February 2, 2014, Ft. Lauderdale, Fla. Gates Learjet Corp. 35A
At about 2230 Eastern time, the airplane was involved in a ground crew injury during engine start and taxi in preparation for a Part 135 medical transport flight. The pilot, co-pilot and two cabin crewmembers were not injured, and the airplane was not damaged, but a ground crewman sustained serious injuries. Visual conditions prevailed.
After completing engine start, the co-pilot gave the “disconnect ground power” hand signal to the lineman. The lineman moved to the left and rear of the airplane to disconnect the power unit. After placing the airplane’s two generators on line, the pilot looked outside to find the airplane was rolling forward at idle power. The pilot stopped the airplane and set its parking brake. After the cabin crew verified the lineman was standing next to the ground power unit, the pilot began a right turn to taxi. At this point, the co-pilot notified the pilot that the lineman was down, with the ground support equipment lying on top of him.
February 3, 2014, Elk City, Okla. Cessna 525 CitationJet
The airplane was substantially damaged at about 2300 Central time when it struck an obstruction during an instrument approach. The pilot and six passengers were not injured. Night instrument conditions prevailed; an IFR flight plan had been filed.
The airplane was executing an instrument approach when it impacted an electric utility pole about two miles north of the destination airport. The impact scattered debris for about 200 feet and resulted in substantial damage to the fuselage and horizontal stabilizer. The pilot executed a missed approach and landed at a nearby airport. A 2253 weather observation at a nearby site reported an east wind at five knots, visibility of 1¾ miles in light freezing rain, a broken ceiling at 200 feet agl and overcast clouds at 800 feet.
February 3, 2014, Bellevue, Tenn. Gulfstream 690C
At about 1655 Central time, the airplane was destroyed when it impacted the ground while executing an instrument approach. The private pilot and three passengers were fatally injured. Instrument conditions prevailed; an IFR flight plan had been filed.
Earlier, while executing a GPS instrument approach, the pilot performed a missed approach procedure and subsequently was cleared for a second attempt. During the second attempt, the airplane was on the final approach course when it turned left and began descending before radar contact was lost. There were no distress calls received from the pilot.
The airplane impacted trees and a field about nine miles south of the destination airport in an inverted attitude. Debris was scattered on a course of about 320 degrees for about 450 feet. A post-crash fire consumed a majority of the airframe. Weather observed at the destination airport at 1655 included an overcast ceiling at 800 feet and visibility of five statute miles.
February 4, 2014, Phoenix, Ariz. Piper PA-28-181 Archer II/III
The airplane sustained substantial damage during a forced landing at about 1150 Mountain time following a reported loss of engine power during initial climb. The student pilot and flight instructor (CFI) aboard were seriously injured. A passenger, who also was a CFI, sustained minor injuries. Visual conditions prevailed.
The CFI subsequently reported the engine lost power at about 200 feet agl after a touch-and-go. He decided to turn back toward the airport, however, he could not make it to the runway and initiated a forced landing to a nearby field. During the landing sequence, the airplane struck the airport’s perimeter fence and nosed over. A post-accident fire ensued.
February 7, 2014, Stuart, Fla. Piper PA-28-161 Warrior II/III
At about 1930 Eastern time, the airplane was lost and presumed destroyed while flying over the Atlantic Ocean. The private pilot was not recovered and is presumed fatally injured. Night instrument conditions prevailed.
According to preliminary ATC radar and voice communication records, the pilot obtained VFR flight following services to his destination. While en route, the pilot was advised IMC prevailed at the destination. In response, the pilot stated he would divert to a nearby airport. Subsequently, the pilot was advised flight following services were not available at the airplane’s altitude of 450 feet due to limited radar coverage. The pilot acknowledged the transmission. No further communications were received from the pilot, and no radar targets were observed. The next day, the aircraft operator reported it missing. Subsequently, debris correlated to the accident airplane and personal effects belonging to the pilot were recovered from several beaches in the vicinity. No substantial wreckage was recovered as of this writing.
February 9, 2014, Lexington, Texas Cessna 182A Skylane
The airplane nosed over during a forced landing while attempting to land after releasing skydivers at about 1700 Central time. The solo pilot was not injured but the airplane received substantial damage to the firewall and rudder. Visual conditions prevailed.
After the skydivers exited the airplane at 10,000 feet msl, the pilot established a shallow spiral above them, descending at 500 fpm, with reduced power and carburetor heat. While turning onto final approach, he turned off carburetor heat. Shortly, the engine lost power. The pilot adjusted the throttle and was able to regain a slight amount of power. He switched the fuel tanks and the power output remained the same. The pilot applied carburetor heat and within seconds all engine power was lost.
The accident occurred on the second skydiving flight of the day. The airplane contained 30 gallons of fuel prior to the first flight. The pilot stated it would use about 5 to 6 gallons of fuel per flight.
February 14, 2014, Gunnison, Colo. Cirrus Design Corp. SR22
At about 1423 Mountain time, the airplane was substantially damaged when it impacted terrain following an intentional airframe parachute deployment. The uninjured pilot reported the airplane had encountered structural icing during cruise flight at 16,000 feet msl that prevented it from maintaining altitude. The pilot subsequently activated the airframe parachute system and the airplane landed in mountainous terrain. Instrument conditions prevailed and the airplane was operating on an IFR clearance.
February 14, 2014, Pinson, Tenn. Cessna 172M Skyhawk
The airplane was substantially damaged during a precautionary landing at 1759 Central time. The non-instrument-rated private pilot/owner was not injured; the passenger sustained serious injuries. Night instrument conditions prevailed.
The pilot later stated he obtained “all available” information regarding current and forecast weather conditions along his route and then took off into marginal VFR. After climbing to his desired cruising altitude, he was forced to descend due to worsening weather conditions to maintain VFR. Subsequently, ATC advised of IFR weather at his destination and suggested diverting to a nearby airport. The pilot turned to the suggested heading, but continued to descend to maintain VFR. Subsequently, the pilot determined visual flight could not be continued and selected a field for a precautionary landing. The airplane landed hard in muddy terrain.
The pilot reported 150 total hours of flight experience, all of which were in the accident airplane make and model. Weather reported 13 miles north of the accident site included an overcast ceiling at 1300 feet with three miles of visibility in fog.
February 14, 2014, Clay, Ala. Cessna 210L Centurion
The airplane crashed in a heavily wooded area at about 2221 Central time and was destroyed. The commercial pilot and one passenger were fatally injured. The flight was a Part 135 non-scheduled cargo operation. Instrument conditions prevailed and an IFR clearance had been obtained.
While approaching its destination at about 2220:37, ATC provided vectors and cleared the flight for an ILS approach. The controller instructed the pilot to turn right to heading 210 degrees, but radar data indicated the pilot turned left. At about 2220:59, the controller informed the pilot it appeared he was in a turn to the north, and advised him to level the wings and maintain altitude. There was no reply from the pilot. The airplane was lost from radar and radio contact was lost.
February 16, 2014, Telluride, Colo. Beechcraft 35-33 Debonair
At 1126 Mountain time, the airplane impacted steep, mountainous terrain ½ mile its departure point. The airline transport pilot and two pilot-rated passengers were fatally injured. The airplane was substantially damaged; a post-impact fire ensued. Instrument conditions prevailed; an IFR flight plan had been filed.
After takeoff, the pilots never established contact with ATC. Search and rescue personnel located the wreckage later the same day; there were no known witnesses to the accident. Observed weather at the departure airport included wind from 080 degrees at four knots; visibility 1.5 miles with light snow; broken clouds at 1000 feet and an overcast at 1400 feet; temperature 0 degrees C and dewpoint -01 degrees C.
February 16, 2014, Shepherd, Texas RANS S-10 Sakota Experimental
The aircraft impacted terrain and was destroyed following an in-flight breakup at about 1311 Central time. The solo pilot was fatally injured. Visual conditions existed at the time of the accident.
According to a witness, the pilot radioed his intention to perform a rolling maneuver. Other witnesses observed the airplane roll through an inverted position and then transition into a steep dive, during which a wing separated from the fuselage. The airplane subsequently impacted the ground at a steep angle. On-site wreckage examination revealed the left wing was located about 200 yards north of the main wreckage.
February 17, 2014, Wellington, Fla. Sonex Experimental
At about 1250 Eastern time, the airplane collided with terrain during an uncontrolled descent shortly after takeoff. The solo airline transport pilot was fatally injured; the airplane was destroyed. Visual conditions prevailed.
According to witnesses, as the airplane climbed after takeoff the engine backfired and began to sputter. The airplane made a steep 180-degree left turn, back toward the airport, and entered a nose-down attitude. The airplane began to spiral downward and collided with a pond.
February 19, 2014, Pearland, Texas Beechcraft B100 King Air
The airplane impacted terrain at about 0845 Central time, fatally injuring the solo private pilot and destroying the airplane. Instrument conditions prevailed and the flight was operating on an IFR flight plan.
Review of ATC communications depicted the airplane attempting the RNAV Runway 32 approach with a circling maneuver to land on Runway 14. The airplane then performed a missed approach before disappearing from radar. Two witnesses reported hearing the airplane overhead, but could not see it because of the clouds. Three other witnesses reported seeing the airplane impact the ground nose first. A nearby weather facility recorded wind from 180 degrees at eight knots; five miles visibility in mist; an overcast at 300 feet; temperature 69 degrees F and dewpoint of 61 F.
February 22, 2014, LaGrange, Ga. Beechcraft 95-B55 (T42A) Baron
At 1405 Eastern time, the airplane was destroyed when it collided with terrain following a loss of control during an aborted landing. The commercial pilot, flight instructor and pilot-rated passenger were fatally injured. Visual conditions prevailed.
Glider-tow operations were underway on an intersecting runway at the non-towered airport. Witnesses reported pilots aboard the accident aircraft announce on the CTAF “inbound on the ILS Runway 31.” Just prior to the accident, witnesses also recalled hearing, “Abort! Abort!” A witness observed the accident airplane “sort of hot and landing long,” and stated it was still airborne 2000 feet past the runway threshold. The witness heard its engines accelerate suddenly to full power as the airplane pitched up into a steep climb, banked left and rolled inverted. The turn continued until the airplane struck the ground in an 80- to 90-degree nose-down attitude. At the time, other witnesses noticed a towplane and glider departing the intersecting runway.
