Piper PA-31-310 Navajo

Victor Manuel Villagra Cuevas

William W. Ragan

Charles Montgomery

Global Avionics

Mohammadi Roya

PJS

On May 21, 2021, at 1814 eastern daylight time, a Piper PA-31P, N575BC, was destroyed when it was involved in an accident near Myrtle Beach, South Carolina. The airline transport pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight was the airplane’s first flight after maintenance was performed and prior to the flight, the airplane was fueled with 167.5 gallons of 100 low lead aviation fuel. The airplane departed Myrtle Beach International Airport (MYR), Myrtle Beach, South Carolina, at 1812 with the intended destination of Grand Strand Airport (CRE), North Myrtle Beach, South Carolina. According to preliminary ADS-B and air traffic control radio communications data, prior to takeoff the pilot established communications and reported that he was ready for departure from runway 18. He was instructed to fly runway heading, climb to 1,700 ft, and was cleared for takeoff. Once airborne, the controller instructed the pilot to turn left; however, the pilot stated that he needed to return to runway 18. The controller instructed the pilot to enter a right closed traffic pattern at 1,500 ft. As the airplane continued to turn to the downwind leg of the traffic pattern, it reached an altitude of about 1,000 ft mean sea level (msl). While on the downwind leg of the traffic pattern, the airplane descended to 450 ft msl, climbed to 700 ft msl, and then again descended to 475 ft msl prior to the loss of radar contact. About 1 minute after the pilot requested to return to the runway, the controller asked if any assistance was required, to which the pilot replied, “yes, we’re in trouble.” There were no further radio communications from the pilot. The airplane impacted in a field about .1 mile beyond the last radar return, at an elevation of 20 ft. A postimpact fire ensued, and the debris field was about 400 ft long by 150 ft wide. All major components of the airplane were located in the vicinity of the main wreckage. Each engine came to rest in about a 5 ft crater and remained attached to the fuselage. The left engine crankcase was impact damaged in multiple locations. The gearbox was impact separated. All valve covers remained intact and attached to the cylinders. The valve covers were removed an no anomalies were noted. Crankshaft and camshaft continuity were confirmed by using a lighted borescope to examine the internal components of the engine. In addition, the cylinders were examined using a lighted borescope and no anomalies were noted. All engine accessories were impact separated and fragmented. The left engine turbocharger was impact separated, would bind when it rotated, and scoring was noted on the casing. The right engine crankcase was impact damaged in multiple locations. All valve covers remained intact and attached to the cylinders. The valve covers were removed an no anomalies were noted. Crankshaft and camshaft continuity were confirmed by using a lighted borescope to examine the internal components of the engine. In addition, the cylinders were examined using a lighted borescope and no anomalies were noted. All engine accessories were impact separated and fragmented. The oil suction screen was removed was not occluded. The right engine turbocharger was impact separated and would bind when it rotated. The left propeller was impact separated from the engine. Two of the three blades were separated from the hub. All blades exhibited polishing. One blade was bent forward, one exhibited tip curling, and the last blade was bent aft. The blade that was bent aft remained attached to the propeller hub. The right propeller was impact separated from the right engine. Two of the three blades were impact separated from the hub. All blades exhibited polishing. One blade was bent forward, one blade was bent aft, and one blade remained straight. The straight blade remained attached to the propeller hub. Flight control cable continuity was established from all flight control surfaces to the cockpit through multiple overload breaks in the cables. A majority of the wings and fuselage were consumed by fire. The remaining skin and structure exhibited accordion-like impact damage that was symmetrical on both wings. The landing gear was in the extended position. The flaps were in the retracted position. The empennage was separated from the fuselage and located about 50 ft from the main wreckage. The top section of the vertical stabilizer and the rudder were impact crushed downward. The elevator remained attached to the right horizontal stabilizer. The right trim tab remained attached to the right elevator, was deflected up, but was impact separated from the connecting rod. The left trim tab remained attached to the left elevator, the connecting rod remained attached to the flight controls, and it was deflected up. Further examination of the elevator trim tabs revealed that they were installed upside-down and reversed. The connecting rod that attached the trim tab to the trim drum that should be located on the top of the trim tab was located on the bottom side. The airplane’s most recent annual inspection was completed on May 19, 2021. Maintenance performed at that time included removing, repainting, and reinstalling the primary and secondary flight control surfaces.

Aero Taxi Guaymaral

Shortly after takeoff from Bogotá-Guaymaral Airport, while in initial climb, the crew informed ATC about the failure of the right engine. He was cleared to return for an emergency and completed a circuit to land on ruwnay 11. On final, the airplane lost height and crashed in a wooded area located about 800 metres short of runway, bursting into flames. The aircraft was destroyed by a post crash fire and all four occupants were killed.

IMAO

The twin engine airplane, owned by IMAO specialized in aerial photo missions, departed Limoges-Bellegarde Airport at 1009LT with one pilot (the Director of the Company, aged 58) and a female operator in charge of the aerial photo program. The goal of the mission was to fly over the sector of Peyrelevade at 7,000 feet then a second sector over Ussel at an altitude of 6,500 feet. Following an uneventful flight, the pilot return to Limoges, contacted ATC and was instructed to recall for a right base leg approach for a landing on runway 03. Two minutes after passing the altitude of 3,000 feet on approach, the pilot informed ATC he was short of fuel and that he was attempting an emergency landing. The airplane impacted trees and crashed in a field located near Verneuil-sur-Vienne, some 3,6 short of runway 03. Both occupants were seriously injured and the aircraft was damaged beyond repair.

Aries Aviation International

On 01 August 2018, after completing 2 hours of survey work near Penticton, British Columbia (BC), an Aries Aviation International Piper PA-31 aircraft (registration C-FNCI, serial number 31-8112007) proceeded on an instrument flight rules flight plan from Penticton Airport (CYYF), BC, to Calgary/Springbank Airport (CYBW), Alberta, at 15 000 feet above sea level. The pilot and a survey technician were on board. When the aircraft was approximately 40 nautical miles southwest of CYBW, air traffic control began sequencing the aircraft for arrival into the Calgary airspace and requested that the pilot slow the aircraft to 150 knots indicated airspeed and descend to 13 000 feet above sea level. At this time, the right engine began operating at a lower power setting than the left engine. About 90 seconds later, at approximately 13 500 feet above sea level, the aircraft departed controlled flight. It collided with terrain near the summit of Mount Rae at 1336 Mountain Daylight Time. A brief impact explosion and fire occurred during the collision with terrain. The pilot and survey technician both received fatal injuries. The Canadian Mission Control Centre received a 406 MHz emergency locator transmitter signal from the occurrence aircraft and notified the Trenton Joint Rescue Coordination Centre. Search and rescue arrived on site approximately 1 hour after the accident.

Marcelo Oliveira Silva

The twin engine airplane departed Guarantã do Norte on a flight to a remote area located on km 180 on the Transamazonica Road. En route, both passengers started to fight in the cabin and one of them was killed. The pilot was apparently able to kill the assassin and later decided to attempt an emergency landing. He ditched the airplane in the Rio Novo near Jardim do Ouro. The pilot was later arrested but no drugs, no weapons, no ammunition as well a both passengers bodies were not found. Apparently, the goal of the flight was illegal but Brazilian Authorities were unable to prove it.

Madagascar Trans Air

About five minutes after takeoff from Antananarivo-Ivato Airport, the twin engine aircraft went out of control and crashed in an open field located in Ampangabe, some 10 km southwest of the airfield. The aircraft was totally destroyed upon impact and all five occupants were killed. They were engaged in a training flight with one instructor and two pilots under instruction on board. Crew: Claude Albert Ranaivoarison, pilot. Passengers: Eddie Charles Razafindrakoto, General of the Madagascar Air Force, Andy Razafindrakoto, son of the General, Kevin Razafimanantsoa, pilot trainee, Mamy Tahiana Andrianarijaona, pilot trainee.

Robert R. Marshall

The commercial pilot and passenger, who held a student certificate, departed runway 18R for a local flight in a multi-engine airplane. The pilot held a flight instructor certificate for single-engine airplane. Just after takeoff, the tower controller reported to the pilot that smoke was coming from the left side of the airplane. The pilot acknowledged, stating that they were going to "fix it," and then entered a left downwind for runway 18R, adding that they didn't need any assistance. The controller subsequently cleared the airplane to land on runway 18L, which the pilot acknowledged. Two witnesses reported seeing the smoke come from the left engine. Still images taken from airport security video show the airplane before making the turn to land with white smoke trailing and the landing gear down. The airplane was then seen in a steep left turn to final approach exceeding 90° of bank, before it impacted terrain, just short of the runway in a near vertical attitude. A postcrash fire ensued. The examination of the wreckage found that the left engine's propeller was not being driven by the engine at the time of impact. The left propeller was not in the feathered position and the landing gear was found extended. The damage to the right engine propeller blades was consistent with the engine operating at high power at impact. The examination of the airframe and engines revealed no evidence of preimpact anomalies; however, the examinations were limited by impact and fire damage which precluded examination of the hoses and lines associated with the engines. The white smoke observed from the left side of the airplane was likely the result of an oil leak which allowed oil to reach the hot exterior surfaces of the engine; however, this could not be verified due to damage to the engine. There was no evidence of oil starvation for either engine. Both the extended landing gear and non-feathered left propeller would have increased the drag on the airplane. Because the pilot's operating procedures for an engine failure in a climb call for feathering the affected engine and raising the landing gear until certain of making the field, it is unlikely the pilot followed the applicable checklists in response to the situation. Further, the change from landing on runway 18R to 18L also reduced the radius of the turn and increased the required angle of bank. The increased left banked turn, the right engine operating at a high-power setting, and the airplane's increased drag likely decreased the airplane airspeed below the airplane's minimum controllable airspeed (Vmc), which resulted in a loss of control.

Sky West Aviation

Approximately 20 minutes after takeoff from a private airstrip in Cheshire the pilot reported pitch control problems and stated his intention to divert to Caernarfon Airport. Approximately 5 minutes later, the aircraft struck Runway 25 at Caernarfon Airport, with landing gear and flaps retracted, at high speed, and with no noticeable flare manoeuvre. The aircraft was destroyed. The elevator trim was found in a significantly nose-down position, and whilst the reason for this could not be determined, it is likely it would have caused the pilot considerable difficulty in maintaining control of the aircraft. The extensive fire damage to the wreckage and the limited recorded information made it difficult to determine the cause of this accident with a high level of confidence. A possible scenario is a trim runaway, and both the CAA and the EASA are taking safety action to promote awareness for trim runaways as a result of this accident.

Strait Air

The commercial pilot departed on a planned 1-hour cargo cross-country flight in the autopilot-equipped airplane. About 3 minutes after departure, the controller instructed the pilot to fly direct to the destination airport at 2,000 ft mean sea level (msl). The pilot acknowledged the clearance, and there were no further radio transmissions from the airplane. The airplane continued flying past the destination airport in straight-and-level flight at 2,100 ft msl, consistent with the airplane operating under autopilot control, until it was about 100 miles beyond the destination airport. A witness near the accident site watched the airplane fly over at a low altitude, heard three "pops" come from the airplane, and then saw it bank to the left and begin to descend. The airplane continued in the descending left turn until he lost sight of it as it dropped below the horizon. The airplane impacted trees in about a 45° left bank and a level pitch attitude and came to rest in a heavily wooded area. The airplane sustained extensive thermal damage from a postcrash fire; however, examination of the remaining portions of the airframe, flight controls, engines, and engine accessories revealed no evidence of preimpact failure or malfunction. The fuel selector valves were found on the outboard tanks, which was in accordance with the normal cruise procedures in the pilot's operating handbook. Calculations based on the airplane's flight records and the fuel consumption information in the engine manual indicated that, at departure, the outboard tanks of the airplane contained sufficient fuel for about 1 hour 10 minutes of flight. The airplane had been flying for about 1 hour 15 minutes when the accident occurred. Therefore, it is likely that the fuel in the outboard tanks was exhausted; without pilot action to switch fuel tanks, the engines lost power as a result of fuel starvation, and the airplane descended and impacted trees and terrain. The overflight of the intended destination and the subsequent loss of engine power due to fuel starvation are indicative of pilot incapacitation. The pilot's autopsy identified no significant natural disease:however, the examination was limited by the severity of damage to the body. Further, there are a number of conditions, including cardiac arrhythmias, seizures, or other causes of loss of consciousness, that could incapacitate a pilot and leave no evidence at autopsy. The pilot's toxicology results indicated that the pilot had used marijuana/tetrahydrocannabinol (THC) at some point before the accident. THC can impair judgment, but it does not cause incapacitation; therefore, the circumstances of this accident are not consistent with impairment from THC, and, the pilot's THC use likely did not contribute to this accident. The reason for the pilot's incapacitation could not be determined.

Exact Air

The Piper PA-31 (registration C-FQQB, serial number 31-310) operated by Exact Air Inc., with 2 pilots on board, was conducting its 2nd magnetometric survey flight of the day, from Schefferville Airport, Quebec, under visual flight rules. At 1336 Eastern Daylight Time, the aircraft took off and began flying toward the survey area located 90 nautical miles northwest of the airport. After completing the magnetometric survey work at 300 feet above ground level, the aircraft began the return flight segment to Schefferville Airport. At that time, the aircraft descended and flew over the terrain at an altitude varying between 100 and 40 feet above ground level. At 1756, while the aircraft was flying over railway tracks, it struck power transmission line conductor cables and crashed on top of a mine tailings deposit about 3.5 nautical miles northwest of Schefferville Airport. Both occupants were fatally injured. The accident occurred during daylight hours. Following the impact, there was no fire, and no emergency locator transmitter signal was captured.

GAME S.A.

The twin engine aircraft departed Cali-Alfonso Bonilla Aragón Airport in the morning on a flight to Tolú, carrying seven passengers and one pilot. After takeoff from Tolú, the pilot decided to position to Montería-Los Garzones Airport. Shortly after takeoff, the pilot encountered engine problems and elected to make an emergency landing in a pasture. Upon landing, the right wing collided with obstacles then the nose gear collapsed and the aircraft came to rest near Purísima de la Concepción, about 10 km east of Tolú. The pilot was uninjured and the aircraft was damaged beyond repair.

Ger-Pol Air Taxi

While taking off from a grassy runway at Zielona Góra-Przylep Airport, the airplane nosed down, impacted ground and crashed. Both engines were torn off and the aircraft was destroyed by impact forces. There was no fire. The pilot, sole on board, was killed. He was completing a ferry flight to Nordhorn, Lower Saxony.

Oxford University Aircraft Charters

The private pilot and five passengers departed on a day instrument flight rules cross-country flight in the multiengine airplane. Before departure, the airplane was serviced to capacity with fuel, which corresponded to an endurance of about 5 hours. About 1 hour 45 minutes after reaching the flight's cruise altitude of 12,000 ft mean sea level, the pilot reported a failure of the right engine fuel pump and requested to divert to the nearest airport. About 7 minutes later, the pilot reported that he "lost both fuel pumps" and stated that the airplane had no engine power. The pilot continued toward the diversion airport and the airplane descended until it impacted trees about 1,650 ft short of the approach end of the runway; a postimpact fire ensued. Postaccident examination of the airframe and engines revealed no preimpact failures or malfunctions that would have precluded normal operation. The propellers of both engines were found in the unfeathered position. All six of the fuel pumps on the airplane were functionally tested or disassembled, and none exhibited any anomalies that would have precluded normal operation before the accident. Corrosion was noted in the right fuel boost pump, which was likely the result of water contamination during firefighting efforts by first responders. The airplane was equipped with 4 fuel tanks, comprising an outboard and an inboard fuel tank in each wing. The left and right engine fuel selector valves and corresponding fuel selector handles were found in the outboard tank positions. Given the airplane's fuel state upon departure and review of fuel consumption notes in the flight log from the day of the accident, the airplane's outboard tanks contained sufficient fuel for about 1 hour 45 minutes of flight, which corresponds to when the pilot first reported a fuel pump anomaly to air traffic control. The data downloaded from the engine data monitor was consistent with both engines losing fuel pressure due to fuel starvation. According to the pilot's operating handbook, after reaching cruise flight, fuel should be consumed from the outboard tanks before switching to the inboard tanks. Two fuel quantity gauges were located in the cockpit overhead switch panel to help identify when the pilot should return the fuel selectors from the outboard fuel tanks to the inboard fuel tanks. A flight instructor who previously flew with the pilot stated that this was their normal practice. He also stated that the pilot had not received any training in the accident airplane to include single engine operations and emergency procedures. It is likely that the pilot failed to return the fuel selectors from the outboard to the inboard tank positions once the outboard tanks were exhausted of fuel; however, the pilot misdiagnosed the situation as a fuel pump anomaly.

Aero National

The commercial pilot was completing an instrument flight rules air taxi flight on a route that he had flown numerous times for the customer on board. Radar and voice communication data revealed that the airplane was vectored to the final approach course for the precision approach and was given a radio frequency change to the destination airport control tower frequency. The tower controller issued a landing clearance, which the pilot acknowledged; there were no further communications with the pilot. Weather conditions at the airport at the time of the accident included an overcast ceiling at 300 ft with 1 mile visibility in mist. The wreckage was located in densely-wooded terrain. Postaccident examination revealed no evidence of any mechanical malfunctions or anomalies that would have precluded normal operation. The wreckage path and evidence of engine power displayed by numerous cut tree branches was consistent with a controlled, wings-level descent with power. A radar performance study revealed that, as the airplane crossed the precision final approach fix 6.7 nautical miles (nm) from the runway threshold, the airplane was 800 ft above the glideslope. At the outer marker, 5.5 nm from the runway threshold, the airplane was 500 ft above the glideslope. When radar contact was lost 3.2 nm from the threshold, the airplane was about 250 ft above the glideslope. Although the airplane remained within the lateral limits of the approach localizer, its last two recorded radar returns would have correlated with a full downward deflection of the glideslope indicator in the cockpit, and therefore, an unstabilized approach. Further interpolation of radar data revealed that, during the last 2 minutes of the accident flight, the airplane's rate of descent increased from 400 ft per minute (fpm) to greater than 1,700 fpm, likely as a result of pilot inputs. During the final minute of the flight, the rate decreased briefly to 1,000 fpm before radar contact was lost. The company's standard operating procedures stated that, if a rate of descent greater than 1,000 fpm was encountered during an instrument approach, a missed approach should be performed. The airplane's relative position to the glideslope and its rapid changes in descent rate after crossing the outer marker suggest that the airplane never met the operator's stabilized approach criteria. Rather than executing a missed approach procedure as outlined in the company's operating procedures, the pilot chose to continue the unstabilized approach, which resulted in a descent into trees and terrain. It is unlikely that the pilot's well-controlled diabetes and effectively treated sleep apnea contributed to the circumstances of this accident. However, whether or not the pilot's multiple sclerosis contributed to this accident could not be determined.

Three T’s Auto Sale

The crew departed Guatemala City-La Aurora Airport on a local training flight. Shortly after takeoff from runway 02, while in initial climb, the aircraft entered a right turn then lost height and crashed near an industrial building located about 900 metres from the runway 20 threshold. The aircraft was destroyed by impact forces and a post crash fire. Both pilots escaped uninjured.

El Caminente Air

Shortly after takeoff from Bogotá-Guaymaral Airport, while climbing, the pilot declared an emergency after the failure of the right engine. He attempted an emergency landing in an open field when the aircraft crashed in a prairie located near the Los Andes hippodrome, some 5 km northeast of Guaymaral Airport, bursting into flames. A passenger was seriously injured while both other occupants were killed.

KASI - KalusAir Services Inc.

The pilot, sole on board, departed Managua-Augusto C. Sandino Airport at 0934LT on a flight for the Australian Company CSA Global, taking part to a geological mission dedicated to the construction of a canal. In unknown circumstances, the twin engine aircraft went out of control and crashed in a field located in Los Camastros, about one km north of Veracruz. The pilot was killed and maybe tried to use a parachute before the crash as one was found in the wreckage.

Private Mexican

The twin engine aircraft departed San Luis Potosí on a flight to Torreón with an intermediate stop in Ciudad Victoria, carrying five passengers and one pilot. At the end of the afternoon, while descending to Ciudad Victoria Airport, the pilot encountered poor weather conditions. Too low, the aircraft impacted trees and crashed in a hilly terrain located near Conrado Castillo. The wreckage was found the following morning about 60 km northwest of Ciudad Victoria Airport. The aircraft disintegrated on impact and all six occupants were killed. Pilot: Juan José Castro Maldonado Passengers: Maribel Lumbreras, Paulina García Lumbreras, Lucero Salazar Méndez, Juana Lumbreras Ruiz, Guadalupe Lumbreras Ruiz.

Atlantic Charters

The Atlantic Charters Piper PA-31aircraft had carried out a MEDEVAC flight from Grand Manan, New Brunswick, to Saint John, New Brunswick. At 0436 Atlantic Daylight Time, the aircraft departed Saint John for the return flight to Grand Manan with 2 pilots and 2 passengers. Following an attempt to land on Runway 24 at Grand Manan Airport, the captain carried out a go-around. During the second approach, with the landing gear extended, the aircraft contacted a road perpendicular to the runway, approximately 1500 feet before the threshold. The aircraft continued straight through 100 feet of brush before briefly becoming airborne. At about 0512, the aircraft struck the ground left of the runway centreline, approximately 1000 feet before the threshold. The captain and 1 passenger sustained fatal injuries. The other pilot and the second passenger sustained serious injuries. The aircraft was destroyed; an emergency locator transmitter signal was received. The accident occurred during the hours of darkness.

Omega Skydiving School

The twin engine aircraft was engaged in a series of skydiving flights at Czestochowa-Rudniki Airport, Silesia. It took off from runway 26C with 11 skydivers and one pilot on board. During initial climb, at an altitude of 100 metres, the pilot encountered technical problems with the engines and elected to make an emergency landing. He informed the passengers about the emergency situation and reduced his altitude when the aircraft rolled to the left to an angle of 70° then stalled and crashed in a wooded area, bursting into flames. The wreckage was found 4,200 metres past the runway end. Three skydivers were seriously injured while 9 other occupants were killed. Few minutes later, two of the survivors died from their injuries.

Oracle Geoscience International

The twin engine aircraft departed Bucaramanga-Palonegro Airport at 0804LT on a geophysical mission over the Coromoro Region, Santander. At 1000LT, the last radio contact was recorded with the pilot. While flying in marginal weather conditions (low clouds), the aircraft impacted the slope of a mountain located near Coromoro. The wreckage was found two days later at an altitude of 4,500 metres, some 98 km south of Bucaramanga. The aircraft disintegrated on impact and both occupants were killed, among them Peter Moore, co-founder of Oracle Geoscience International and Neville Ribeiro, the pilot.

Private Argentinian

The twin engine aircraft departed Termas de Río Hondo Airport on a flight to Río Cuarto, carrying six passengers and one pilot who took part to a motorcycle GP in Termas de Río Hondo. About 45 minutes into the flight, while cruising at an altitude of 6,500 feet, the left engine failed. The pilot contacted ATC and was cleared to divert to Deán Funes Airfield. On approach, he realized he could not make it and attempted an emergency landing on the National Road 60 at km 835. After touchdown, the aircraft veered off the street, lost its nose gear and came to rest in bushes. One passenger and the pilot were injured while five other occupants escaped unhurt. The aircraft was damaged beyond repair.

Private Australian

On 29 January 2014, at about 1100 Central Daylight-savings Time, the pilot prepared a Piper PA-31 aircraft, registered VHOFF, for a private flight from Aldinga aeroplane landing area (ALA) to Kangaroo Island, South Australia. To check fuel quantities, the pilot entered the cockpit, turned on the master switch and placed the left and right fuel selectors onto the main tank (inboard) position. The gauge for each tank showed just under half full. He then placed each fuel selector onto the auxiliary (outboard) tank position, where the gauge indicated the right and left auxiliary tanks were each about a quarter full. He did not return the selectors to the main tanks. He estimated that refuelling the main tanks would allow sufficient fuel for the flight with over an hour in reserve. He exited the aircraft while it was refuelled and continued preparing for the flight. Once refuelling was completed, the pilot conducted a pre-flight inspection, and finished loading the aircraft. The pilot and passenger then boarded. The pilot was familiar with Aldinga ALA, which is a non-controlled airport. At uncontrolled airports, unless a restriction or preference is listed for a certain runway in either the Airservices en route supplement Australia (ERSA), or other relevant publications, selection of the runway is the responsibility of the pilot. Operational considerations such as wind direction, other traffic, runway surface and length, performance requirements for the aircraft on that day, and suitable emergency landing areas in the event of an aircraft malfunction are all taken into consideration. On this day, the pilot assessed the wind to be favoring runway 14, which already had an aircraft in the circuit intending to land. However, he decided to use runway 03 due to the availability of a landing area in case of an emergency. He then completed a full run-up check of the engines, propellers and magnetos prior to lining up for departure. The pilot reported that all of the pre-take-off checks were normal. Once the aircraft landing on runway 14 was clear of the runway, the pilot went through his usual memory checklist prior to take-off. He scanned and crosschecked the flight and panel instruments, power quadrant settings and trims, but did not complete his usual final check, which was to reach down with his right hand and confirm that the fuel selector levers were on the main tanks. After broadcasting on the common traffic advisory frequency (CTAF) he commenced the take-off. At the appropriate speed, he rotated the aircraft as it passed the intersection of the 14 and 03 runways. Almost immediately both engines began surging, there was a loss of power, the power gauges fluctuated and the aircraft yawed from side to side. Due to the surging, fluctuating gauges and aircraft yaw, the pilot found it difficult to identify what he thought was a non-performing engine. He reported there were no warning lights so he retracted the landing gear, with the intent of getting the aircraft to attain a positive rate of climb, so he could trouble shoot further at a safe altitude. When a little over 50 ft above ground level (AGL), he realized the aircraft was not performing sufficiently, so he selected a suitable landing area. He focused on maintaining a safe airspeed and landed straight ahead. The aircraft touched down and slid about another 75-100 metres before coming to rest. The impact marks of the propellers suggest the aircraft touched the ground facing north-easterly and rotated to the north-west prior to stopping. The pilot turned off the master switch and both he and the passenger exited the aircraft. After a few minutes he re-entered the cockpit and completed the shutdown. Police and fire service attended shortly after the accident.

Aeroseed

The pilot departed Puerto Montt at 0900LT on a positioning flight to Port Raúl Marín Balmaceda to pick up five passengers. On approach, the pilot decided to complete a loss pass to evaluate the landing conditions and the wind component. Shortly later, the aircraft landed on its belly and slid for few dozen metres before coming to rest in a grassy area. The pilot was uninjured and the aircraft was damaged beyond repair.

Machinery Parts Company

Following a normal landing, the pilot felt no wheel braking action on the left wheel, and the brake pedal went to the floor. The pilot attempted to maintain directional control; however, the airplane departed the right side of the runway and traveled into the grass. The landing gear collapsed, and the airplane came to a stop, sustaining structural damage to the left wing spar. Postaccident examination confirmed that the left brake was inoperative and revealed a small hydraulic fluid leak at the shaft of the parking brake valve in the pressurized section of the cabin. Air likely entered the brake line at the area of the leak while the cabin was pressurized, rendering the left brake inoperative.

Private Isreali

Following an uneventful flight from Herzliya, the pilot started the approach to Eilat Airport in excellent weather conditions. During the last segment, at a height of about 10 feet, the pilot initiated a go-around procedure following a misunderstanding about an ATC transmission that was given to another crew. The pilot mistakenly closed to fuel valve coupled to the right engine while trying to switch fuel tanks, causing the right engine to stop. Due to an asymmetric thrust, the pilot lost control of the airplane that veered to the right and crashed in a drainage ditch, coming to rest upside down. While both passengers were seriously injured, the pilot was killed.

Habilitaciones Turisticas SA - HATUSA

At 1339LT, the crew was cleared for takeoff from runway 32 at Tuxtla Gutierrez-Angel Albino Corzo Airport. During initial climb, after being cleared to climb to 12,500 feet, the crew informed ATC he was returning to the airport. Shortly later, the aircraft lost height and crashed in a field, bursting into flames. The aircraft was totally destroyed and all 8 occupants were killed.

Fugro Airborne Surveys

The twin engine aircraft was engaged in a survey flight off the State of Rio de Janeiro and departed Jacarepaguá-Roberto Marinho Airport in the afternoon. While returning to his base, the pilot encountered problems and decided to ditch the aircraft. The airplane came to rest few hundred metres offshore. All three occupants were rescued and the aircraft sank.

Donald L. Holbrook

According to a friend of the pilot, the pilot was taking the airplane to have an annual inspection completed. The friend assisted the pilot before departure and watched as the airplane departed. He did not notice any anomalies with the airplane during the takeoff or the climbout. According to a witness in the vicinity of the accident site, he heard the airplane coming toward him, and it was flying very low. He looked up and saw the airplane approximately 200 feet over his house and descending toward the trees. As he watched the airplane, he noticed that the right propeller was not turning, and the right engine was not running. He stated that the left engine sounded as if it was running at full power. The airplane pitched up to avoid a power line and rolled to the right, descending below the tree line. A plume of smoke and an explosion followed. Examination of the right propeller assembly revealed evidence of significant frontal impact. The blades were bent but did not have indications of rotational scoring; thus they likely were not rotating at impact. One preload plate impact mark indicated that the blades were at an approximate 23-degree angle; blades that are feathered are about 86 degrees. Due to fire and impact damage of the right engine and related system components, the reason for the loss of power could not be determined. An examination of the airframe and left engine revealed no mechanical malfunctions or failures that would have precluded normal operation. A review of the airplane maintenance logbooks revealed that the annual inspection was 12 days overdue. According to Lycoming Service Instruction No. 1009AS, the recommended time between engine overhaul is 1,200 hours or 12 years, whichever occurs first. A review of the right engine maintenance logbook revealed that the engine had accumulated 1,435 hours since major overhaul and that neither engine had been overhauled within the preceding 12 years. Although the propeller manufacturer recommends that the propeller be feathered before the engine rpm drops below 1,000 rpm, a review of the latest revision of the pilot operating handbook (POH) revealed that the feathering procedure for engine failure did not specify this. It is likely that the pilot did not feather the right propeller before the engine reached the critical 1,000 rpm, which prevented the propeller from engaging in the feathered position

Family Celebrations

On June 8, 2012, about 1307 central daylight time, a Piper PA-31-325, N174BH, departed from the South St Paul Municipal Airport-Richard E Fleming Field (SGS), South St Paul, Minnesota for a maintenance test flight. The airplane reportedly had one of its two engines replaced and the pilot was to fly for about 4 hours to break-in the engine. The airplane did not return from the flight and was reported overdue. The airplane is missing and is presumed to have crashed. The airline transport pilot has not been located. The airplane was registered to Family Celebrations LLC, and was operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight departed SGS with the intention of returning to SGS at the conclusion of the flight. The airplane was reported missing and an alert notification issued about 2225. The last reported contact with the airplane and pilot was about 1300 when the fixed base operator at SGS towed the airplane to the fuel pumps. When he returned about 15 minutes later, the airplane was no longer there. Aircraft radar track data from various ground based sources indicated that the airplane departed SGS about 1307. The airplane maneuvered east of SGS before turning toward the north. The airplane's track continued north toward Duluth, Minnesota. Once the airplane reached Duluth, it followed the west shoreline of Lake Superior. Radar track data indicated that the airplane was at a pressure altitude of 2,800 feet when it reached the shoreline. The airplane continued along the west shoreline toward Two Harbors, Minnesota, flying over the water while maintaining a distance of about 0.5 miles from the shore. As the airplane approached Two Harbors, it descended. The airplane's last recorded position at 1427 was about 30 miles northeast of Duluth, Minnesota, at an uncorrected pressure altitude of 1,600 feet. The Air Force Rescue Coordination Center coordinated a search for the missing airplane. The Civil Air Patrol, United States Coast Guard, and other entities participated in the search efforts. Search efforts were suspended on July 4, 2012.

Aerohein

The twin engine aircraft departed Melinka Airport at 1200LT on a taxi flight to Quellón, carrying seven passengers and one pilot. Eight minutes later, the pilot reported his position at 6,500 feet some 20 NM south of the destination. Six minutes later, at 1214LT, he reported at 3,000 feet some 10 NM southwest of Quellón. Shortly later, radar and radio contacts were lost after the airplane impacted the slope of a mountain located in the Piedra Blanca Mountain Range. The wreckage was found 15 km southwest of Quellón. The aircraft was destroyed by impact forces and all eight occupants were killed. At the time of the accident, weather conditions were poor with rain, fog and strong winds.

Awyr Cymru Cyf

The commander had retired from flying Commercial Air Transport operations with an airline in August 2011. He had recently renewed his single pilot Instrument Rating and Multi Engine Piston (Land) planes rating and his intention was to continue flying part-time. He had been invited to fly G-BWHF, which was privately operated for business purposes, but his last flight in this aircraft was on 10 November 1998. Accordingly, he planned to conduct a re-familiarisation flight. The commander was accompanied by another pilot who was not a flight instructor but had recent experience of flying the aircraft and was familiar with the aerodrome. A webcam recorded the pilots towing the aircraft to the refuelling point, refuelling it and carrying out pre-flight preparations. There were no witnesses to any briefings which may have taken place. The commander first started the right engine, which initially ran roughly and backfired before running smoothly. The left engine started normally. The second pilot took his place in the front right seat. The aircraft taxied to the holding point of Runway 22, and was heard by witnesses to be running normally. A witness who lived adjacent to the airfield but could not see the aircraft heard the power and propeller checks being carried out, three or four times instead of once per engine as was usual. The engines were heard to increase power and the witness observed the aircraft accelerate along the runway and takeoff at 1105 hrs. It climbed straight ahead and through a small patch of thin stratus cloud, the base of which the witness estimated was approximately 1,000 ft aal. The aircraft remained visible as it passed through the cloud and continued climbing. The witness turned away from the aircraft to continue working but stated that apart from the unusual number of run-up checks, the aircraft appeared and sounded normal. The pilot of a Robinson R22 helicopter which departed Welshpool at 1015 hrs described weather to the south of the aerodrome as drizzle with patches of broken stratus at 600-700 ft aal. He was able to climb the helicopter between the patches of stratus until, at 1,500 ft, he was above the tops of the cloud. Visibility below the cloud was approximately 5-6 km but, above the cloud, it was in excess of 10 km. He noted that the top of Long Mountain was in cloud and his passenger took a photograph of the Long Mountain area The R22 returned to the airfield and joined left hand downwind for Runway 22. As it did so, its pilot heard a transmission from the pilot of the PA-31 stating that he was rejoining for circuits. The R22 pilot transmitted his position in order to alert the PA-31, then continued around the circuit and called final before making his approach to the runway, landing at about 1115 hrs. After passing overhead Welshpool, it made a descending left circuit, becoming established on a left hand, downwind leg for Runway 22. A witness approximately 3.5 nm northeast of the accident site saw the aircraft coming towards him with both propellers turning. It made a turn to the left with the engines apparently at a high power setting and, as it passed over Long Mountain, commenced a descent. He could not recall whether he could still hear the engines as the aircraft descended. He then lost sight of it behind the rising ground of Long Mountain. A search was initiated when the aircraft failed to return to Welshpool. Its wreckage was located in an open field on the west slope of Long Mountain. There were no witnesses to the actual impact with the trees or surface of the field but the sound was heard by a witness in the wood who stated that the engines were audible immediately prior to impact. The accident, which was not survivable, occurred at 1117 hrs. Both pilots were fatally injured.

Michel Tabrizian

Forty seconds after its take off from Ecuvillens Airport runway 28, while flying at a speed of 120 knots, the aircraft slightly turned to the right without gaining sufficient altitude. Then, its altitude fluctuated and it descended and climbed again. Suddenly, the aircraft hit tree tops, lost some wing's and empennage elements while all engine cowlings separated. The fuel tanks were spoiled and the aircraft caught fire. It overflew the wooded area for a distance of 120 metres then impacted a powerline before crashing in an open field located 275 metres after the initial impact, bursting into flames. The pilot, sole on board, was killed.

Private American

The twin engine aircraft was engaged in a local post maintenance test flight at Monterrey-Del Norte Airport. Shortly after takeoff, the airplane encountered difficulties to gain height when it stalled and crashed in a field located 500 metres past the runway end, bursting into flames. The aircraft was destroyed by fire and both occupants were killed.

Private British

The pilot was landing at a private strip at Wentworth. The runway was oriented 110/290° and had several level changes along its length which required all landings to be made in the 110° direction and all takeoffs in the 290° direction. Touchdown was required to take place on a level portion before the ground rose relatively steeply and levelled out again. The final part of the runway sloped gently down towards the end, which was bordered by a dry stone wall. The surface, from police photographs taken soon after the accident, showed it to be closely mown grass and firm, despite the indications of recent rain. The wind at the time was 220°/10 kt and the pilot reported that the approach was made directly into the setting sun, making it difficult to monitor the airspeed indicator. Touchdown was achieved on the first level portion of the runway and the brakes were applied very soon afterwards; however the pilot stated that there was no discernible braking action, despite applying firmer pressure on the brake pedals. Seeing that the stone wall at the end of the runway was approaching, he steered the aircraft to the right and towards a hedge, however he was unable to prevent the left wing striking the walland causing severe damage outboard of the engine. The pilot was uninjured and evacuated the aircraft normally. The police photographs indicate that the mainwheels were skidding on the wet grass almost throughout the landing roll of about 630 metres. Whilst the pilot acknowledged that his airspeed might have been somewhat high, he did not feel at the time of touchdown that his ground speed was unusual and he attributes the lack of braking action to the slippery runway surface.

Ocean City Comercial

The twin engine aircraft departed Guatemala City-La Aurora Airport at 0840LT on a flight to San Salvador-Ilopango Airport, carrying two passengers and one pilot. About 4-5 minutes after takeoff, while climbing in IMC conditions, the pilot reported technical problems with the instruments and was cleared for an immediate return. Shortly later, the aircraft entered an uncontrolled descent and crashed in a meat packing plant located in the approach path. The aircraft was destroyed by impact forces as well as the building. All three occupants as well as one people in the factory were killed.

Private Chilean

The twin engine aircraft was performing a special flight from Tobalaba to Concepción with a team of five experts from the Santo Tomás University. While descending to Concepción-Carriel Sur Airport in poor weather conditions, the twin engine aircraft hit tree tops and crashed in a wooded area located some 20 km north of the airport, near Tomé. All six occupants were killed. They should inspect installations in Concepción following the earthquake from 27FEB2010. Pilot: Marcelo Ruiz. Passengers: Ernesto Videla, Pablo Desbordes, Ignacio Fernández, Rodolfo Becker, Guillermo Moya.

Southern Aircraft Consultancy

The aircraft had recently been purchased in Germany and was flown to the United Kingdom on 11 December 2009 by the pilot of the accident flight. The new owner, who accompanied him for the flight from Germany, was a private pilot himself and was the passenger in the accident. The aircraft landed at Oxford on the evening of 11 December. The pilot reported to a maintenance organisation that there had been a problem with the brakes after landing and the aircraft was left parked outside a hangar. Minor maintenance was carried out on 20 December 2009 and on 9 January 2010 the aircraft was refuelled, but it was not flown again until the accident flight. On the morning of 15 January 2010 the pilot and his passenger met at Oxford Airport and prepared the aircraft for flight. The plan was to carry out an air test, although its exact nature was not established. The flight was pre-notified to Royal Air Force (RAF) Brize Norton as an air test with a requested level of FL190. At 1344 hrs the aircraft taxied out to Holding Point C for Runway 19 at Oxford. The pilot reported ‘READY FOR DEPARTURE’ at 1400 hrs and was given a clearance for a right turn after takeoff with a climb initially to FL80. The pilot then requested the latest weather information and the tower controller provided the following information: ‘........TWO THOUSAND METRES IN MIST AND CLOUD IS BROKEN AT 200 FEET.’ At 1403 hrs the takeoff commenced and shortly after liftoff Oxford ATC suggested that the pilot should contact Brize Radar on 124.275 Megahertz (MHz). The pilot made contact with Brize Radar at 1404 hrs, two-way communication was established and the provision of a Deconfliction Service was agreed. On the radar screen the Brize Norton controller observed the ‘Mode C’ (altitude) return increase to around 1,500 ft and then noticed it decrease, seeing returns of 1,300 ft and 900 ft, before the secondary return disappeared. At 1406 hrs the Brize Norton controller contacted Oxford ATC to ask if the aircraft had landed back there and was advised that it had not done so, but that it could be heard overhead. The Brize Norton controller told Oxford ATC that they had a continuing contact, but no Secondary Surveillance Radar (SSR). The Oxford controller could still hear an aircraft in the vicinity and agreed with the Brize Norton controller to attempt to make contact. At 1407 hrs Oxford ATC made several calls to the aircraft but there was no reply. The Oxford controller told the Brize Norton controller there was no reply and was informed in return that there was no longer any radar contact either. The Brize Norton controller also attempted to call the aircraft at 1407 hrs but without success. At 1410 hrs the Oxford controller advised the Brize Norton controller that there was smoke visible to the west of the airfield and they would alert both the airport and local emergency services. In the meantime several witnesses saw the aircraft crash into a field to the west of Oxford Airport. A severe fire started soon afterwards and bystanders who arrived at the scene were not able to get close to the aircraft. The local emergency services were notified of the accident by witnesses at 1407 hrs.

Air Training

The twin engine aircraft departed Riga on a flight to Tukums with eight people on board to take part to an airshow. Several others aircraft were also en route to Tukums but most of the pilots returned to their departure point due to the deterioration of the weather conditions. On approach to Tukums Airport runway 32, the pilot encountered poor visibility. Unable to establish a visual contact with the runway, he initiated a go-around procedure. After several circuits, he attempted a second approach under VFR mode. Too low, the aircraft struck a hill and eventually crashed in a private garden, coming to rest broken in two. All eight occupants were injured, some seriously. Few hours later, the pilot died from his injuries.