Cessna 402

University Research Foundation

W. J. Medical Consulting

Gabriel Antonio Novey

Noble Air Charter

The twin engine airplane departed Miami-Opa Locka on a charter flight to Chub Cay, carrying one passenger and one pilot. While approaching Berry Islands, the pilot reported engine problems and attempted to ditch the airplane few km offshore. Both occupants were injured and rescued while the airplane sank and was lost. It appears it sank by deep sea.

Cape Air

On September 9, 2021, about 1527 eastern daylight time, a Cessna 402, N88833, was substantially damaged when it was involved in an accident near Provincetown, Massachusetts. The pilot and the six passengers were seriously injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 135 as a scheduled passenger flight. The flight was being operated by Cape Air (flight 2072) and was on an instrument flight rules flight plan from Boston-Logan International Airport (BOS), Boston, Massachusetts to Provincetown Municipal Airport (PVC), Provincetown, Massachusetts. The flight departed BOS about 1504. The pilot was cleared by air traffic control for the ILS RWY 7 instrument approach procedure into PVC. Another Cape Air pilot was holding short of runway 25, waiting for the accident airplane to land. He said the captain of accident airplane contacted him over the airport’s common traffic advisory frequency to ask if the airport lights were on. The pilot holding short responded that the lights were on, that the visibility had improved, and that the rain was subsiding. The pilot holding short first saw the accident airplane after it had landed and was about halfway down the 3,502-ft-long runway. As the airplane got closer to his position, he could tell that it was traveling “a little faster than it should be.” The pilot could not estimate the airplane’s speed, but it was traveling faster than he would have expected, and he knew it would not have room to stop on the remaining runway. The airplane then took off and entered a slow climb. The pilot holding short said the attitude of the airplane appeared normal, but it was climbing slower than he thought it should. The airplane cleared the localizer antennas at the far end of the runway, then the perimeter fence, before it struck trees. The airplane disappeared into the trees, and he then saw a ball of flames. A preliminary review of airport surveillance video revealed it was raining heavily at the time the accident airplane landed. As the airplane touched down on the runway, a splash of water was observed. During the landing rollout, as the airplane passed the airport’s windsock, the windsock’s movement was consistent with the airplane landing with a tailwind. The airplane then began to climb as it neared the end of the runway. The airplane entered a shallow climb and collided with trees. The airplane disappeared into the trees and shortly after a large fireball was observed. Examination of the accident site revealed that the airplane came to rest upright approximately 200 ft from its initial contact with the trees. A postimpact fire consumed portions of the left and right wings. All major components of the airplane were accounted for at the accident site. The airplane was retained for further examination. The pilot held an airline transport pilot certificate with a rating for airplane multiengine land. He also held a commercial pilot certificate with a rating for airplane single engine land. In addition, the pilot held a flight instructor certificate with ratings for single and multiengine airplanes, and instrument airplane. His most-recent Federal Aviation Administration firstclass medical certificate was issued on April 2, 2021. The pilot reported a total of 17,617 flight hours, of which, 10,000 hours were in the Cessna 402. The weather conditions reported at PVC at 1537 included wind from 210 degrees at 10 knots, visibility 3 miles in heavy rain and mist, few clouds at 200 ft, an overcast ceiling at 500 ft, temperature 21 degrees C, dewpoint 21 degrees C, and a barometric altimeter setting of 29.79 inches of mercury.

Paraguay Air Force - Fuerza Aérea Paraguaya

On final approach to Asunción-Silvio Pettirossi Airport, the twin engine aircraft crashed on a parking place and burst into flames. A passenger was seriously injured while seven other occupants were killed.

Private Australian

On 26 July 2020, at 12:46 local time (02:46 UTC), a Cessna 402C aircraft, registered VH-TSI collided with trees during an aborted take-off at an uncommissioned field near Papa-Lealea, about 16 nm North-West of Port Moresby, Papua New Guinea. The pilot, during interview with the AIC, stated that he departed at 09:30 that day from Mareeba Airport, Queensland Australia and tracked towards the North North-East with a planned track set slightly left of Jacksons International Airport, Port Moresby, National Capital District, Papua New Guinea. As the aircraft neared the Southern shoreline (within the Caution Bay area), he diverted left and began tracking towards the North West along the coast in order to avoid flying over villages in the area. He subsequently crossed over land before turning back to approach the intended landing field. As the aircraft approached to land, the outboard section of the left wing was clipped by a tree and separated from the aircraft. According to the pilot, he continued on with the approach and landed on the field at about 12:20. The pilot reported that he had flown to and within Papua New Guinea in the past and was familiar with the area and airspace. He confirmed that after departing Mareeba, he switched off the transponder. After shutting down the aircraft, the aircraft was refuelled with jerrycans full of fuel (AvGas) and loaded with cargo by persons waiting on the ground. The pilot reported that he estimated that a distance of 800 m would be required for the take-off. According to the pilot, at about 12:40, he lined up and commenced his take-off roll from the Southern end of the field. As the aircraft lifted off, he noticed that the airspeed indicator (ASI) was not working. He also observed that the aircraft was not achieving a positive rate of climb. He subsequently pulled the throttles back and manoeuvred the aircraft back towards the ground. The aircraft touched down with a speed that the pilot described as higher than normal, with about 400 m of usable field remaining. The aircraft continued off the end of the field and into the bushes clipping trees along the way until it came to rest. The pilot informed the AIC that he was the sole occupant of the aircraft, and sustained minor injuries as a result of the occurrence. The aircraft was substantially damaged. The investigation confirmed that the fire to the left wing and engine was a post-accident event and was deliberate. The pilot was later arrested and a load of 500 kilos of cocaine distributed in 28 bales was found at the scene.

Private American

According the commercial pilot and a flight instructor rated check pilot, they were conducting their first long-duration, aerial observation flight in the multiengine airplane, which was recently acquired by the operator. They departed with full fuel tanks, competed the 5-hour aerial observation portion of the flight, and began to return to the destination airport. About 15 miles from the airport, the left engine fuel warning light illuminated. Within a few seconds, the right engine stopped producing power. They attempted to restart the engine and turned the airplane toward an alternate airport that was closer. The pilots then turned on the electric fuel pump, the right engine began surging, and soon after the left engine stopped producing power. They turned both electric fuel pumps to the low setting, both engines continued to surge, and the pilots continued toward the alternate airport. When they were about 3 miles from the airport, both engines lost total power, and they elected to land on a highway. When they were a few feet above the ground, power returned briefly to the left engine, which resulted in the airplane climbing and beginning to roll. The commercial pilot pulled the yoke aft to avoid a highway sign, which resulted in an aerodynamic stall, and subsequent impact with trees and terrain. The airplane sustained substantial damage to the wings and fuselage. Although both pilots reported the fuel gauges indicated 20 gallons of fuel remaining on each side when the engines stopped producing power, the flight instructor noted that there was no fuel in the airplane at the time of the accident. In addition, according to a Federal Aviation Administration inspector who responded to the accident site, both fuel tanks were breached and there was no evidence of fuel spillage.

Aerotax

En route from Ciudad del Este to Asunción, the pilot encountered technical problems and reduced his altitude to attempt an emergency landing. The twin engine airplane belly landed in a prairie and slid for few dozen metres before coming to rest. All four occupants evacuated safely and the aircraft was damaged beyond repair.

AC Research Inc.

The private pilot was conducting a local, personal flight. The pilot reported that he checked the weather conditions at three local airports before the flight but stated that he did not trust the wind reports. He added that he did not get a preflight weather briefing. Once at the destination airport, he conducted two go-arounds due to gusting wind conditions. During the third attempted landing, he made a steep approach at a normal approach speed and flared the airplane about midway down the 3,000-ft-long runway. The airplane floated down the runway for much longer than the pilot expected before touching down. Despite applying maximum braking, there was insufficient remaining runway to stop, and the airplane skidded off the runway, impacted trees, and subsequently caught fire, which resulted in substantial damage to the airframe. The wind conditions reported at an airport located about 13 miles away included a tailwind of 16 knots, gusting to 27 knots. Given the tailwind conditions reported at this airport and the pilot's description of the approach and landing, it is likely that the pilot conducted the approach to the runway in a tailwind that significantly increased the airplane's groundspeed, which resulted in a touchdown with insufficient runway remaining to stop the airplane, even with maximum braking.

Aeroejecutivos Colombia - Aeroservicios Ejecutivos de Colombia

The twin engine aircraft was departing Bahía Solano-José Celestino Mutis Airport on a flight to Quibdó, carrying seven passengers and two pilots. During the takeoff roll on runway 36, the airplane deviated to the right and veered off runway. While contacting soft ground, the right main gear collapsed. The aircraft rotated and came to rest in a grassy area about 5 metres to the right of the runway. All 9 occupants evacuated safely and the aircraft was damaged beyond repair.

Noble Air Charter

The pilot departed on the non-scheduled passenger flight with one passenger onboard; the flight was the 3rd leg of a 4-leg trip. About 13 minutes after departure, he advised air traffic control that the airplane was “fuel critical” and requested vectors to the nearest airport, which was about 7 miles away. Both engines subsequently lost total power and the pilot performed a forced landing on a street about 2 miles from the airport, during which the airplane collided with two vehicles. Examination of the airplane revealed substantial damage to the fuel tanks, with evidence of a small fire near the left wingtip fuel tank. Fuel consumption calculations revealed that the airplane would have used about 100 gallons of fuel since its most recent refueling, which was the capacity of the main (wingtip) tanks. Both fuel selectors were found in their respective main tank positions. Given the available information, it is likely that the pilot exhausted all the fuel in the main fuel tanks and starved the engines of fuel. Although the total amount of fuel on board at the start of the flight could not be determined, had all tanks been full, the airplane would have had about 63 gallons remaining in the two auxiliary tanks at the time of the accident. The auxiliary fuel tanks were breached during the accident and quantity of fuel they contained was not determined. Examination of the engines revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

Theresa Madeline

The commercial pilot stated that, shortly after taking off for a cross-country, personal flight and while accelerating, he noticed high airplane nose-down control forces and that the airplane became increasingly difficult to control. He used manual trim to attempt to trim out the control forces and verified that the autopilot was not engaged; however, the nose-down tendency continued, and the pilot had trouble maintaining altitude. During the subsequent emergency landing, the airframe sustained substantial damage. Postaccident examination of the airplane revealed that the elevator trim push rod assembly was separated from the elevator trim tab actuator, and the end of the elevator trim push rod assembly was found wedged against the elevator's main spar. The elevator trim indicator in the cockpit was found in the nose-up stop position; however, the elevator trim tab was deflected 24° trailing edge up/airplane nose down (the maximum airplane nose-down setting is 6°). A drilled bolt was recovered from inside the right elevator; however, the associated washer, castellated nut, and cotter pin were not found. Examination of the bolt revealed that the threads were damaged and that the bolt hole on one of the clevis yoke halves exhibited deformation, consistent with the bolt separating. About 2 weeks before the accident, the pilot flew the airplane to a maintenance facility for an annual inspection. At that time, Airworthiness Directive (AD) 2016-07-24, which required installation of new hardware at both ends of the pushrod for the elevator trim tab, was overdue. While the airplane was in for the annual inspection, AD 2016-07-24 was superseded by AD 2016-17-08, which also required the installation of new hardware. The ADs were issued to prevent jamming of the elevator trim tab in a position outside the normal limits of travel due to the loss of the attachment hardware connecting the elevator trim tab actuator to the elevator trim tab push-pull rod, which could result in loss of airplane control. While in for the annual inspection, the airplane was stripped and painted, which would have required removal of the right elevator. Although the repair station personnel indicated that they did not disconnect the elevator trim pushrod from the elevator trim tab actuator when they painted the airplane, photographs taken of the airplane while it was undergoing inspection and painting revealed that the pushrod likely had been disconnected. The repair station owner reported that he reinstalled the right elevator and the elevator trim pushrod after the airplane was painted; however, he did not replace the hardware at either end of the pushrod as required by the ADs. Subsequently, the airplane was approved for return to service. After the annual inspection, no work, repairs, or adjustments were made to the elevator trim system. The airplane had accrued about 58 hours since the annual inspection at the time of the accident. Although reusing the self-locking nut might have resulted in it coming off by itself, the cotter pin should have prevented this from happening. Therefore, although the castellated self-locking nut, washer, and cotter pin normally used to secure the elevator trim pushrod at the elevator trim tab actuator were not found, given the evidence it is likely that the hardware, which was not the required hardware, was not properly secured at installation, which allowed it to separate in flight. It is also likely that the pushrod assembly then moved aft and jammed in a position well past the maximum nose-down trim setting, which rendered controlled flight impossible.

Tropical Transport Services

The aircraft was flying from St Thomas in the US Virgin Islands to Virgin Gorda (VIJ) in the British Virgin Islands. There were eight passengers on board, together with the pilot. It was the pilot’s eleventh flight of the day, and his fourth flight to Virgin Gorda. All these flights were short, with the longest flight being about 40 minutes duration and the shortest just a few minutes. The flight from St Thomas to Virgin Gorda took 35 minutes. The weather in Virgin Gorda was excellent with a light easterly wind and little cloud. The pilot commenced his approach to Virgin Gorda using his usual turning and configuration points. The aircraft touched down normally on runway 03 and the pilot retracted the flaps before applying the brakes. The brakes responded, although the pilot commented that the right brake did not seem to respond as positively as he expected. The pilot reapplied the brakes but the left brake pedal “flopped to the floor”. Judging he had insufficient room to abort the landing, the pilot continued to pump the brakes which he did not consider to be responding. He shut down the engines before the aircraft left the paved surface, struck signage and then a low wall before coming to rest on a bank. The pilot vacated the aircraft through the side window and then opened the main door to allow the passengers to exit the aircraft. None of the occupants was injured. The aircraft was extensively damaged.

Private Venezuelan

En route from Porlamar to Charallave, while cruising at an altitude of 3,000 feet, both engines failed simultaneously. The pilot reduced his altitude and ditched the aircraft 33 km north of Barcelona. All three occupants evacuated safely and found refuge in a lifeboat. They were rescued an hour later by Venezuelan coastguard. The aircraft sank and was lost.

Private Colombian

Shortly after takeoff from Acandí-Alcides Fernandez Airport, while in initial climb, the twin engine aircraft stalled and crashed in a house located in the district of Miramar, near the airport. The pilot and a passenger were killed and eight other occupants were injured. There were no victims on the ground and the aircraft was destroyed.

Aeroexpress

The twin engine airplane departed Bogotá-Guaymaral Airport on a local training flight, carrying one passenger, one instructor and one pilot who was following his initial training. While descending to the airport from the north for an approach to runway 11, the crew encountered technical problems with the engine and declared an emergency. While trying to make an emergency landing, the aircraft collided with power cables and crashed in a garden located about 12 km north of Bogotá-Guaymaral Airport. The aircraft was destroyed by impact forces and all three occupants were killed. There was no fire.

Mardon Inc.

According to the pilot, he checked the fuel gauges before departure and believed he had enough fuel for the flight. As he approached his destination airport, he was instructed by an air traffic controller to enter a 2-mile left base. About 3 miles from the airport, the controller advised him to intercept a 6-mile final. About 1 1/2 miles from the runway, the left engine “quit.” The pilot repositioned the fuel valve to the left inboard fuel tank and was able to restart the engine, but, shortly after, the right engine “quit.” He then attempted to reposition the right fuel valve to the right inboard fuel tank to restart the right engine, but the left engine “quit” again, and the pilot subsequently made a forced landing in a field. An examination of the engine and airplane systems revealed no anomalies that would have precluded normal operation. The left wing fuel tanks were found empty. The right wing was found separated from the fuselage. No evidence of fuel was noted in the right wing fuel tanks, and no evidence of fuel leakage was found at the accident site. The pilot reported that he saw fuel leaking out of the right wing fuel vent after the accident; it is possible that a small quantity of the airplane’s unusable fuel for the right tank could have leaked out immediately after the accident. Although the pilot believed that the airplane had enough fuel onboard for the flight, his assessment was based on his calculations of the airplane’s fuel burn during several short flights he made after having the airplane topped off with fuel the night before the accident; he did not visually check the fuel level in the tanks before departing on the accident flight. The lack of fuel in the fuel tanks, the lack of evidence of fuel leakage, the loss of engine power in both engines, and the lack of mechanical anomalies are consistent with fuel exhaustion.

LeAir Charter Services

On Thursday April 4, 2013 at approximately1:00AM DST (0500 UTC) a fixed wing, twin-engine, Cessna 402C aircraft Bahamas registration C6-BGJ, serial number 402C0106, crashed into obstacles (vehicles) while landing on Runway 06 at Mayaguana International Airport (MYMM), Abraham’s Bay, Mayaguana, Bahamas. The pilot in command stated that on April 3, 2013, he received a call at approximately 9:30PM from the Princess Margaret Hospital requesting emergency air ambulance services out of Mayaguana. The local police on the island was contacted to confirm lighting approval and availability in order to conduct the emergency flight. After confirming lighting arrangements with Nassau Air Traffic Control Services, and obtaining the necessary clearance, the pilot in command, along with a copilot and one passenger, (a nurse), proceeded with the flight to Mayaguana. The flight departed Lynden Pindling International Airport at approximately 1:30PM DST (0330UTC). The destination was Abraham’s Bay, Mayaguana, Bahamas. The pilot in command also reported “about 1 hour and 40 minutes later we arrived at Mayaguana Airport, leveled off at 1500 feet and about 4 miles left base Runway 06, we had the runway in sight via lighting from vehicles.” The crew continued with the landing procedures. The aircraft touch down approximately 300 feet from the threshold on runway 06, the pilot in command reported that prior to the nose gear making contact with the runway “the right wing hit an object (vehicle), causing the aircraft to veer out of control to the right eventually colliding with a second vehicle approximately 300 to 400 feet on the right side (southern) of Runway 06.” The impact of the right wing of the aircraft with the second vehicle, caused the right wing (outboard of the engine nacelle) and right fuel sealed wet wing tank to rupture releasing the aircraft fuel in that wing, which caused an explosion engulfing the vehicle in flames. The force of the impact with the second vehicle caused the right main gear to break away from the aircraft and it was flung ahead and to the left side of the runway approximately 200 feet from the point of impact with the truck. As the right main gear of the aircraft was no longer attached, the aircraft collapsed on its right side, slid onto the gravel south (right) of the runway and somewhere during this process, the nose gear also collapsed. The pilot immediately shut off the fuel valve of the aircraft and once the engines and the aircraft came to a stop, the three occupants evacuated the aircraft. The occupants of the aircraft did not sustain any visible injuries requiring medical attention or hospitalization. However, three (3) occupants of the second vehicle that was struck, were fatally injured. The airplane sustained substantial damages as a result of the impact and post impact crash sequence. The impact with the first vehicle occurred at approximately 427 feet from the threshold of runway 06 and at coordinates 28° 22’30”N and 073° 01’15’W. The flight was operated on an Instrument Flight Rules flight plan. Instrument Meteorological Conditions (night) prevailed at the time of the accident.

Rossi Aerofotogrammetria Brescia

Shortly after takeoff from Rome-Ciampino Airport, while in initial climb, the twin engine aircraft went out of control and crashed in a car demolition, bursting into flames. The aircraft was totally destroyed by impact forces and a post impact fire as well as more than 30 cars. Both crew were killed.

Transcarga International Airways

The twin engine aircraft was performing a cargo flight from Valera-Dr. Antonio Nicolás Briceño Airport to Punto Fijo, carrying one passenger, two pilots and a load consisting of valuables. On approach to Punto Fijo-Josefa Camejo Airport, the crew encountered technical problems and ditched the aircraft off the Amuay refinery. The aircraft sank in shallow water and all three occupants took refuge on the roof of the airplane before being rescued few minutes later.

My Plane

The multi-engine airplane was being repositioned to its base airport, and the pilot had requested to change the destination, but gave no reason for the destination change. Radar data indicated that the airplane entered the left downwind leg of the traffic pattern, flew at pattern attitude, and then performed a right approximate 250-degree turn to enter the final leg of the approach. During the final leg of the approach, the airplane crashed short of the runway into a house located in a residential neighborhood near the airport. According to the airplane's pilot operating handbook, the minimum multi-engine approach speed was 95 knots indicated airspeed (KIAS), and the minimum controllable airspeed was 82 KIAS. According to radar data, the airplane's ground speed was about 69 knots with the probability of a direct crosswind. Post accident examination of the propellers indicated that both propellers were turning at a low power setting at impact. During a controlled test run of the right engine, a partial power loss was noted. After examination of the throttle and control assembly, two o-rings within the assembly were found to be damaged. The o-rings were replaced with comparable o-rings and the assembly was reinstalled. During the subsequent test run, the engine operated smoothly with no noted anomalies. Examination of the o-rings revealed that the damage was consistent with the o-rings being pinched between the corner of the top o-ring groove and the fuel inlet surface during installation. It is probable that the right engine had a partial loss of engine power while on final approach to the runway due to the damaged o-ring and that the pilot retarded the engine power to prevent the airplane from rolling to the right. The investigation found no mechanical malfunction of the left engine that would have prevented the airplane from maintaining the published airspeed.

Acklins Blue Charters - ABC Charters

On October 5, 2010 about 1636 UTC / 12:36pm Eastern Daylight Time (EDT), C6-NLH a Cessna 402C aircraft registered to Lebocruise Air Limited and operated by Acklins Blue Air Charter/Nelson Hanna crashed into lake Killarney shortly after becoming airborne from runway 14 at Lynden Pindling International Airport, Nassau, New Providence, Bahamas. The airplane sustained substantial damages by impact forces. The pilot, copilot and seven (7) passengers aboard the airplane received fatal injuries. The aircraft was on a passenger carrying flight from Lynden Pindling Intl Airport (MYNN) to Cockburn Town, San Salvador, Bahamas (MYSM). The aircraft was on a visual flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident. The official notification of the accident was made to the Manager of the Flight Standards Inspectorate at Lynden Pindling Intl Airport, Nassau, N. P., Bahamas shortly thereafter. The investigation began the same day at approximately 1655 UTC upon notification of the IIC. The investigation was conducted by the Bahamas Civil Aviation Department [BCAD], Inspector Delvin R. Major (Investigator-in-Charge) of the Air Accident Investigation and Prevention Unit (AAIPU), Management of BCAD and Flight Standards Inspectorate (FSI), Airworthiness Inspectors, Operations Inspectors, Human Factors and other administrative staff. Valuable assistance was also received from the National Transportation Safety Board (NTSB), the Federal Aviation Administration (FAA) and Manufacturers of the aircraft and engine components. Three (3) Air Operator Certificate (AOC) holders at the Domestic Section of Lynden Pindling Intl Airport stated that on the day of the accident flight; one of the victims of the accident aircraft approached each of them individually at different times, requesting a quote and their availability to conduct a charter flight to Cockburn Town, San Salvador, Bahamas. Each AOC holder reported that they declined to conduct the charter because by looking at the amount of luggage and other equipment that accompanied the passengers and the size of the passengers that wanted to travel, in their estimation the combined weight appeared to be in excess of the weight that their respective aircraft (Cessna 402C and Hawker Beechcraft B100) can accommodate. After the AOC holders declined to conduct the charter, sometime thereafter, the same individual that was arranging the flight with the previous AOC holders made contact with Nelson Hanna / Acklins Blue Air Charter where arrangements were made to conduct the charter flight. The aircraft type certificate allowed for the aircraft to be operated by one (1) pilot, but the fatal flight was operated by a crew of two (2) pilots (according to eyewitness reports). The aircraft actual weight and center of gravity was unknown. As far as could be determined, the takeoff weight exceeded the maximum weight allowed of 6,850 pounds by more than 500 pounds. This excess in weight also placed the center of gravity of the aircraft outside of the safe envelope / limits for flight allowed by the manufacturer. The flight crew was given instructions by ATC to taxi from the business aviation apron (Executive Flight Support) for a takeoff on Runway 14 at intersection Foxtrot. (Intersection Foxtrot is 2,000 feet beyond the threshold of Runway 14, with a take-off run available of 9,353 feet. (Runway 14 - 11,353 feet long by 150 feet wide, see Appendix 5.15). According to eyewitness reports, from the initiation of takeoff power up to the point when the aircraft lost control white smoke was observed trailing behind the left engine of the aircraft. Eyewitnesses also reported that the take off appeared normal with gear being retracted shortly after takeoff and the aircraft seemed to be struggling to climb. The aircraft was seen at a low height, turning in a left direction over the lake as if trying to return for a landing at the airport. The bank of the aircraft changed from shallow to very steep to almost perpendicular to the ground, gears were extended and almost immediately the aircraft lost control and nose dived into the lake inverted. It cart wheeled, coming to rest upright, approximately ¼ mile from the approach end of runway 27. The aircraft came to rest on an approximate heading of 210 degrees. Eyewitness also reported hearing the engine run for a few seconds after the aircraft made contact with the water of the lake. There were no reports from the pilot to ATC of an emergency or any abnormalities with the aircraft or its systems after takeoff. The flight plan form filed for this flight listed one (1) soul on board; however, there were 7 additional occupants including a “second pilot” discovered onboard the accident flight the day of the accident. The aircraft's recovery and search for luggage, equipment and additional victims commenced shortly after the accident. This effort however, was hampered by inclement weather, rough lake conditions and darkness. On October 6th, the day after the crash, aircraft recovery continued. Family members of an additional person believed to be on board, advised the authorities that there was a ninth (9th) person on board. Search to recover any additional bodies continued but search and recovery efforts proved fruitless. On October 7th, the second day after the crash, the body of the ninth (9th) victim was found in the marshes and recovered from the southwestern end of the lake in the vicinity of where the fatal crash occurred.

SVG Air - Saint Vincent %26 Grenadines Air

The pilot was performing an ambulance flight from Kingstown-E. T. Joshua Airport to Canouan. En route, while cruising off Bequia Island, the twin engine aircraft entered an uncontrolled descent and crashed in the sea. Some debris were found the following day but no trace of the pilot.

Freight Runners Express

The on-demand cargo flight departed for the destination airport and was delayed en route due to repetitive destination airport closures. The closures were the result of snow-contaminated runways. The pilot then diverted to an alternate airport due to concerns about remaining fuel reserves. The airplane experienced a loss of engine power during an instrument approach at the alternate airport and impacted the ground about 200 yards short of the landing runway. A postaccident inspection of the airplane revealed no usable fuel on board.

AsisMed

One minute after takeoff from Asunción-Silvio Pettirossi Airport, while climbing to a height of about 1,000 feet, the aircraft entered an uncontrolled descent and crashed in an eucalyptus plantation located 6,5 km northeast of the airport. The aircraft was destroyed by a post crash fire and all five occupants were killed, two pilots and three nurses.

Government of the State of Baja California Sur

The twin engine aircraft departed Monterrey-General Mariano Escobido Airport at 1200LT on a flight to La Paz, Baja California Sur with one passenger and two pilots on board. While climbing in clouds, the aircraft struck the slope of Mt El Fraile. The wreckage was found at the end of the afternoon. The aircraft was destroyed by impact forces and a post crash fire and all three occupants were killed, among them Nabor García Aguirre, Baja California Sur State Government Finance Secretary. Crew: Jaime Emilio Real Cosío, pilot, Armando Ávila Ochoa, copilot. Passenger: Nabor García Aguirre.

Cape Air

The pilot of the multi engine airplane, operated by a regional airline, was conducting a positioning flight in night instrument meteorological conditions. After takeoff, the airplane made a slight left turn before making a right turn that continued until radar contact was lost. The airplane reached a maximum altitude of 700 feet before impacting terrain about 3 miles northwest of the departure airport. Post accident examination of the wreckage did not reveal any preimpact failures. The weather reported at the airport, about the time of the accident, included a visibility of 5 statute miles in light rain and mist and an overcast ceiling at 400 feet. Analysis of the radar and weather data indicated that, with the flight accelerating and turning just after having entered clouds, the pilot likely experienced spatial disorientation.

Reconnaissance Ventures

Cessna 402C aircraft G-EYES was engaged in flight calibration training and was making an ILS approach to Runway 23 at Coventry Airport when it was involved in a mid-air collision with a Rand KR-2 aircraft, G-BOLZ, operating in the visual circuit. The collision occurred in Class G (uncontrolled) airspace. The four occupants of G-EYES and the single occupant of G-BOLZ received fatal injuries.

Jean P. Bayardelle

The commercial pilot, who was also the former owner of the twin-engine airplane, stated that the purpose of the flight was to reposition the airplane to an airport approximately 22 miles south of the departure airport. Just prior to the flight, he purchased 10 gallons of fuel for each of the two main tanks. The pilot reported that about 5 minutes after takeoff, at an altitude of approximately 1,000 feet, he experienced a "loss of engine power." However, his three separate accounts of the event were inconsistent with respect to which engine had a problem, or the specific nature of the problem. The pilot reported that the airplane started to lose altitude "rapidly," and that he attempted to "wag the wings" in order to "get all the fuel to be useable." The airplane struck a building and terrain approximately 8 miles south of the departure airport. The pilot sustained serious injuries, but there was no fire. Damage to the left engine and propeller was consistent with the engine running at impact, and precluded an attempt to run the left engine in a test cell. Damage to the right engine and propeller was consistent with low or no power at impact. The right engine was subsequently successfully run in a test cell. No evidence of any pre-accident anomalies that could have contributed to the accident was noted with the airframe, engines, or propellers. The fuel selector valve placards did not accurately depict the fuel system configuration. The fuel quantity and its distribution in the tanks, either at the beginning of the flight or at the time of the accident, could not be determined.

Cambridge Air Services

At approximately 0423UTC on April 21, 2006 the pilot reported that approximately 20 miles out of Freeport, both hydraulic pressure lights illuminated on the annunciator panel. He extended the gear and noticed only the right gear safe light illuminated. The pilot obtained the assistance of a passenger, who retrieved the aircraft pilot operating handbook and read the appropriate procedures as the pilot followed the instructions for emergency gear extension. The pilot stated that he landed the aircraft on the right main gear, hoping this action would release the left main and nose gear. After realizing that this manoeuvre was not successful, he decided to initiate a go-around. Before he could get the aircraft airborne the left propeller made contact with the ground. The aircraft touched down approximately 9,000 feet from the threshold of runway 06; which has a total length of 11,000 feet. The aircraft travelled approximately 1,500 feet on its right main wheel before it veered off the left shoulder of the runway, struck several trees and finally came to rest pointing in a northwesterly direction. The approximate final position was measured to be 180 feet from the side of the runway. The aircraft left wing burst into flames. The left wing and left side of the fuselage was substantially damaged by fire. The four occupants escaped with only minor injuries.

Tropic Air Charters

On March 31, 2004, about 1235 eastern standard time, a Cessna 402B, N269JH, registered to and operated by Tropic Air Charters, Inc., experienced collapse of all landing gears at the Walker's Cay Airport, Walker's Cay, Bahamas. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed for the 14 CFR Part 135 on-demand, non-scheduled, international, cargo flight from the Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, to the Walker's Cay Airport, Walker's Cay, Bahamas. The airplane was substantially damaged and the commercial-rated pilot, the sole occupant, was not injured. The flight originated about 45 minutes earlier from the Fort Lauderdale Executive Airport. The pilot stated that after landing, the right wing tipped down in what appeared to be a flat tire. He attempted to maintain control of the airplane using the rudder and was successful until the airplane rolled approximately 1,000 feet. The airplane then veered to the right and collided with a tree. The left wing and fuselage were damaged.

Island Airlines

The pilot was conducting an instrument landing system approach during night instrument meteorological conditions. The airplane was observed to descend toward the runway threshold to an altitude consistent with the approach decision height. A witness reported that he heard the airplane overhead, and assumed that the pilot had performed a missed approach. He described the engine noise as "cruise power" and did not hear any unusual sounds. Shortly thereafter, he received a call from airport operations stating that an airplane had crashed. The airplane impacted the ground about 1/4 mile to the left of the runway centerline, about 3,500 feet beyond the approach end of the runway. Examination of the airplane did not reveal any pre-impact mechanical malfunctions. A weather observation taken around the time of the accident, included a visibility 1/2 statue mile in fog, and an indefinite ceiling at 100 feet. The witness described the weather at the time of the accident as thick fog, and "pitch black."

Private Mexican

While cruising under VFR mode at an altitude of 8,400 feet in poor weather conditions, the twin engine aircraft struck the slope of a mountain located near Tecalitlán. The aircraft was totally destroyed and all eight occupants were killed. At the time of the accident, weather conditions were poor over State of Jalisco due to a tropical storm with heavy rain falls and strong winds.

Private Mexican

Shortly after takeoff, the twin engine lost height and crashed in a cornfield. All seven occupants were injured and the aircraft was damaged beyond repair.

Air Sunshine

On July 13, 2003, about 1530 eastern daylight time, Air Sunshine, Inc. (doing business as Tropical Aviation Services, Inc.), flight 527, a Cessna 402C, N314AB, was ditched in the Atlantic Ocean about 7.35 nautical miles west-northwest of Treasure Cay Airport (MYAT), Treasure Cay, Great Abaco Island, Bahamas, following the in-flight failure of the right engine. Four of the nine passengers sustained no injuries, three passengers and the pilot sustained minor injuries, and one adult and one child passenger died after they evacuated the airplane. The airplane sustained substantial damage. The airplane was being operated under the provisions of 14 Code of Federal Regulations Part 135 as a scheduled international passenger commuter flight from Fort Lauderdale/Hollywood International Airport, Fort Lauderdale, Florida, to MYAT. Visual meteorological conditions prevailed for the flight, which operated on a visual flight rules flight plan.

Execstar Aviation

On June 17, 2003, about 1330 eastern daylight time, a Cessna 402B, N3748C, registered to Hamilton Development Company Ltd., operated by Execstar Aviation, Inc., collided with a seawall during the landing roll at a private airstrip located on Little Whale Cay, Bahamas. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 135 non-scheduled, international, passenger/cargo flight. The airplane was substantially damaged and the commercial-rated pilot and two passengers were not injured. The flight originated about 10 minutes earlier from Chub Cay, Bahamas. The pilot stated that after takeoff the flight proceeded to the destination airport where he overflew the runway and set up for landing to the southeast on the 2,000 foot-long runway. While on final approach with the flaps fully extended, he maintained 95 knots which was just below blue line, then slowed to 88 knots when the runway was assured. He landed within the first 1/3 on the wet runway and reported inadequate braking and the airplane was possibly hydroplaning. Recognizing that he was unable to clear an approximately 4-foot-tall seawall near the end of the runway, he applied aft elevator control input. He further stated he believes the main landing gear contacted the seawall causing them to structurally separate. The airplane descended and impacted the water where he and the passengers exited the airplane using the emergency window and walked to the beach.

Edhi Air Ambulance

The aircraft was chartered by the Afghan Government to carry a delegation from Karachi to Kabul. After takeoff from Karachi-Quaid-e-Azam Airport, the twin engine aircraft continued to climb to an altitude of 9,000 feet when it entered an uncontrolled descent. At an altitude of 2,500 feet, the aircraft disappeared from radar screens then crashed in the Arabian Sea few km offshore. The stabilizers and the tail were found few hundred metres from the main wreckage. All eight occupants were killed, among them Juma Mohammad Mohammadi, Afghan Minister of Industry and four members of his cabinet as well as one Chinese businessman.

Bel Air Transport

The fuel tanks were filled the day before the accident date, and on the day of the accident, the airplane was flown from that airport to the Miami International Airport, where the pilot picked up 2 passengers and flew uneventfully to Cuba. He performed a preflight inspection of the airplane in Cuba and noted both auxiliary fuel tanks were more than half full and both main tanks were half full. The flight departed, climbed to 8,000 feet; and was normal while in Cuban airspace. When the flight arrived at TADPO intersection, he smelled strong/fumes of fuel in the cabin. The engine instruments were OK at that time. The flight continued and when it was 10-12 miles from Marathon, he smelled something burning in the cabin like plastic material/paper; engine indications at that time were normal. He declared "PAN" three times with the controller, and shortly thereafter the right engine began missing and surging. He then observed fire on top of the right engine cowling near the louvers. He secured the right engine however the odor of fuel and fumes got worse to the point of irritating his eyes. He declared an emergency with the controller, began descending at blue line airspeed, and the fumes/odor got worse. Approximately 5 minutes after the right engine began missing and surging, the left engine began acting the same way. He secured the left engine but the propeller did not completely feather. At 400 feet he lowered full flaps and (contrary to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual) the landing gear in preparation for ditching. He intentionally stalled the airplane when it was 5-7 feet above the water, evacuated the airplane with a life vest, donned then inflated it. The airplane sank within seconds and he was rescued approximately 20 minutes later. The pilot first reported 4 months and 19 days after the accident that his passport which was in the airplane at the time of the accident had burned pages. He was repeatedly asked for a signed, dated statement that explained where it was specifically located in the airplane, and that it was not burned before the accident flight; he did not provide a statement. Examination of the airplane by FAA and NTSB revealed no evidence of an in-flight fire to any portion of the airplane, including the right engine or engine compartment area, or upper right engine cowling. Examination of the left engine revealed no evidence of preimpact failure or malfunction. The left magneto operated satisfactorily on a test bench, while the right magneto had a broken distributor block; and the electrode tang which fits in a hole of the distributor gear; no determination was made as to when the distributor block fractured or the electrode tang became bent. The left propeller blades were in the feathered position. Examination of the right engine revealed no evidence or preimpact failure or malfunction. The right hand stack assembly was fractured due to overload; no fatigue or through wall thickness erosion was noted. Both magnetos operated satisfactorily on a test bench. The right propeller was in the feathered position. An aluminum fuel line that was located in the cockpit that had been replaced the day before the accident was examined with no evidence or failure or malfunction; no fuel leakage was noted.

Redding Aero Enterprises

The airplane collided with obstructions following a loss of power in one engine during a missed approach. Following the collision sequence the airplane came to rest upright about 500 feet from the approach end of the runway and was destroyed in a post-impact ground fire. The pilot told a responding sheriff's deputy and a Federal Aviation Administration (FAA) inspector that he made the ILS approach to land and initiated a missed approach. When he added power, the left engine sputtered and the airplane veered to the left. He activated the fuel boost pump, but the airplane contacted obstructions and crashed. The responding sheriff's deputy also observed the accident. He heard an engine of an airplane making unusual sounds. The engine "seemed to get quiet and then revved higher as if to climb." He looked in the direction of the sound and saw a series of blue flashes and then an orange fireball. The deputy reported that there was a dense fog in the area at the time. At the time of the accident, the airport's weather conditions were reported as 100 feet overcast and 1/4-mile visibility in fog. The landing minimums for the ILS approach are 200 feet and 1/2-mile. According to the operator's records, when the airplane departed from Ukiah, its gross takeoff weight was about 5,909 pounds. The pilot operating handbook (POH) for the airplane lists the following items in the single engine go around checklist: 1) Throttle full forward; 2) wing flaps up; 3) when positive climb rate achieved, gear up; 4) ensure the inoperative engine is feathered. For a gross weight of 5,900 pounds, and the existing atmospheric conditions, the single engine climb performance chart shows an expected positive rate of climb of 500 feet per minute if the airplane was configured correctly. The chart also lists the following subtractions from that performance for the listed condition: 1) -400 fpm for wind milling inoperative engine; 2) -350 feet for landing gear down; 3) -200 fpm for flaps extended to 15 degrees. Examination of the wreckage disclosed that neither engine's propeller was feathered, the landing gear was down and the flaps were extended to 10 degrees. Without the airplane configured correctly for the single engine missed approach, the net climb performance would be a negative 400 feet per minute. There were no discrepancies noted with the airframe examination. The engine examination revealed no mechanical anomalies with either engine that would have precluded normal operation. 14 CFR 135.224 states that a pilot cannot initiate an approach if the weather conditions are below landing minimums if the approach is started outside of the final approach fix. The pilot can continue the landing if they are already established on the approach and the airport goes below landing minimums. According to the operator's FAA approved operating specifications, the operator had not been approved for lower than standard landing minimums.

TexStar AirFreight

The twin-engine airplane impacted the ground during an uncontrolled descent while maneuvering in dark night instrument meteorological conditions in the vicinity of Lewisville, Texas. The commercial pilot contacted the approach controller and stated that his attitude indicator was "not helping" and needed "a little bit of help with trying to keep it straight." The pilot was instructed by approach control to maintain an altitude of 3,000 feet msl. The approach controller confirmed with the pilot that he could not fly headings, and instructed the pilot to turn right. Seconds afterwards, the pilot was instructed to turn left and the controller would tell him when to stop the turn. The pilot acknowledged. There were no further communications between the pilot and air traffic control. The airplane initially impacted in a near vertical attitude into a wooded area adjacent to a rural paved road, slid across the road, and impacted a residence. Radar data showed that the airplane's magnetic heading was erratic throughout the 5-minute flight. The gyro instruments found at the accident site were the copilot's direction gyro (vacuum), a turn and bank indicator (electric), and the pilot's attitude indicator (vacuum). The gyros were disassembled, and visually examined. The co-pilot's direction gyro examination revealed rotation signatures on the gyro and the gyro housing. The turn and bank indicator revealed a "faint" rotational signature on the gyro. The pilot's attitude indicator gyro had no rotational signatures, and exhibited blunt impressions corresponding to the gyro buckets on the inside of the gyro-housing wall. A maintenance repair data plate ("Functional Tested") was found on the attitude indicator's instrument housing dated 12/2/02. Due to the extent of the fire damage, no instrument readings could be obtained. Seven days prior to the accident flight, a company pilot who flew the accident airplane reported that the pilot's attitude indicator (part number 102-0041-04, serial number 92B0346) "rotated" and the flight was aborted. The next day, the attitude indicator was removed and bench checked, cleaned, and adjusted. The attitude indicator was reinstalled and an operational check on the ground was performed. Three days prior to the accident the pilot's attitude indicator was again removed for an overhaul. According to company maintenance personnel, the attitude indicator was reinstalled the night prior to the morning of the accident, and an operational check on the ground was performed. Radar data showed that the aircraft did not stabilize on a particular heading throughout the flight. Physical evidence showed that the pilot's attitude gyro was not "spooled" at the time of impact.

Southstream Aviation

On April 3, 2002, about 1210 eastern standard time, a Cessna 402B, N768WC, registered to and operated by Southstream Aviation, Inc., was ditched in Coral Harbor Lake, southwest of the Nassau International Airport, Nassau, Bahamas. Visual meteorological conditions prevailed at the time and a VFR flight plan was filed for the 14 CFR Part 91 personal flight to Bimini, Bahamas. The airplane was substantially damaged and the commercial-rated pilot and a passenger were not injured. The flight originated about 6 minutes earlier from the Nassau International Airport. According to the passenger who is a U.S. certificated pilot, the airplane was fueled before takeoff. He checked the fuel tanks for contaminants after fueling; none were found. The flight departed from runway 14, then when turning on course to Bimini, the left engine sputtered. The pilot reduced then increased power from the left engine which then quit. He noted at that time the manifold and fuel pressure indications were decreasing. The pilot then turned back towards the Nassau airport to return when the right engine quit. Unable to return to the airport, the pilot ditched the airplane in the lake; the airplane remained upright in the approximately 1-4 feet deep water. Both occupants exited the airplane unaided. The accident site was located approximately 2.6 nautical miles southwest of the Nassau International Airport.

Riley Aviation

The airplane was destroyed when it impacted the ground while maneuvering at a low altitude following a loss of control in instrument meteorological conditions. The airplane was on a flight in instrument meteorological conditions when radar and voice contact were lost. Prior to the loss of communication, controllers advised the pilot to check altitude. At this point, the radar data shows that the airplane was about 400 feet below the assigned altitude. Subsequently, the pilot said, "roger sir my auto pilot i just cut off uh correcting immediately." This was the last received transmission from the pilot. The radar data shows that the airplane then began a descending right turn at an average rate of descent of 1,276 feet per minute. This descent was followed by a climbing left turn with an average rate of climb of 5,423 feet per minute. The radar data shows that the radius of the left turn continued to decrease until radar contact was lost about 500 feet above the last assigned altitude. A witness who saw the airplane just prior to impact described the airplane maneuvering beneath the clouds prior to pulling up sharply and then pitching down and impacting the ground. There was a utility wire and associated poles running across the airplane's flight path in the field where the wreckage was located. The airplane exploded and burned upon impact. No anomalies were found with the airplane or associated systems. The autopilot section of the Pilot's Operating Handbook states, "Sustained elevator overpower will result in the autopilot trimming against the overpower force." The result is that if up elevator pressure is applied with the autopilot engaged, the autopilot will trim the airplane nose down.

Blackhwak International Airways

The fatal aircraft, Registration N8097W was operated by Blackhawk International Airways and the listed owner was Skystream Inc; whose corporate address was the same as Mr. Gilbert Chacón’s Pembroke Pines, Florida home address. Blackhawk International Airways was owned by Gilbert Chacón and his son Erik, who founded the company in 1991. Blackhawk International Airways was authorized by the FAA as a part 135 Single Pilot Operation. Mr. Gilbert Chacon was the only pilot authorized by the FAA for Blackhawk International Airways. Once Morales acted as pilot- in-command of the Cessna 402B aircraft, this made Blackhawk International Airways a multi pilot operation. This was a clear violation of the FAA regulations. Mr. Morales was not signed off by the FAA to fly for Blackhawk International Airways, nor was Blackhawk International Airways signed off as a multi pilot operation. There were no FAA reports of any enforcement actions or service difficulty reports against the fatal aircraft. However, the FAA did report four administrative actions against Blackhawk International Airways, three for technical violations and the most recent for maintenance failures. The agency (FAA) issued a letter of correction on April 28, 2000, citing Blackhawk's failure to comply with manufacturer’s recommended maintenance programs and FAA programs for its aircraft's engines or other parts. Blackhawk failed to have a person in charge of maintenance with an appropriate certificate and used unsanctioned techniques and equipment for repairs. The Manager of the Palm Beach County Park Airport at Lantana, Florida stated that a last minute change resulted in the accident aircraft being dispatched to Marsh Harbour, Abaco, Bahamas. The Cessna 404 aircraft which was originally scheduled to conduct this flight, was fuelled, but subsequently changed to a Cessna 402B aircraft by the owner Mr. Gilbert Chacon. This charter flight from Lantana, Florida to the island of Marsh Harbour, Abaco, in the Bahamas, was operated under Visual Flight Rules (VFR).The accident occurred on August 25, 2001 shortly after the aircraft departed Marsh Harbour International Airport for the return trip to Opa Locka, Florida (USA). The flight number was not known. At the time of the accident, Blackhawk International Airways was not authorized by the Bahamas Aviation Authority to conduct commercial operations in the Bahamas. A determination could not be made as to whether or not the pilot filed a flight plan. No records existed to verify whether radio communications were established with Air Traffic Control (ATC) during the flight from Lantana, Florida to Marsh Harbour, Abaco, Bahamas. The flight was a 165 mile journey that was estimated to take one (1) hour to complete. The aircraft was not required to have a cockpit voice recorder. Witnesses reported the pilot and members of the group being transported, argued about the number of passengers and the amount of bags to be loaded on the aircraft. Witnesses also reported seeing eight (8) passengers board the aircraft. Two of the largest passengers (believed to be weighing approximately 300 pounds each,) were observed being seated in the rear of the aircraft. One witness reported that the pilot personally loaded the aircraft. Witnesses also reported that the pilot experienced problems starting the engines. Eye witness statements placed the time of departure of the flight for Opa Locka, Florida at approximately 1845 EDT. The aircraft became airborne from the 5,000 x 50 feet runway (Runway 27) between 2,500 to 2,800 feet. It climbed in a steep nose high attitude to approximately 40 feet above the runway, banked left, pitched nose down and impacted marshy terrain in a left wing, nose low attitude. The aircraft was destroyed and all nine occupants were killed, among them the US singer Aaliyah Dana Haughton.

Cape Air

The pilot accepted an intersection departure and waived the wake turbulence holding time. A Boeing 737-300 departed ahead of him, and according to pilot, the Boeing's nosewheel lifted off the runway just as it passed him. The pilot also noted that the Boeing and its exhaust smoke drifted to the left of the runway's centerline. A wake turbulence advisory and takeoff clearance were issued by the tower controller and acknowledged by the pilot. The pilot initiated the takeoff, and after liftoff, the left wing dropped. It contacted the runway, and the airplane rolled inverted. The airplane then slid off the left side of the runway and a post-crash fire developed.