Short 360

Malu Aviation

The aircraft departed Goma on a cargo flight to Shabunda, carrying two conveyors and three crew members. On approach to Shabunda Airport, the crew encountered poor weather conditions when the arcraft crashed 15 km from the airport. All five occupants were killed.

SkyWay Enterprises

On October 29, 2014, at about 1840 Atlantic Standard Time, a Shorts SD3-60, United States registered N380MQ was destroyed when it crashed into the sea shortly after takeoff from Runway 28 at Princess Juliana International Airport, Sint Maarten, Dutch Antilles, Kingdom of the Netherlands. The two crewmembers on board sustained fatal injuries. The aircraft was operated by SkyWay Enterprises Inc. on a scheduled FedEx contract cargo flight to Luis Munoz Marin International Airport, San Juan, Puerto Rico. At 1839 local, Juliana Tower cleared the aircraft for takeoff Runway 28 - maintain heading 230 until passing 4000 feet. At 1840 local, Tower observed the aircraft descending visually and the radar target and data block disappeared. There were no distress calls. Night conditions and rain prevailed at the time of the accident. Coast Guard search crews discovered aircraft debris close to the shoreline about 1 ½ hours later. The Sint Maarten Civil Aviation Authority initiated an investigation in accordance with ICAO Annex 13. Local investigation authority personnel were joined by Accredited Representatives and advisors from the following states: the USA (NTSB/FAA), United Kingdom (AAIB and Shorts Brothers PLC), and Canada (TSB, TC, PWC). Organization of the investigation included the following groups: Operations, Accident Site and Wreckage, Powerplants, Aircraft Maintenance, Air Traffic Services, Meteorology, and GPS Study. The operator made available personnel for interviews but deferred to participate in the groups. Flight recorders were not installed nor required on this cargo configured aircraft. The original FDR and CVR were removed following conversion to cargo only operations. A handheld GPS recovered from submerged wreckage was successfully downloaded. Data revealed the aircraft past the departure runway threshold on takeoff and attained a maximum GPS recorded altitude of 433 feet at 119 knots groundspeed at 18:39:30. The two remaining data points were over the sea and recorded decreasing altitude and increasing airspeed. The wreckage was recovered from the sea and examined by technical experts. Assessment of the evidence concluded there were no airframe or engine malfunctions that would have affected the airworthiness of the aircraft. The experts concluded that the aircraft struck the sea while under normal engine operation. Operations and human performance investigators evaluated the evidence and analyzed extensive interviews. The investigation concluded that the aircraft departed from the expected flight path in an unusual attitude. The pilot flying most likely experienced a somatographic illusion as a result of a stressful takeoff and acceleration from flap retraction. The pilot’s reaction to pitch down while initiating a required heading change led to an extreme unusual attitude. Circumstances indicate the pilot monitoring did not perceive/respond/intervene to correct the flight path and recover from the unusual attitude. The aircraft exceeded the normal maneuvering parameters, the crew experienced a loss of control, and lacking adequate altitude for recovery, the aircraft crashed into the sea.

Air Cargo Carriers

The pilots reported that the cargo airplane was about 60 pounds over its maximum takeoff weight. Because their taxi to the assigned runway was long, they decided to reduce weight by using higher-than-normal engine power settings to burn fuel before takeoff while using the wheel brakes to control the airplane’s speed while taxiing. During the taxi, a fire ignited in the right wheel housing. The pilots brought the airplane to a stop on the taxiway, evacuated, and attempted to extinguish the fire with two handheld fire extinguishers. Airport firefighting personnel arrived on scene and extinguished the fire using foam suppressant. Although the fire damage was extensive, postaccident examination of the airplane did not show evidence of mechanical malfunctions or failures with the wheel and brake system that could have caused the fire. The right and left main landing gear tires deflated when the fusible plugs in the wheels blew due to overheating. The fusible plugs are designed to “fail” if the wheels overheat, and those plugs functioned as designed. The pilots stated that they had been trained to not ride the brakes while taxiing. However, the captain stated that he did not realize that he was in danger of blowing the tires much less causing a fire, otherwise he would not have attempted to bum off excess fuel while taxiing.

Air Cargo Carriers

Prior to departure, both flight crews decided that they would join-up while in flight to take video and still pictures of each airplane. Both aircraft were Shorts Brothers SD-360-300 turboprop airplanes. While flying in formation, N3735W announced over the radio that they would turn right, toward N372AC, and descend. During the turn, N3735W's left wing impacted the left wing and engine of N372AC. After the collision, N372AC rolled to the left and pitched down significantly before the flight crew regained control of the airplane. After the collision, N372AC was losing hydraulic fluid and eventually had a complete hydraulic system failure. The airplane made an emergency landing at a nearby airport with its flaps retracted and its landing gear partially extended. The airplane overran the end of the runway, coming to rest about 100 feet from the departure threshold. White paint transfer markings and scrapes were observed on the left wing deice boot, the outboard side of the left engine cowling was crushed inboard, the left wing-strut leading edge was torn open and bent, and the lower fuselage skin, immediately forward of the landing gear wheel wells and stub wing, was torn from left to right, consistent with a propeller strike. N3735W impacted terrain and the airplane was destroyed during a subsequent ground fire. The flight crew and passenger were killed. The outboard three-quarters of the left wing was separated from the main wreckage and was not fire damaged. The upper wing surface had linear scrapes diagonally across the wing skin. The left aileron from N3735W was found on the runway where N372AC had landed.

Air Cargo Carriers

Prior to departure, both flight crews decided that they would join-up while in flight to take video and still pictures of each airplane. Both aircraft were Shorts Brothers SD-360-300 turboprop airplanes. While flying in formation, N3735W announced over the radio that they would turn right, toward N372AC, and descend. During the turn, N3735W's left wing impacted the left wing and engine of N372AC. After the collision, N372AC rolled to the left and pitched down significantly before the flight crew regained control of the airplane. After the collision, N372AC was losing hydraulic fluid and eventually had a complete hydraulic system failure. The airplane made an emergency landing at a nearby airport with its flaps retracted and its landing gear partially extended. The airplane overran the end of the runway, coming to rest about 100 feet from the departure threshold. White paint transfer markings and scrapes were observed on the left wing deice boot, the outboard side of the left engine cowling was crushed inboard, the left wing-strut leading edge was torn open and bent, and the lower fuselage skin, immediately forward of the landing gear wheel wells and stub wing, was torn from left to right, consistent with a propeller strike. N3735W impacted terrain and the airplane was destroyed during a subsequent ground fire. The flight crew and passenger were killed. The outboard three-quarters of the left wing was separated from the main wreckage and was not fire damaged. The upper wing surface had linear scrapes diagonally across the wing skin. The left aileron from N3735W was found on the runway where N372AC had landed.

Air Cargo Carriers

Air Cargo Carriers, Inc. Flight SNC2917, a Short Brothers SD3-60 aircraft (registration N748CC, serial number SH3748), was on a charter cargo flight from Toledo, Ohio, USA, to Oshawa, Ontario, with two pilots on board. The crew conducted an instrument flight rules approach to Oshawa Municipal Airport in night instrument meteorological conditions. At approximately 2000 eastern standard time, the aircraft landed on Runway 30, which was snow-covered. During the landing roll, the pilot flying noted poor braking action and observed the runway end lights approaching. He rejected the landing and conducted a go-around procedure. The aircraft became airborne, but it started to descend as it flew over lower terrain, striking an airport boundary fence. It continued until it struck rising terrain and then a line of forestation, where it came to an abrupt stop. The flight crew exited the aircraft and waited for rescue personnel to render assistance. The aircraft was substantially damaged, and both pilots sustained serious injuries. There was no post-crash fire.

Venezuelan Air Force - Fuerza Aérea Venezolana

While descending to the altitude of 9,500 feet in poor weather conditions, the aircraft struck the slope of Mt El Perico located about 25 km from the Maracay-El Libertador Air Force Base. The aircraft was totally destroyed upon impact and all 30 occupants were killed, among them few civilians.

Loganair

The aircraft landed at Edinburgh Airport, Scotland, at 00:03 and was parked there on Stand 31 in conditions including light and moderate snowfall. After preparation for a Royal Mail charter flight 670A to Belfast, start clearance was given at 15:03. At 15:12 hrs the crew advised ATC they were shutting down due to a technical problem. The crew then advised their company that a generator would not come on line. An avionics technician carried out diagnosis during which both engines were ground-run twice. No fault was found and the flight crew requested taxi clearance at 17:10. A normal take off from runway 06 was carried out followed by a reduction to climb power at 1,200 feet amsl. At 2,200 feet amsl the aircraft anti-icing systems were selected on. Three seconds later the torque on each engine reduced rapidly to zero. A MAYDAY call was made by the crew advising that they had experienced a double engine failure. The aircraft was ditched in the Firth of Forth estuary some 100 meters from the shoreline near Granton Harbour. Both pilots were killed. Weather reported just before the accident with a temperature of +2°C, dewpoint of -3°C, visibility of more then 10 km, broken clouds at 4500 feet and cover at 8000 feet.

Aer Arann

The crew were planned to fly a scheduled passenger flight from Dublin to Sheffield airport and the commander was the handling pilot for the flight. Both pilots had operated into Sheffield between five and ten times in the previous three months. The aircraft, which was serviceable, took off from Dublin at 1814 hrs and was routed to Sheffield via the VOR/DME navigation beacon at Wallasey at FL90. Prior to descent, the crew obtained the most recent information from the Automatic Terminal Information Service (ATIS); this report, timed at 1820 hrs, was identified as 'Information Hotel'. The reported conditions at Sheffield were: surface wind variable at 03 kt, visibility 4,000 metres in rain and snow, a few clouds at 600 feet, scattered cloud at 1,200 feet and broken cloud at 3,000 feet, the temperature and dew point were coincident at +1°C and the QNH was 989 hPa. Air traffic control was passed to the Sheffield approach controller when the aircraft was 12 nm from the overhead at which time it was descending to 5,000 feet on the QNH. The crew were informed that the current ATIS was now 'Information India' and the aircraft was cleared to descend to 3,000 feet when within 10 nm of the airport. 'Information India', timed at 1850 hrs, contained no significant changes from 'Information Hotel'. The aircraft weight for the landing was calculated to be 11,100 kg with an associated threshold speed of 103 kt. The aircraft was cleared for the ILS/DME procedure for Runway 28 and the crew requested the QFE which was 980 hPa. The decision height for the approach was 400 feet. During the initial stages of the manually flown ILS approach the commander's flight director warning flag appeared briefly but then disappeared and did not reappear during the remaining period of flight. The de-ice boots had been selected to 'ON' early in the descent when the aircraft had briefly encountered light icing. These de-ice boots were selected to 'OFF' when at 5 nm from the runway at which stage there were no indications of icing and the indicated outside air temperature was +5°C. (This is indicative of an actual air temperature of +2°C.) At 1918:11 hrs the crew reported that they were established on the localiser. When the aircraft intercepted the glidepath, the flaps were set to 15° correctly configuring the aircraft for the approach. The handling pilot recalled that initially the rate of descent was slightly higher than the expected 650 ft/min leading him to suspect the presence of a tailwind, however, the rate of descent returned to a more normal value when approximately 4 nm from the runway. The propellers were set to the maximum rpm at 1,200 feet agl. When the crew reported that they were inside 4 nm they were cleared to land and passed the surface wind, which was variable at 2 kt; they were also warned that the runway surface was wet. Both pilots saw the runway lights when approaching 400 feet agl; the flaps were selected to 30° and confirmed at that position. Both pilots believed that the airspeed was satisfactory but, as the commander checked back on the control column for the landing, the rate of descent increased noticeably and the aircraft landed firmly. Both pilots believed that the power levers were in the flight idle position and neither was aware of any unusual control inputs during the landing flare. Two separate witnesses saw the aircraft during the later stages of the approach and the subsequent landing, one of these witnesses was in the control tower and the other was standing in front of the passenger terminal. They both saw the aircraft come into view at a height of approximately 400 feet and apparently travelling faster than normal. They described the aircraft striking the ground very hard with the left wing low; both heard a loud noise coincident with the initial contact. They then reported that the aircraft bounced before hitting the ground again, this time with the nose wheel first, before bouncing once more. Crew statements and flight data evidence indicate that the aircraft lifted no more than 8 feet before settling on the runway and then remained on the ground. The aircraft was then seen to travel about half way along the runway before slewing to the left and running onto the grass. When the aircraft stopped the left wing tip appeared to be touching the grass. When the aircraft came to rest the tower controller asked the crew if they required assistance, this call was timed at 1921:15 hrs. The crew asked for the fire services to be placed on standby but the controller judged that the situation required an immediate and full emergency response and activated the fire and rescue services. The airfield fire services arrived at the aircraft at 1924 hrs and all the passengers had been evacuated by 1925 hrs. The South Yorkshire fire and rescue services arrived at 1933 hrs and assisted in ferrying passengers to the terminal building.

Sirte Oil Company

The aircraft took off at 0929 utc from Tripoli-Intl Airport with two flight crew, one cabin crew and 38 passengers of which three children and one infant with 3,200 lbs of fuel on board. The aircraft flew on the route Tripoli - Beniwalid - Tilal direct to Marsa Brega. During flight, the crew have noticed fuel imbalance so they did a cross feeding until fuel balanced at 11:17:12 utc. At 11:25:51 utc, the aircraft started to descend from FL070 at 40 nm from Marsa Brega. At 11:36:57 utc, the left engine flamed out and the captain asked his f/o to confirm left engine failure at 11:37:27 utc. The f/o confirmed the left engine failure at 11:37:28 utc. The right engine flamed out at 11:37:39 utc. The captain asked his f/o to inform soc operation at Marsa Brega about the two engines failure and his decision to ditch at 11:37:57 utc. The captain asked his f/o to relight the engine at 11:38:05 utc. The GPWS activated since the aircraft was in an unsafe situation. At 11:38:34 utc, the aircraft ditched in the sea at 30 23.457 N 019 28.953 E. Both pilots and 17 other occupants were rescued while 22 other people including the cabin crew were killed. The aircraft was destroyed. Most of the passengers were employees of the Sirte Oil Company and working at the Marsa Brega Oil Complex. On board were 15 Libyans (among them both pilots), 13 British, two Canadians, three Indians, three Croatians, three Philippines, one Pakistan and one Tunisian, the cabin crew. Operated by the Libyan Sirte Oil Company, the aircraft was owned by Avisto, a Swiss operator.