Swearingen SA226T Merlin III

Global Air

On April 23, 2021, about 1530 mountain standard time, a Swearingen SA226-T(B) twin-engine airplane, N59EZ, was destroyed when it was involved in an accident near Winslow, Arizona. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The airplane departed from Scottsdale Airport (SDL), Scottsdale, Arizona, about 1412 and was destined for Winslow-Lindbergh Regional Airport (INW), Winslow, Arizona. No flight plan was filed and there was no contact with air traffic control during the flight. Radar tracking depicted the airplane accomplishing several turning maneuvers in the vicinity of the Winslow airport and general accident area at elevations ranging from 7,100 ft mean sea level (msl) to 4,850 ft msl for about two minutes before the radar track ends. The airplane came to rest in a rock quarry adjacent to Arizona State Route 87 about 4 miles east of the Winslow Airport. The entire airplane was contained within a flat portion of the quarry; the sides of the rock quarry were about 40 ft in elevation and surrounded the accident site. A postcrash fire consumed the wreckage. The first identified point of impact was a disturbance to the ground about 10 ft from a barb-wire fence; the wood posts were fractured, and the barbwire was pulled out, the two metal posts about 12 ft apart were not damaged or disturbed. The debris path was on a 028° heading that led to the main wreckage. The main wreckage was about 410 ft from the first identified point of impact and came to rest inverted. Both wings separated from the fuselage, and both engines separated from their respective wings. The two four-bladed propellers were found at the accident site, both propeller assemblies had separated from their respective engines and were found in the debris field.

SkyCare Air Ambulance

The twin engine airplane departed North Bay on an ambulance flight to Arnprior, carrying two pilots and a doctor. Following an uneventful flight, the crew was cleared for a VOR/DME approach to runway 28 under VFR conditions. On short final, the aircraft descended too low and impacted ground 50 metres short of runway. Upon impact, the nose gear collapsed and the airplane slid for about 600 metres before coming to rest. All three occupants evacuated safely and the aircraft was damaged beyond repair.

Ponderosa Air

According to the pilot in command (PIC), he was conducting an instructional flight for his "new SIC (second in command)," who was seated in the left seat. He reported that they had flown two previous legs in the retractable landing gear-equipped airplane. He recalled that, during the approach, they discussed the events of their previous flights and had complied with the airport control tower's request to "keep our speed up." During the approach, he called for full flaps and retarded the throttle to flight idle. The PIC asserted that there was no indication that the landing gear was not extended because he did not hear a landing gear warning horn; however, he was wearing a noise-cancelling headset. He added that the landing gear position lights were not visible because the SIC's knee obstructed his view of the lights. He recalled that, following the flare, he heard the propellers hit the runway and that he made the decision not to go around because of unknown damage sustained to the propellers. The airplane touched down and slid to a stop on the runway. The airplane sustained substantial damage to the fuselage bulkheads, longerons, and stringers. The SIC reported that the flight was a training flight in visual flight rules conditions. He noted that the airspace was busy and that, during the approach, he applied full flaps, but they failed to extend the landing gear. He added that he did not hear the landing gear warning horn; however, he was wearing a noise-cancelling headset. The Federal Aviation Administration Aviation Safety Inspector that examined the wreckage reported that, during recovery, the pilot extended the nose landing gear via the normal extension process. However, due to significant damage to the main landing gear (MLG) doors, the MLG was unable to be extended hydraulically or manually. He added that an operational check of the landing gear warning horn was not accomplished because the wreckage was unsafe to enter after it was removed from the runway. The landing gear warning horn was presented by an aural tone in the cockpit and was not configured to be heard through the pilots' noise-cancelling headsets. When asked, the PIC and the SIC both stated that they could not remember who read the airplane flight manual Before Landing checklist.

Medelair

The twin engine airplane departed Alicante-Mutxamel Airport at 1221LT on a private flight to Andorra, carrying four passengers and one pilot. Following an uneventful flight at an altitude of 12,500 feet, the pilot informed ATC about electrical problems then initiated the descent to Andorra. About two minutes later, the electrical system totally failed. The pilot continued the approach to Andorra-La Seu d'Urgell Airport. After touchdown on runway 21, the undercarriage collapsed. The aircraft veered off runway to the right and came to rest in a grassy area. All five occupants evacuated safely and the aircraft was damaged beyond repair.

Maci Leasing Corporation

During takeoff from the departure airport, as the pilot advanced the throttles, the aircraft made a "sudden turn to the right." The pilot successfully aborted the takeoff, performed an engine run-up, and then took off without incident. The pilot experienced no anomalies during the second takeoff or the flight to the destination airport. As he reduced the power while in the traffic pattern, at the destination airport, the left engine accelerated to 60 percent power. The pilot reported to the tower that he had "one engine surging and another engine that seems like I lost control or speed." The pilot advanced and retarded the throttles and the engines responded appropriately, so he continued the approach. As the pilot flared the airplane for landing, the left engine surged to 65 percent power with the throttle lever in the "idle" position. The airplane immediately turned to the right; the right wing dropped and impacted the ground. Disassembly of the engines revealed no anomalies to account for surging, or for an uncommanded increase in power or lack of throttle response. Functional testing of the fuel control units and fuel pumps revealed the flight idle fuel flow rate was 237 and 312 pounds per hour (pph), for the left and right engines, respectively. These figures were higher than the new production specification of 214 pph. According to the manufacturer, flight idle fuel flow impacts thrust produced when the power levers are set to the flight idle position and differences in fuel flow can result in an asymmetrical thrust condition.

Big Bang Aviation

The pilot departed Front Range Airport (elevation 5512 feet) at approximately 2008, climbed to 7,000 feet msl, accelerated to 270 knots, and requested his IFR clearance. Weather at the time of N950TT's departure was 500 feet overcast; witnesses reported the tops of the thin cloud condition were 8,500 feet msl and it was very dark on top (no stars or moon). The pilot made several changes in airspeed and climb rate until radar indicated that he had entered an 8,500 fpm decent. The pilot reported to ATC that he had 'stalled' the airplane. Radar indicated that he then climbed at 7,500 fpm until his estimated airspeed was 10 knots, and then subsequently descended again at 8,400 fpm until he impacted the frozen ground. The pilot had flown 4 times for 7 hours in the previous 40 days. Five airline pilots, each of who had 3,000 to 5,000 hours in Swearingens, stated individually that even though the airplane is single pilot certified, they believed that 'its a two pilot airplane--because the work load is too high.'

Alas del Sur

On final approach to Ushuaia Airport, following an uneventful cargo flight from Río Grande, the twin engine aircraft collided with a flock of birds. The windshield was broken and the left engine lost power. The crew was able to continue the approach and landing. After touchdown, the aircraft went out of control and collided with a snow wall. Both pilots escaped with minor injuries and the aircraft was damaged beyond repair.

Great Western Hotels

During arrival at dawn, the pilot contacted Approach Control about 22 miles from the airport at 8,500 feet and requested an ILS runway 26 approach. The ATIS was reporting 1/8 mile visibility with fog; the minimum published visibility for the ILS landing was 3/4 mile. The controller vectored the aircraft so that it intercepted the ILS localizer at the outer marker at an intercept angle that was 5 degrees greater than the maximum allowable intercept of 30 degrees. The intercept point should have been at least 3 miles further away from the airport. The aircraft was 650 feet above the ILS glideslope at the outer marker (which was outside the ILS glideslope parameter). Instead of making a missed approach, the pilot elected to continue the ILS. As he attempted to intercept the glideslope from above, the airplane entered a high rate of descent and passed through the glideslope. The pilot was arresting the descent, when the airplane collided with level terrain about 1,000 feet short of the runway. After the accident, at 0646 edt, the visibility was 1/16 mile with fog.

Eastern Foods

N500AK encountered icing in flight before start of ILS approach. Radar data showed that before reaching outer marker, it slowed in a manner that was consistent with a power reduction (or partial loss of power), then it entered a steep descent and crashed. Examination revealed engines were not operating at impact and that propellers had been feathered. No preimpact part failure or malfunction of engines, propellers or anti-ice system was found. There was evidence that engine inlet anti-ice annunciator lights and stability augmentation system (SAS) fault warning light were illuminated during impact. The engine manufacturer reported that flameouts had occurred in other aircraft, during or following operation in icing conditions, sometimes after descent into warmer air. Flight manual noted that if icing was encountered with anti-ice system off, select continuous ignition and then select engine and propeller heat (1 engine at a time, ensuring first engine was operating satisfactorily before selecting second engine) and engage sas heat. All four occupants were killed.

Eagle Aviation - Kenya

During the takeoff roll, the nose gear collapsed. The aircraft slid for few dozen metres, overran, collided with a fence and came to rest in a ditch, bursting into flames. Both pilots were injured.

Predator

The twin engine aircraft was completing a night charter flight from Southend to Helsinki, carrying seven passengers and one pilot. On final approach to Helsinki-Vantaa Airport runway 22, the pilot elected to reduce the speed when the aircraft lost altitude, descended below the MDA, struck the ground and came to rest inverted in a snow covered field located about one km short of runway threshold. A passenger was seriously injured while seven other occupants were killed.

American Way Service Corporation

Aircraft was scheduled for an instructional flight. During the weather briefing, the CFI told the FSS specialist that the flight would include engine out practice. Witness statements indicate that the aircraft rolled sharply to the right and nosed down after attaining about 100 feet of altitude during the climb after takeoff. The aircraft struck the ground left prop and left wing tip first, in an inverted flight attitude. During the post accident investigation, the right engine power lever was subjected to lab exam and it was found that the lower aft part of the lift gate detent was worn. This created a ramping effect between the rounded edge of the lift gate and the flight idle stop. A worn lift gate detent would allow the power lever to inadvertently be moved into the beta range, causing asymmetrical drag and degraded airplane performance, particularly in critical phases of flight. All three occupants were killed.

O.R.D. Inc.

Crashed in unknown circumstances 13 km from Mclean’s Town Cay. There were no casualties.

Air Parcel Express

A distress message was received from the pilot stating he was 100 miles south of Grand Isle, LA, and had lost an engine and was unable to maintain altitude. A second message was received shortly afterwards stating that the aircraft was at 1,500 feet and the pilot was preparing to ditch the aircraft. No further contacts and no ELT signals were heard. The aircraft wreckage has not been located.

Landmark Land Company

The aircraft landed hard and short of the runway. The impact collapsed the right main landing gear and the aircraft was destroyed by the post crash fire. The pilot reported that on short final a muffled 'pop' was heard and the aircraft yawed to the right. Directional control was regained and the aircraft landed hard. Post accident inspection failed to disclose any pre-impact failure/malfunction of the aircraft or engines. Right engine propeller slash marks in the runway indicate power was being produced on the engine at touchdown. Both pilots were uninjured.

Baker Marine Construction Corporation

Prior to the FAF during a VOR/DME approach, the Merlin was cleared to change to the unicom frequency. The pilot of the Merlin contacted unicom and requested and airport advisory. The unicom operator replied that there was a pirep of 500 feet over the field with two miles visibility but 'zilch' over the water. Shortly after this contact the pilot of the AA-5A called on unicom turning final. The pilot of the AA-5A was given the same advisory as given to the Merlin and further advised that another aircraft was inbound for runway 14. The aircraft collided less than one mile northwest of the approach end of runway 14. AIM 157 recommends that VFR inbound flights broadcasting entering downwind and final. AIM 363 recommends that, when making an IFR approach to an airport not served by a tower or FSS and after ATC advises to change to advisory frequency, to broadcast intentions, including type approach, position and when over FAF inbound. All three occupants in both airplanes were killed.

Private American

While in cruising altitude, the crew encountered poor weather conditions with thunderstorm activity. The pilot-in-command suffered a spatial disorientation and lost control of the aircraft that entered a dive and crashed into gulf of Mexico off Cameron. Both occupants were killed. They were engaged in an illegal smuggling flight.

Fairchild Aircraft Corporation

The crew was completing a local test flight at San Marcos Airport. Following several circuits, the crew initiated a new approach with the copilot at controls. Due to an improper level off, the twin engine airplane landed hard and came to rest. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

Belgian Air Force - Force Aérienne Belge - Belgische Luchtmacht

The crew was engaged in a local training flight at Lille-Lesquin Airport and was completing several touch-and-go maneuvers. On final approach, just prior to touchdown, the airplane went out of control and crashed onto the runway. It was damaged beyond repair and both pilots were killed. Crew: Jean-Claude Timmermans, student pilot, Étienne Lemmens, instructor.

Fairchild Aircraft Corporation

The twin engine airplane was engaged in a local experimentation flight at San Marcos Airport on behalf of the Federal Aviation Administration (FAA). During the last segment, at level off, the airplane landed hard and struck the runway surface. Upon impact, the undercarriage were torn off and the airplane came on its belly. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

Merlin Flite

The crew encountered an unexpected situation and was forced to attempt an emergency landing near Grønholt Airport. Upon landing in a pasture, the airplane lost its both wings and came to rest. There were no injuries.

INA Aviation

On final approach to Nassau Airport, the pilot decided to make a go-around when the twin engine airplane struck trees and crashed. The pilot, sole on board, was killed.

AiResearch Aviation

While descending to Montreal-Dorval Airport, the crew encountered poor weather conditions and a limited visibility due to snow falls. Unable to locate the runway, the captain decided to abandon the approach and initiated a go-around manoeuvre. Few minutes later, a second attempt to land was also abandoned for similar reasons. During a third attempt, the crew descended below the glide to establish a visual contact with the ground when the airplane struck the ground. On impact, the undercarriage were torn off and the airplane slid in an open field before coming to rest few dozen meters short of runway. All eight occupants evacuated safely while the aircraft was damaged beyond repair.

Banco Real

Crashed in unknown circumstances shortly after takeoff from São Paulo-Congonhas Airport. The airplane was destroyed and all five occupants were injured.