Aviation Safety

Upon arrival at the destination airport, the pilot noted the windsock appeared to favor Runway 19. The pilot reported that the approach was made with the airplane configured in a slip to compensate for the crosswind. As the airplane touched down, there was a slight bounce. During the landing rollout, the airplane began to veer to the right. The pilot applied left rudder to correct the heading; however, the airplane continued off the runway and hit a culvert with a rock facing.

The airplane was presumed substantially damaged during a ditching in the Atlantic Ocean at 1515 Eastern time, near Key West, Fla. The solo private pilot was not injured. Visual conditions prevailed. After descending to traffic pattern altitude, the pilot leveled off and advanced the throttle to increase the power; however, the engine did not respond. The propeller continued to turn momentarily and then stopped completely. The pilot completed the emergency checklist but could not restart the engine. The pilot performed a forced landing to the water, opened the canopy and inflated the life raft he had in the airplane. He entered the life raft and watched the airplane float for approximately five minutes before sinking.

At about 1515 Central time the airplane was destroyed upon impact with terrain following a loss of control shortly after takeoff. The airline transport pilot, instrument-rated commercial pilot and the three passengers sustained fatal injuries. Visual conditions prevailed. A witness who had served 20 years as a U.S. Air Force crew chief reported a sound resembling an “engine compressor stall.” He observed the airplane descending at a 60-to-70-degree nose-down attitude and trailing gray smoke from what appeared to be the right engine. He also observed pieces of a bird falling from the sky to the water near his location. Other witnesses reported observing smoke trail the airplane as it descended and hearing a high-pitched grinding, screech or squeal coming from the airplane.

The private pilot was asked to perform a power-off 180-degree accuracy landing as part of the practical test for a commercial pilot certification. The first attempt was terminated with a go-around. The second approach appeared normal according to the designated pilot examiner, until approximately five seconds before touchdown. At that point, the airplanes rate of descent increased to approximately 1000 fpm, airspeed slowed below 75 mph and the airplane “dropped onto the runway.” Neither the pilot nor examiner noticed any apparent damage at that time and elected to continue the flight. Upon completing the flight, the airplane was examined by maintenance for a hard landing and substantial damage was confirmed to both wings at the landing gear assembly mounts.

The CFI was demonstrating a simulated engine failure during initial takeoff climb by executing a 180-degree turn back to the airport. As the CFI was completing the maneuver, he initiated a go-around by applying full power. Subsequently the airplane stalled and impacted the runway in a left-wing-low attitude. The CFI stated he was aware of the tailwind condition he would encounter as the airplane completed the 180-degree turn and that upon exiting the airplane, he noted the wind to be considerably higher than he had expected. Examination of the airplane revealed that the left and right wings sustained substantial damage. No anomalies were noted with the engine or flight control systems.

At approximately 1715 Central standard time, the airplane was destroyed upon colliding with terrain. The commercial pilot was fatally injured and the single passenger sustained serious injuries. Visual conditions prevailed. An eyewitness saw the airplane approach from the east heading west. When the airplane was abeam a school, its engine power rapidly reduced and it was observed executing a left turn at an estimated 45-degree bank. The airplane descended as the airplane turned approximately 270 degrees and was flying north approaching the witness from the south. The airplanes wings were level as the airplane continued to descend as it approached the witness.

The 58-hour student pilot later stated the airport was reporting 27-to-35-knot sustained winds with gusts from 40 to 45 knots. The pilot then landed on Runway 2 without flaps. During the flare, a gust of wind “picked up” the right side of the airplane and subsequently the airplane dropped to the runway. Examination of the airplane revealed that the fuselage just aft of the engine mount attachment point was buckled.

The airplane was destroyed when it impacted terrain at 1034 Eastern time. The Canadian certificated private pilot and the passenger were fatally injured. Visual conditions prevailed at the site; however, initiation of the event occurred in instrument conditions. According to preliminary information, the airplane was in cruise flight at 6200 feet msl, the minimum sector altitude (MSA) for that location, when the pilot reported airframe icing and requested a lower altitude. However, because of terrain, the controller gave the pilot a 30-degree left turn. Another pilot, in an airplane about 30 nm to the east, subsequently reported cloud tops at 7500 feet. The controller asked the pilot if he would like a climb to 8000 feet and the pilot responded that he would. About three minutes later, the pilot advised the controller that he was losing altitude. The controller told him to maintain whatever altitude he could, and advised him of the location of the nearest airport. There were no further communications from the airplane.

At about 1345 Eastern daylight time, the airplane broke up in flight off the shore of Grand Bahamas, Bahamas. Visual conditions prevailed. The private pilot and passenger were fatally injured. The flight originated from the Grand Bahama International Airport, Freeport, Grand Bahamas at 1319.

The airplane sustained substantial damage during a forced landing at 1654 Mountain time, following a loss of engine power. The commercial pilot and two passengers were not injured. Visual conditions prevailed, and a flight plan was not filed for the Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, while descending through 8500 feet, the engine “began vibrating and broke.” The pilot then attempted a forced landing to a gravel road. Due to the airplanes altitude at the time of the engine failure, the pilot elected to land the airplane on the road with the landing gear retracted.