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.
On July 23, 2016, about 1900 Pacific daylight time, a Beech 65- A90, N256TA, sustained substantial damage following a reported loss of control while climbing out near the Byron Airport (C83) Byron, California. The airplane was registered to N80896 LLC, and operated by Bay Area Skydiving under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and the 14 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed C83 at about 1845.
On June 27, 2016, about 1400 mountain daylight time, a Beech E-90 King Air airplane, N92DV, was struck by a skydiver exiting the airplane near Longmont, Colorado. The commercial rated pilot and fourteen skydivers were not injured and one skydiver sustained serious injuries. The airplane sustained substantial damage.
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 pilot reported that the airplane floated during the landing flare, touched down long, bounced, and went off the end of the runway. The airplane struck two ditches before coming to rest on a road.
While landing, the airplane touched down short of the runway, the left main landing gear impacted the edge of the runway and collapsed, and the airplane departed the edge of the runway into a culvert. The airplane’s left wing sustained substantial damage.
The pilot of the skydiving airplane was performing the first takeoff of the day, and he had just raised the landing gear when the airplane experienced a complete loss of power in one of its two engines. There was still runway remaining, and the pilot made the decision to abort the takeoff.
The pilot received an unsafe landing gear indication for the left main landing gear when he configured the airplane for landing. He cycled the gear and then attempted a manual extension, both without success. The pilot then completed the landing on the nose and right main landing gear. A post accident examination of the left main landing gear actuator revealed that the supports for the actuator bearings lacked lubrication and that the bearings displayed wear due to inadequate lubrication.
The Beech King Air had undergone maintenance that included a landing gear disassembly and inspection in preparation for the airplane’s sale. Following the landing gear inspection, the left main landing gear strut was overfilled to an extension that exceeded maintenance specifications due to the strut not being able to maintain the manufacturer’s specified pressure/extension.
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.
Beach 90 King Air Non-Fatal Pitts Meadow, Canada August 3, 2008
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.
The pilot was landing the twin-engine, turboprop airplane on a 3,000-foot-long, 70-foot-wide, asphalt runway, when he encountered a high sink rate. He applied engine power; however, the engines did not respond quickly enough to prevent a hard landing.
Following an uneventful flight, the pilot overflew the destination airport and observed no apparent wind speed or direction on the windsock. The airplane approached the runway fast, and landed “very hard,” separating the right main landing gear from the airplane in the process.
The pilot began descending when he thought all jumpers had departed the airplane, but 1 jumper remained. The remaining jumper realized the airplane was descending but was too late to stop his exit. After exiting the airplane he contacted the horizontal stabilizer and broke the femur of his left leg.
A skydiver jumped up and out of the airplane instead of dropping out of the exit and keeping a low trajectory. He then impacted the horizontal stabilizer and fell away from the leading edge. The skydiver’s automatic deployment system activated and opened the parachute.
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.
During takeoff roll, the airplane’s right landing gear tire blew. The left wing raised up and the airplane drifted right. The pilot shut down the power. The pilot then stated that the right wheel caught the raised grass area on the edge of the runway. The airplane’s tail swung to the right and the right landing gear collapsed.
The airplane lost engine power during descent. The 1,127-hour pilot elected to perform emergency engine out procedures and prepared for an emergency landing. After impact, the pilot observed the right engine nacelle engulfed in flames, which then spread to the fuselage. Review of the engine logbook revealed the engine was being operated in excess of 1,000 hours of the manufacturer’s recommended time between overhauls of 3,600 hours.