The pilot of the twin-engine, turbine powered airplane reported that while providing flights for skydivers throughout the day, he had a potential new hire pilot flying with him in the right seat. He added that on the eighth flight of the day, the new pilot was flying during the approach and “approximately 200′ [ft.] south from the threshold of [runway] 15 at approximately 15 feet AGL [above ground level] the bottom violently and unexpectedly dropped out.
The pilot reported that, during the takeoff roll, the airplane encountered a gust of wind and veered left off the runway centerline. He added, that the airplane became airborne, but that he did not have “enough time” to avoid a parked helicopter. Subsequently, the left wing impacted the helicopter. He then reduced the engine power and the airplane landed without further incident.
The pilot reported that this was his third skydiving flight of the day and he performed a back taxi on the runway for takeoff. He further reported that as he rotated the airplane for takeoff, he heard a “steady” stall warning horn, the flight controls felt mushy, and the airplane would not climb. The pilot reported that he aborted the takeoff and applied max braking and reverse thrust, but the airplane overran the runway remaining. Subsequently, the landing gear collapsed and the airplane collided with a fence.
The pilot reported that he was landing in gusty crosswind conditions following a parachute jump flight, and that the gusty conditions had persisted for the previous 10 skydiving flights that day. The pilot further reported that during the landing roll, when the nose wheel touched down, the airplane became “unstable” and veered to the left. He reported that he applied right rudder and added power to abort the landing, but the airplane departed the runway to the left and the left wing impacted a tree. The airplane spun 180 degrees to the left and came to rest after the impact with the tree.
On September 27, 2015, about 1830 central daylight time, a Cessna 182A airplane, N3921D, was substantially damaged during an in-flight collision with trees and terrain near Lexington, Texas. The pilot sustained fatal injuries. The aircraft was registered to and operated by Austin Skydiving Center, Inc. under the provisions of 14 Code of Federal Regulations Part 91 as a skydiving flight operation.
On July 19, 2015, about 1515 universal coordinated time, a Cessna 206G, HC-CLR, was destroyed by collision with terrain during a forced landing following a loss of engine power during descent to Edmund Carvajal Airport (XMS), Macas, Santiago, Ecuador.
Read the NSTB report.
On February 9, 2015 at 0615 eastern standard time, N30EA, a DH6 Twin Otter sustained substantial damage when it collided with N70EA, another DH6 Twin Otter, during engine start at the Sebastian Municipal Airport (X26), Sebastian, Florida. Neither the pilot on N30EA or N70EA were injured. Both airplanes were registered to and operated by Eagle Air Transport, Ottawa, Illinois. An instrument flight rules flight plan was filed for the re-positioning flight that was destined for the Exuma International Airport (MYEF), George Town, Bahamas. Visual meteorological conditions prevailed for the positioning flight conducted under the provisions of 14 Code of Federal Regulations Part 91.
Both airplanes were parked right next to each other, wing-tip to wing-tip. N30AE was parked on the right side of N70AE. The pilot of N30AE stated that she had just started the engines. When she advanced the throttles (one at a time) to bring the generators on-line, the airplane began to move forward. She said she tried to apply the brakes, but they were not working and she was unable to move the tiller, which was positioned all the way to the left. The pilot was unable to stop the airplane and it collided with N70AE.
The pilot of N70AE said that had not started the engines yet when N30AE struck his airplane.
While climbing through 2,500 feet after takeoff, the pilot observed a red-tailed hawk approaching the airplane from below. The hawk impacted the left wing, and the pilot elected to perform a precautionary landing. The airplane subsequently landed without incident. Postaccident examination by a Federal Aviation Administration inspector revealed substantial damage to the left wing.
The commercial pilot said he applied full power to go around after a bounced landing. Torque generated by the turboprop engine pulled the
airplane to the right, and the pilot stated that he was unable to arrest the turn.
The pilot stated that, before starting the engine by manually rotating the propeller, he set the brakes, throttle, and trim. He exited the airplane and proceeded to rotate the propeller. When the engine started, it went to full rpm, and the airplane started to move forward on the taxiway at a high speed.
The pilot stated that after the 20 skydivers left the airplane, he “descended and entered at a 45-degree angle for the downwind leg for landing on runway 08.” Once on the downwind leg of the traffic pattern, the pilot stated that the “windshield began fogging up.” The pilot decided to make a 360-degree turn to the right while he wiped the window with a rag.
The pilot of a Piper L-4 airplane reported that shortly after he started the taxi roll from the parking area, he initiated a shallow turn toward the taxiway. As he reached the taxiway he steered to follow the centerline, however, the airplane continued to turn to the right. He reported, in part, that the left brake inputs were not responsive and the airplane continued to the right and collided with a standing occupied Cessna.
The helicopter impacted unmarked power transmission lines as the pilot maneuvered at a low altitude over a river. The helicopter impacted the river and separated into several pieces. The pilot and his passengers were not injured and were rescued by nearby boaters.
The pilot of ZK-KAY, a Pacific Aerospace PAC 750XL, was flying under Visual Flight Rules (VFR) on a cross-country flight, tracking south-east, close to Blithfield Reservoir. The pilot and passenger of Luscombe 8E Silvaire Deluxe G-AKUI were on a local flight from their base near the reservoir. G-AKUI entered a turn to the right shortly prior to the collision, possibly to avoid a third aircraft which later radar analysis showed was near. Read the AAIB...
The parachute jump plane was substantially damaged when it collided with a parachutist on final approach for landing. The pilot was not able to maintain directional control and the airplane impacted trees and terrain near the airport. The pilot stated that he was on final approach for landing, when a parachutist “made a rapid descent and accelerated from behind [his] right wing.”
The pilot stated that after the 14 jumpers left the airplane at 13,500 feet, southwest of the airport, he started his descent to the northeast. He approached the airport from the northeast overflew the airport, and made a left turn to enter the downwind leg for runway 23. He saw some parachutes on the ground and some in the air.
The airplane entered an inverted spin during a skydiving operation when a parachutist’s parachute deployed while exiting the airplane at 10,500 feet mean sea level. The parachute became entangled around the right hand landing gear and the parachutist could not be freed. The pilot, who was wearing a parachute, and the remaining parachutists jumped from the airplane.
A US Army Pilatus UV-20A collided in midair with a Cessna 182C during parachute jumping operations. The collision occurred about 4,800 feet msl (2,800 feet agl) on the northeast side of runway 12 abeam the approach end. Both aircraft had made multiple flights taking jumpers aloft prior to the accident. The Pilatus departed runway 12 about 5 minutes prior to the Cessna’s departure on the same runway.
A US Army Pilatus UV-20A collided in midair with a Cessna 182C during parachute jumping operations. The collision occurred about 4,800 feet mean sea level (msl) (2,800 feet above ground level (agl)) on the northeast side of runway 12 abeam the approach end. Both aircraft had made multiple flights taking jumpers aloft prior to the accident. The Pilatus departed runway 12 about 5 minutes prior to the Cessna’s departure on the same runway.
After takeoff the pilot raised the landing gear and then had to take evasive action to the right to avoid a flock of birds. As he performed the evasive maneuver, he raised the flaps. The aircraft was slow, and he kept the nose down to build up speed for the climb. Just as he was to commence the climb, he caught a glimpse of a wire ahead. He pulled up rapidly, but contacted the wire with the right wing.