport. The aircraft operated in an area of reported freezing rain and ice pellets, with fog and drizzle. Control was lost during the turn from base to final approach. Both occupants were killed.

Sawyer Aviation

On July 4, 1993, about 0320 hours mountain standard time, a Cessna T303, N9667C, collided with terrain about 2,000 feet short of the approach end of runway 21 at Ernest A. Love Field in Prescott, Arizona. The airplane was destroyed. The commercial pilot and four passengers were fatally injured. The airplane was being operated as a personal flight. The local flight departed Love Field about two minutes before the accident. Night visual meteorological conditions prevailed at the time. The accident airplane arrived at Love Field about 2300 hours on July 3, 1994. An airport operations specialist employed by the City of Prescott greeted the airplane to see if the pilot needed fuel. Three males got out of the airplane, one of which was carrying a can of beer. One occupant of the airplane replied to the operations specialist fuel inquiry and stated, "Not right now, maybe later or in the morning." The operations specialist asked the three men if they had a place to stay and they indicated they were meeting friends. The night manager of the Airport Centre Motel, located off the west boundary of Love Field, noticed the three men walking from the airport 2330 hours on July 3, 1994. The motel manager stated all three men were drinking beverages from cans. The manager was unable to state the type of beverages they were drinking. At 2300 hours, July 3, 1994, the girl friend of one of the airplane's passengers received a call from her boy friend requesting a ride from Love Field to "downtown" Prescott. The girlfriend met her boy friend with two other friends. According to the girl friend, all three men were holding beer cans. The girl friend dropped the men off in the downtown area with plans to meet later. Approximately 0100 hours July 4, 1993, three females were leaving the Palace Saloon in downtown Prescott. The women were approached by three men on the sidewalk. One of the men identified himself as a pilot to the women. One of the women did not believe him and being associated with pilots in the past she asked him, "How many hours do you need [from] bottle to throttle?" The pilot responded, "Eight, but I guess I will have to break that rule tonight." The six walked on the sidewalk continuing the conversations. The woman who previously challenged the pilot walked along side him. She described him as quiet, friendly, not intoxicated, and at one point apologetic for being quiet. The pilot expounded on his quietness by stating he was very tired, and that he had been in Laughlin, Nevada, the night before, worked all day, rented the airplane, and then flew to Prescott. As the evening progressed, the group went to a restaurant, ate, and walked to the women's hotel. The men solicited a ride to the airport and the women agreed. During the ride to the airport, two of the men were talkative but the pilot remained quiet. The pilot was observed closing his eyes with his head back. The group arrived at the airport about 0245 hours. The men offered to show the women the airplane. The pilot opened the airplane and moved into the cockpit. The woman, who earlier challenged the pilot, asked one of the other men, "Why is the pilot so quiet, is he drunk?" The other man said, "No, he only had a few drinks." The woman then heard the pilot and the other man talking in the cockpit. The pilot was trying to turn on the pilot-controlled airport lighting. The woman heard the other man tell the pilot to "stop clicking the button so many times, and that it was supposed to be three clicks and then stop." The men then offered the women a 10-minute ride in the airplane. The woman who earlier challenged the pilot refused. Her two friends accepted and got into the airplane and she went back to their vehicle and waited. At 0254 hours, the pilot contacted the Prescott Flight Service Station (FSS) on frequency 122.4 Mhz and asked about the pilot- controlled lighting system. The pilot indicated that he tried to activate the lights but was unsuccessful. After consulting the Airport/Facility Directory, the air traffic control (ATC) specialist informed the pilot the lights were pilot activated on frequency 125.3 Mhz. The ATC specialist then heard seven "clicks" on 122.4 Mhz. He advised the pilot that he was still on 122.4 Mhz. The pilot replied, "Thank you, sir, we got 'em." At 0259 hours, the ATC specialist asked the pilot if he needed any further assistance. The pilot indicated that further assistance was not needed. The ATC specialist then issued the Prescott altimeter setting, 29.92 inHg, and asked the pilot if he had the flight precaution for turbulence. The pilot responded he did not. The ATC specialist issued AIRMET Tango for occasional moderate turbulence below 20,000 feet. The pilot then acknowledged he had received it. There were no further communications between the pilot and the Federal Aviation Administration ATC specialist. FAA radar data from Albuquerque Center tracked a single aircraft in the Love Field traffic pattern at 0319 hours. The radar data listed ten positions corresponding to right traffic off runway 21. The radar data indicates the tracked airplane reached an altitude of 6,500 feet mean sea level (msl), or about 1,500 feet above the ground.

Private German

The twin engine aircraft departed Lugano-Agno Airport at 1037LT on a private flight to Bielefeld, carrying four passengers and one pilot. The aircraft continued to the north and climbed to the assigned altitude of 15,000 feet that was maintained until over Ambri. Then, the aircraft lost 500 feet and its speed varied between 150 and 95 knots. ATC instructed the pilot to climb to FL150 when three minutes later, the aircraft lost 800 feet then disappeared from radar screens. The wreckage was found two days later on the southern slope of Mt Piz Ault, Graubünden. The aircraft was totally destroyed by impact forces and all five occupants were killed. At the time of the accident, weather conditions were poor with a northerly wind gusting to 50 knots and a visibility reduced to 200 metres due to snow falls. Severe icing conditions were reported with significant atmospheric turbulences on airway A9.

Private British

The aircraft had departed Exeter on a flight to Guernsey when, during the climb to FL35, a slight smell of fumed was noticed in the cockpit. By the time the aircraft had passed SKERRY, by some four to five nm, smoke was seen coming from under the right hand instrument panel. The pilot asked the passenger to investigate the source, but he reported that he could see no burning. The pilot then informed Jersey control of their situation and advised that he was returning direct to Start Point, the nearest land on the coast. After changing to Exeter Radar, the pilot initiated a descent in case an immediate ditching should prove necessary, and briefed his passenger to don a life-jacket. He also directed the passenger to sit at the rear of the cabin, adjacent to the door, so that he would be ready to deploy the life-raft through the upper half of the door if they had to ditch. As the density of the smoke and fumes increased, the pilot elected to carry out a controlled ditching, fearing that if he tried to reach the coast he would be overcome by the fumes. However, he stated that he was reluctant to open the cabin air vents in case this escalated any hidden fire, and he did not turn off the master switch since he required the radios to maintain contact with Exeter Radar. The pilot transmitted a Mayday call, giving a full position report, and at 200 feet amsl he shut down both engines and feathered the propellers. He estimated the sea-well was between eight and ten feet but, since a strong wind was blowing (20 knots), he decided to land into-wind. The aircraft contacted the water at approximately 70 knots, plunging into a swell which generated an impact which the pilot later described as 'tremendous'.The aircraft, however, floated for some one and a half minutes before sinking, enabling both occupants to safely escape from the rear door. The pilot reported that, once in the water, it took them an estimated 20 minutes to get the life-raft inflated, but their life-jackets provided adequate support during this period. Although the pilot advised that flares and a handheld radio were being carried on board the aircraft, these were lost during the ditching. After approximately 45 minutes, an SAR helicopter from RAF Chivenor arrived on scene, recovered both survivors, and took them to hospital in Exeter. The pilot, who was wearing a lap and diagonal restraint, and the passenger, who was wearing only a lap strap, were largely uninjured.

Embry-Riddle Aeronautical University

During an NDB approach in instrument conditions with the landing gear extended, the fire warning light for the right engine illuminated. The right engine was shut down and a missed approach was initiated; however, the landing gear would not retract and the aircraft would not maintain altitude. As it descended into the top of an overcast at an altitude of about 600 feet, the pilots tried to restart the engine, but to no avail. Subsequently, the aircraft descended below the clouds at an altitude of about 150 feet to 170 feet. As the instructor (cfi) landed the aircraft in an open field, the nose gear encountered soft dirt and the aircraft nosed over. An exam revealed that an electrical power jumper wire between 2 bus bars had become chafed and shorted. The left and right isolation circuit breakers and the bus tie circuit breaker were found in the tripped (open) position. This resulted in a false fire warning light and prevented the landing gear from being retracted.

Amspray Sales Corporation

The pilot obtained two weather briefings and filed an IFR flight plan to El Paso, TX. He was not instrument rated. The aircraft departed Englewood at 1959 and disappeared from radar at 2010. The crash site was 11- 1/2 miles southeast of the Kiowa vortac and 36 miles southeast of Englewood. Radar showed a 15-miles wide band of snow showers southeast of the Kiowa vortac. Ground witnesses reported blizzard conditions. Pilot medical certificate stated, 'not valid for night flight or by color control.' Pilot autopsy also disclosed 'myxomatous alteration of the mitral valve, consistent with mitral valve prolapse (floppy mitral valve).' Both occupants were killed.

Honda

Three student pilots and one instructor were on board this Crusader to complete a training mission. While in cruising altitude under VFR mode over the north part of the Ariake Sea, the pilot-in-command lost control of the aircraft that entered a dive and crashed 3,6 km south of the Suminoe harbor. The aircraft disintegrated on impact and all four occupants were killed.

Aviones de Colombia

The twin engine aircraft departed Bogotá-El Dorado on a short flight to Bogotá-Guaymaral Airport located 15 km to the north. Shortly after takeoff, while climbing, the aircraft went out of control and crashed in the district of Engativá located less than one km northeast of the airport. Both occupants were killed while there was no casualties on the ground.

Steel City Aviation

N4877V arrived over Clarion County Airport at about 2100 hours, and commenced a visual approach for landing. Marginal visual weather conditions prevailed at the time of the accident. The flight was observed by another pilot waiting on the ground for the aircraft. This pilot reported that the aircraft was seen through a break in the clouds as it turned left, southwest, as if to establish a left downwind for runway 05. The aircraft was located in a wooded area southwest of the airport. An examination of the wreckage failed to indicate any malfunction or system failure. The aircraft impacted the ground in a nose low attitude and the wreckage was confined to an area indicative with a stall type accident. The pilot, sole on board, was killed.

Gunnell Aviation

The aircraft collided with trees during a forced landing following a loss of power. The student pilot stated the flight was normal until a 'violent right yaw' developed when the throttles were advanced to recover from a practice stall. As the cfi took over the controls and attempted recovery a 'substantial loss of power' occurred on both engines. A forced landing was made in a field during which the left wing contacted trees and the aircraft was engulfed in flames. Post accident examination of the left engine failed to disclose any discrepancies. Discrepancies were noted on the right engine. 1) The fuel controller fuel line 'tee' fitting was cracked around 50% of its circumference. (ductile overload). 2) The turbocharger gasket on the inlet side of the turbine showed leakage around 70% of the gasket are. The aircraft had a history of symptoms of fuel vaporization which subsided with use of the aux fuel pump as the engine manufacturer suggests. It is unknown if the aux pump was used during this accident.

Eugene F. Young

The pilot stated that after takeoff from runway 23, he noticed oil coming from the left engine. He initiated a turn to land on runway 05 but was unable to line up with the runway. He elected to go-around and when he added full power the left engine oil pressure went to zero psi. The pilot feathered the left engine and a single engine go-around was attempted. The landing gear and flaps were not retracted and the aircraft crashed 2 miles northeast of the airport and was destroyed by post crash fire. The origin of the oil leak could not be determined due to the extent of the fire damage. The pilot, sole on board, escaped with minor injuries.

Private Colombian

While cruising in marginal weather conditions, the twin engine airplane struck the slope of Mt La Linea located in the region of Pueblo Rico. The aircraft was destroyed and all three occupants were killed. They were engaged in an drug smuggling flight.

Superstition Air Service

Pilot took off from Scottsdale at 1934 mst for a 13 nm flight to reposition the aircraft to home base. Within minutes the pilot advised ATC that he was 6 miles out with minimum fuel and requested no delay. He then asked for clearance to runway 22R and was cleared to land on runway 22R, at 1943 mst the pilot advised the tower that he was not going to make the runway. Both engines had stopped due to fuel exhaustion and the pilot made a forced landing 1/4 mile from the approach end of runway 22R in a level dirt area. The pilot reported the aircraft contained 120 lbs of fuel upon departure from Scottsdale and no low fuel warning was received. The pilot's operating handbook states the low fuel warning light should illuminate when there is less than 60 gallons of fuel in either tank or when there is less than 120 gallons total fuel on board. The manual also stated the aircraft burns 170 gph at 70 percent power. The pilot, sole on board, was seriously injured.

Key Airlines

Before takeoff, the pilot received a weather briefing and filed an IFR flight plan to Idaho Falls, ID at 13,000 feet. He took off at 1804 pst. At 1814 pst, just prior to calling level at 13,000 feet, he reported he was encountering light turbulence and light rime ice. Approximately four min later, the pilot reported experiencing heavy vibrations. He requested and received a clearance to return to Portland and descend to 7,000 feet. Shortly after that, the aircraft entered a tight descending turn which the pilot reported he was having difficulty arresting. He reported regaining directional control at 6,000 feet and said the aircraft had a heavy load of ice. Shortly thereafter, the aircraft crashed in mountains at the 3,130 feet level. Due to damage from impact and wreckage retrieval, the preimpact condition of all deicing components was not verified. The aircraft was not certified for flight in known icing conditions. Moderate mixed icing condition and moderate turbulence were forecast. The pilot was briefed there had been reports of moderate icing thru-out the area. All five occupants were killed.