Swearingen SA226AT Merlin IV

Castle Aviation

On December 10, 2021, about 2330 eastern standard time, a Swearingen SA-226AT, N54GP, was destroyed when it was involved in an accident near Bedford, New Hampshire. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 135 ondemand cargo flight. According to preliminary information from the Federal Aviation Administration, the airplane was on the instrument landing system approach to runway 6 at Manchester Boston Regional Airport (MHT), Manchester, New Hampshire. During the approach, the pilot reported an engine failure at 2330:42 but did not specify which engine. Radio and radar contact were lost at 2330:51, when the airplane was about 1/4 mile from the runway. The wreckage was located on a river sand jetty, oriented north, and a postcrash fire consumed the cockpit, cabin, and both wings. No debris path was observed. A crater about 6 ft long, 3 ft wide, and 2 ft deep was observed at the beginning of the sand jetty. The left aileron was recovered in the water near the crater. The empennage was located just beyond the crater. The empennage remained intact, with the elevator and rudder attached and undamaged except for the right elevator tip. The right wingtip was located near the empennage and an outboard left-wing section was located 60 ft left of the main wreckage. Three landing gear were located near the main wreckage and the radome was located at the end of the sand jetty, in water. Elevator control continuity was confirmed from the elevator to the cockpit area. Rudder control continuity was confirmed from the rudder to the cabin area. No aileron cables were identified. The left engine was located in the main wreckage. The left propeller had separated and was partially embedded in mud to the left of the left engine. All three blades remained attached to the hub and did not exhibit rotational damage. The right engine was located forward and left of the main wreckage. The right propeller remained attached to the right engine and all three propeller blade roots remained attached to the hub and were charred. The right propeller blades appeared to be at or near the feathered position. Both engines and propellers were retained for further examination. A copy of residential security camera video which recorded a portion of the airplane’s approach was obtained for further examination.

Flightline - Spain

The crew (one pilot under supervision and one instructor) departed Girona-Costa Brava on a local training flight. Following two successful landings and touch-and-go manoeuvres, the crew initiated a new approach to complete a full stop landing. The aircraft belly landed and slid for few dozen metres before coming to rest on the runway. Both pilots evacuated safely and the aircraft was damaged beyond repair.

Ameriflight

The pilot, who had more than 3,340 hours of pilot-in-command time in the make/model of the accident aircraft, and was very familiar with the destination airport and its ILS approach procedure, departed on a cargo flight in the SA227 turboprop aircraft. The aircraft was dispatched with the primary (NAV 1) ILS receiver having been deferred (out of service) due to unreliable performance the evening before the accident, thus leaving the aircraft with the secondary (NAV 2) ILS receiver for ILS use. The pilot arrived in the destination terminal area and was given vectors to intercept the ILS localizer, and radar data showed the aircraft intercepting and tracking the localizer accurately throughout the approach. Mode C altitude readouts showed the aircraft approaching from below the glideslope at the required intercept altitude of 4,100 feet, passing through and above the glideslope and then initiating a relatively constant descent, the angle of which exceeded the glideslope angle of -3.5 degrees. Weather at the destination airport was 400 foot overcast and the decision height for the ILS/DME runway 21R approach was 270 feet. The aircraft passed through the tops of trees in level flight about 530 feet above the airport elevation and slightly under 3 nautical miles from the runway threshold. The pilot was given a low altitude alert by the tower and acknowledged, reporting that he was descending through 2,800 feet, which was confirmed on the mode C radar readout. At that point the aircraft was well below the ILS glideslope and about 13 seconds from impacting the trees. Post crash examination of information captured from the left and right HSI units and an RMI revealed that the NAV 1 receiver was most likely set on the ILS frequency, and the NAV 2 receiver was most likely set on Spokane VORTAC, a terminal navigation facility located very slightly right of the nose of the aircraft and 14 nautical miles southwest of the destination airport.

Flightline - Spain

The twin engine airplane departed Barcelona Airport at 1018LT on a charter flight to Oran, Algeria, carrying eight American businessmen and two pilots. En route, while cruising along the Spanish coast, the crew encountered poor weather conditions with thunderstorm activity, and was cleared to deviate from the prescribed flight plan to the east. Shortly later, the aircraft entered an area of heavy turbulences and was presumably struck by lighting, causing the electrical system to fail. The aircraft entered an uncontrolled descent and crashed in the Mediterranean Sea about 18 km northwest of the Columbretes Islands. Few debris were found floating on water and all 10 occupants were killed.

Max Aviation - Canada

The approach to Kuujjuaq-Fort Chimo Airport was stable but slightly below the VASIS descent profile. Just before the flare when power was reduced to idle, the crew was surprised by how rapidly the aircraft decelerated. Touchdown on the runway was hard. After the engines were shut down at the terminal, the crew noted structural deformations around the nose wheel attachment point and on the wings, where the deformations caused fuel to leak. Runway 31 slopes upward 1.3%. The landing was made at twilight, and the runway environment appeared very dark to the crew due to the lack of reflection from the gravel surface.

Northern Illinois Flight Center

The airplane was on an on-demand air-taxi flight operating under 14 CFR Part 135 and was destroyed when it impacted trees and terrain while circling to land during a non-precision instrument approach at night. The airplane came to rest 1.74 nautical miles and 226 degrees magnetic from the intended airport. A weather briefing was obtained and instrument meteorological conditions were present along the route of flight at the time of the briefing. Weather conditions for the two reporting stations closest to the destination were obtained by the airplane prior to executing the approach. The weather reports listed ceilings and visibilities as 400 to 500 feet overcast and 5 to 7 statute miles. The airport elevation is 669 feet and the minimum descent altitude for the approach was listed as 1,240 feet. There was no weather reporting station at the destination airport at the time of the accident. According to the operators General Operations Manual, the pilot was responsible for the dispatch of the airplane including flight planning, and confirming departure, en-route, arrival and terminal operations compliance. The manual also states, "For airports without weather reporting, the area forecast and reports from airports in the vicinity must indicate that the weather conditions will be VFR [visual flight rules] at the ETA so as to allow the aircraft to terminate the IFR operations and land under VFR. (Note: a visual approach is not approved without weather reporting)." For 14 CFR Part 135 instrument flight operations conducted at an airport, federal regulations require weather observations at that airport. Furthermore, the regulations state that, for 14 CFR Part 135 operations, an instrument approach cannot be initiated unless approved weather information is available at the airport where the instrument approach is located, and the weather information indicates that the weather conditions are at or above the authorized minimums for the approach procedure. The commercial pilot held a type rating for the accident airplane. The right seat occupant was a commercial pilot employed by the operator and did not hold an appropriate type rating for the accident airplane. The pitch trim selector switch was found set to the co-pilot side. The regulations state that 14 CFR Part 135 operators cannot use the services of any person as an airman unless that person is appropriately qualified for the operation for which the person is to be used. The circling approach was made over primarily unlit land and water. An FAA publication states that during night operations, "Distance may be deceptive at night due to limited lighting conditions. A lack of intervening Page 2 of 17 CHI01FA083 references on the ground and the inability of the pilot to compare the size and location of different ground objects cause this. This also applies to the estimation of altitude and speed. Consequently, more dependence must be placed on flight instruments, particularly the altimeter and the airspeed indicator." No anomalies were found with respect to the airframe, engines, or systems that could be associated with a pre-impact condition.

Besit Servizi Aerei

Damaged beyond repair following a landing accident at Olbia-Costa Smeralda Airport. Both pilots were uninjured.

Air Transport - USA

The pilot reported that shortly after takeoff, the airplane's left engine started to surge. The airplane also began experiencing intermittent electrical surges which caused the instrument panel lights, cabin lights, and radios to go off and on. The pilot diverted to an alternate airport to land. He did not secure the left engine before landing because it was still developing some usable power. He placed the gear select handle in the down position and observed three green gear-down-and-locked lights. Prior to touchdown, both power levers were positioned to flight idle and no gear warning horn sounded. The airplane landed gear up. Postaccident examination revealed no abnormalities with the landing gear or electrical system. The landing gear emergency extension functioned properly. The landing gear indicating system showed a safe gear indication when the gear was extended during examination. Substantial damage to the gear doors was observed, but no damage to the landing gear was observed.

Aéro-Service

Following a visual approach to Pointe-Noire Airport runway 17, the twin engine airplane belly landed and skidded on runway for about 250 metres before coming to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

Jetcraft Air Cargo

VH-SWP was operating on a standard company flight plan for the route Bankstown-Tamworth-Armidale-Glen Innes-Inverell and return, and the flight plan indicated the flight would be conducted in accordance with IFR procedures. The classification of the flight was shown as non-scheduled commercial air transport although the aircraft was operating to a company schedule, and departure and flight times for each route segment were indicated on the flight plan. The aircraft departed Bankstown at about 0640 and proceeded as planned to Inverell where the pilot rested until his departure that afternoon for the return journey. The schedule required an Armidale departure at 1721. At 1723 the pilot reported to Sydney Flight Service that he was departing Armidale for Tamworth. The planned time for the flight was 17 minutes. Although the flight-planned altitude for this sector was 6,000 ft, the pilot was unable to climb immediately because a slower aircraft, which had departed Armidale for Tamworth two minutes earlier, was climbing to that altitude. In addition, there was opposite direction traffic at 7,000 ft. The next most suitable altitude was 8,000 ft, but separation from the other two aircraft, which were also IFR, had to be established by the pilot before further climb was possible. The published IFR lowest safe altitude for the route was 5,400 ft. The pilot subsequently elected to remain at 4,500 ft in visual meteorological conditions (VMC) and at 1727 requested an airways clearance from Tamworth Tower. A clearance was issued by ATC to the pilot to track direct to Tamworth at 4,500 ft visually. At about 1732 the pilot requested a descent clearance. He was cleared to make a visual approach with a clearance limit of 5 NM by distance measuring equipment (DME) from Tamworth, and was requested to report at 8 DME from Tamworth. The pilot acknowledged the instructions and reported leaving 4,500 ft on descent. Transmissions from ATC to the pilot less than two minutes later were not answered. The aircraft was not being monitored on radar by ATC, nor was this a requirement. At about 1740, reports were received by the police and ATC of an explosion and possible aircraft accident near the mountain range 8 NM north-east of Tamworth Airport. The aircraft wreckage was discovered at about 2115 by searchers on the mountain range.Soon after the aircraft was reported missing, a search aircraft pilot, who had extensive local flying experience, reported to ATC that the top of the range (where the accident occurred) was obscured by cloud, and that there was very low cloud in the valley nearby.

Air Toronto

For unknown reasons, the aircraft completed a gear up landing at Hamilton-Civic Airport. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

RFG Regionalflug

On approach to Munich-Riem Airport, the crew encountered poor weather conditions and limited visibility due to low clouds and fog. On final approach, the crew descended below the MDA until the aircraft struck the runway surface. Upon impact, the undercarriage were torn off and the aircraft slid on its belly for about 300 meters before coming to rest. All 14 occupants escapes with minor injuries and the aircraft was damaged beyond repair.

Barckley Airlines

While on an IFR flight plan in IMC, the pilot executed a missed approach after flying a localizer back course 27 approach. During a subsequent ILS runway 09L approach, radio and radar contact with the aircraft were lost. The aircraft wreckage was located on the inbound approach course 1/2 mile east of the Saige locator outer marker. The aircraft was destroyed by impact forces and a post impact fire. The autopsy and medical history of the pilot led to a conclusion that he was incapacitated at the time of impact. The pilots flight time was not reported and his logs were not located. The pilot, sole on board, was killed.

Danair

The aircraft was completing flight DX386 from Stauning to Copenhagen. It departed Stauning at 1724LT with 13 passengers and a crew of two on board. During approach to runway 22L at Kastrup Airport, the captain noticed a faint smell of burnt insulation and asked the copilot if he could smell anything "hot". The copilot who could not confirm the smell was asked by the captain to turn the cabin temperature - which was operated in manual mode - towards cold. The captain checked indication and warning systems for generators, batteries, circuit breakers and continued the approach. After a normal approach and landing at 18:07 hours the aircraft was cleared to the parking area via taxiway two and to change frequency to Apron Tower when clear of the runway. After contact with Apron Tower instructions were received for taxi to parking via taxiway two and inner perimeter but one minute later new instructions were received to taxi via runway three zero. While taxiing the left engine was shut down as is normal company procedure and taxiing continued on the right engine. Suddenly the captain noticed a flash outside the aircraft. The captain's first thought was that fire had started in the left engine or in the brakes and he brought the aircraft to a halt to investigate. Very shortly after a flash fire erupted in the left hand cockpit side console aft of and close to the captain's left leg. The crew made no radio transmissions about the fire since all electrical power was immediately turned off, in accordance with emergency procedure, after the aircraft was brought to a stop. The captain shouted towards the cabin: "It is burning, out". The passengers and crew then vacated the aircraft. The accident occurred at or about 18:11 hours on runway 30 during darkness. All 15 occupants escaped uninjured.

Royal Thai Air Force - Kong Thap Akat Thai

Shortly after takeoff from Hat Yai Airport, the crew declared an emergency after one of the engine failed. Cleared to return for an emergency landing, the crew could not make it and the airplane lost speed then crash landed in a field and came to rest, bursting into flames. All eight occupants escaped with minor injuries while the aircraft was destroyed by a post crash fire. The aircraft had the dual registration L6-2/21 and 29-999.

South African Air Force

Following an uneventful flight from Windhoek, the twin engine airplane was descending to Waterkloof AFB when it collided with a Bon Air Piper PA-31-350 Navajo Chieftain registered ZS-KTX that was approaching Pretoria-Wonderboom Airport with five people on board. Following the collision, both aircraft entered a dive and crashed between the districts of Laudium and Erasmia, southeast of Pretoria. Both aircraft were destroyed and all 13 occupants were killed.

Royal Thai Air Force - Kong Thap Akat Thai

After takeoff from Sakhon Nakhon Airport, while climbing, the airplane went out of control and crashed in a field near the airport. All five occupants were killed, three pilots and two mechanics.

Magnavox Corporation

On approach to Southern Pines-Moore County Airport, the captain informed ground he would complete a visual approach to runway 05. On short final, the airplane struck tree tops and crashed half a mile short of runway threshold. The aircraft was destroyed and both crew members were killed. At the time of the accident, the visibility was limited due to the night, low ceiling, raing and localised patches of fog.