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.
DHC-6 Twin Otter
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 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.
On June 1, 2014, about 1400 eastern daylight time, an employee from the fixed base operator responding to a DeHavilland DHC-6-200 airplane, N223AL, received fatal injuries when she was struck by an operating propeller blade as she walked toward the cockpit.
The airplane had not been flown for about 5 months and the purpose of the accident flight was a maintenance test flight after both engines had been replaced with higher horsepower models. Witnesses observed the airplane depart and complete two uneventful touch-and-go landings. The airplane was then observed to be struggling to gain altitude and airspeed while maneuvering in the traffic pattern.
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 reported that there were no observed anomalies with the left wing prior to the flight. During the flight, which was conducted as a local parachute operation, the pilot performed a descending turn. The left wing’s aileron bound when the pilot attempted to level the bank. The pilot declared an emergency.
On July 29, 2006, about 1345 central daylight time, a de Havilland DHC 6 100, N203E, registered to Adventure Aviation, LLC, and operated by Skydive Quantum Leap as a local parachute operations flight, crashed into trees and terrain after takeoff from Sullivan Regional Airport, near Sullivan, Missouri. The pilot and five parachutists were killed, and two parachutists were seriously injured.
The purpose of the flight was for the second pilot to perform an evaluation of the first pilot, who was recently designated by the operator as a backup pilot. Following several successful flights with and without passengers, the pilots discussed single engine operations, and the first pilot reduced the right engine’s power to flight idle and feathered the propeller.
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.
After landing at night and stopping on the ramp, a passenger was seriously injured after walking into the propeller blade after exiting the aircraft.
A de Havilland DHC-6 and a Beech King Air 90 were to make a formation air drop of skydivers from 14,000 feet msl. The de Havilland was to be the lead aircraft with the King Air in trail. As the skydivers prepared to exit, the King Air was traveling faster than the de Havilland, and the pilot of the King Air had to pitch up and bank right to avoid the de Havilland.
The flight had proceeded without incident until a visual approach was made to the destination airport, but a landing was not completed because of poor visibility due to ground fog. The pilot then requested vectors to another airport, and was advised by ATC that he was below radar coverage, and he could not be radar identified. The pilot stated he would proceed to a third airport;
During the loading of 17 parachutists, a 31-year-old male parachutist notified the loader/jump master that on his next jump he would have a smoke canister on the airplane and that the pilot should be notified.
The pilot departed on a 15-minute positioning flight. About 4 miles from the destination, both engines lost power, and the pilot landed in an open field, where the airplane struck trees. The pilot reported he departed with about 800 pounds of fuel on board, and thought the gauges indicated about 300 pounds remaining when the power loss occurred.
The flight returned from dropping parachutists, and the pilot left the engines running as the next load of parachutists loaded. A passenger, who had ridden on the previous flight, was instructed by the pilot to exit through the rear door and that ground personnel would direct her.
During an attempted freestyle jump from 10,500 feet msl, the parachutist gripped a bar in the airplane, then swung his legs outside and let go. During this attempted exit, the parachutist hit his head on the doorway floor.
The ground loader had fueled the airplane from the airport fuel truck. He stated that the flight crew did not sump the fuel tanks after they were fueled. Immediately after takeoff the right engine lost power, the right wing lowered to about 90 deg, and the airplane impacted the ground adjacent to the runway. Then forward fuel tank, which provides fuel to the right engine, was found to contain about 8 gals of a heavily contaminated mixture composed of water,
After lift-off, at about 100 ft agl and 85 kts, the left eng decelerated and the airplane began to yaw and roll left. The pic aborted the takeoff, turned left and landed on a flat level field. The airplane struck a fence, then trees. Examination of the left eng revealed the loss of power was attributed to a fatigue fracture of a compressor turbine blade, which led to subsequent blade fractures. The right eng was examined and found to have advance wear on the throttle cam assembly of the power turbine governor. In a test cell, only aprx 28% of takeoff power could be achieved. The cam lobe wear had progressed over an extended period of time. The right engine prop governor was replaced 11/18/90, followed by a test run. Read the NTSB...