Utah Flight Services Flight 7564 Utah Flight Services Flight 7564 was an executive flight from Salt Lake International Airport to Los Angeles International Airport, on November 5th, 1973, the flight was being operated with an upgraded B-25 Mitchell when it crashed into a very remote hillside in Utah, killing all occupants. (Utah Flight Services B-25 flying over Utah, a few miles away from the crash site in the mid 1970s) Date: 5 / November / 1973 Site: Utah, USA Summary: Flightcrew incapacitation Aircraft Type: North American B-25 Mitchell Operator/Owner: Utah Flight Services Registration: N183BG Crew: 3 Passengers: 6 Survivor: 0 Fatalities: 9 (all) Injuries (Non Fatal): - Phase: En-route Nature: Executive Departure Airport: Salt Lake International, UT Destination Airport: Los Angeles International, CA Damage: Destroyed Flight number: 7564 Narrative: The civilian converted B-25, N183BG, was cleared for takeoff from Salt Lake after sunrise on a flight to LAX, the plane reached FL130 without any problems, the ATC informed the pilots about the weather ahead of them, the captain acknowledged the message and requested to descend to FL120, the ATC cleared them to do that. The ATC called the flight back about 30 seconds after clearing them to descend, there were no words from either pilots, the ATC noted that the aircraft was descending at high speed below 8.000 feet, another aircraft was asked to look for the plane, and the following transmission was received: "TWA490: Tower this is TWA490, I can confirm some smoke is coming out from one of hills below" The ATC lost contact with the flight a few seconds after the transmission of TWA490. The wreckage of Flight 7564 was located a few hours later in a remote hillside, the wreckage was scattered over a large area and showed signs of a high speed left wing first impact. The wreckage was highly fragmented and destroyed by the impact. Thus the examination was very limited especially that the plane was not required to carry a CVR/FDR. No pre impact malfunctions were noted in the aircraft despite the heavy impact and post fire damage. It is most likely that the crew were were incapacitated and the aircraft went into a left spiral since the crew were descending. - Cause: "The incapacitation of the flightcrew for reasons that could not be determined based on available evidence."
Trans World Airlines (TWA) Flight 931 (A TWA Lockheed L-749 Constellation similar to one involved at Chicago O'hare Airport in 1961) Operator: Trans World Airlines (TWA) Date: November 22nd, 1963 Summary: Engine Failure on takeoff leading to CFIT Site: Cedarhurst, Long Island, New York, United States Aircraft: Lockheed L-749 Constellation Registration: N6063C Crew:6 Passengers: 68 Fatalities: 55 (Passengers) 4 (Crew) 5 (Ground) Total: 64 (56 from crash,8* from injuries) (* 6 plane,2 Ground died from their injuries) Survivors: 13 (Passengers) 2 (Crew) Total: 15 (21 Initially) Injuries (Non Fatal): 12 (Passengers) 2 (Crew) 12 (Ground) Total:26 Phase: Takeoff Nature: International Scheduled Passenger Origin Airport: Idlewild International Airport,United States (Now called JFK International Airport) Stopover Airport 1 : Gander International Airport,Canada Stopover Airport 2: Dublin Airport, Ireland Stopover Airport 3: London-Heathrow Airport, United Kingdom Destination Airport: Amsterdam Airport Schiphol,Netherlands Flight Number: 931 Damage: Destroyed Summary: On November 22nd,1963 (The same day U.S president John F Kennedy was assassinated in Dallas,Texas). Trans World Airlines (TWA) Flight 931 is at Idlewild Airport (Now JFK International Airport) preparing for a flight to Amsterdam Airport Schiphol,Netherlands via Gander International Airport,Canada, Dublin Airport,Ireland and London-Heathrow Airport, United Kingdom. The Plane operating the flight is a 14 Year old Lockheed L-739 Constellation registered as N6063C. On board are 6 Crew. The Captain was Juan Cueller,49 with 7,520 Hours of Flight Time and has been flying with TWA since 1957. The First Officer was Paul Greenburg,33 with 1,140 Hours of Flight Time and has been flying with TWA since 1962. The Engineer was Victor Barker,54 with 13,410 Hours of Flight Time and has been flying with TWA Since 1953. The Navigator/Radio Operator was Vincent Baldwin,41 with 8,005 Hours of Flight Time and has been flying with TWA since 1957. The 2 remaining crew were stewardesses Melissa Powell,53 and Ann Pugh,25. On board are 68 Passengers, Among them are 6 European Diplomats returning home after a UN Conference. While taking off the pilots realize the engines aren't working properly and attempt to turn around but lose control after the plane takes off and crashes into the village of Cedarhurst near the Airport. On Impact 53 (50 Passengers and 3 of the Cockpit Crew) on board the Constellation and 3 on the ground are killed resulting in 56 initial deaths but Stewardess Powell, 5 Passengers and 2 more on the ground die from their injuries resulting in 8 more deaths giving the total death toll 64. Engineer Barker, Stewardess Pugh and 13 Passengers survived the crash. 12 more on the ground are injured. 10 Homes were destroyed from the crash leaving 17 people homeless Nationalities (Plane) : Canada:9 (8 Killed,1 Survived) : France:7 (All Killed) : Greece:2 (1 Killed,1 Survived) : Ireland:10 (9 Killed,1 Survived) : Italy:3 (All Killed) : Netherlands:9 (7 Killed,2 Survived) : United Kingdom:6 (all killed) : United States:26 (6 Crew,20 Passengers) (16 Killed,10 Survived) : West Germany:2 (Both Killed) (Ground) : United States: 20 (8 Killed,12 Survived with injuries) Many passengers suffered Survivor's guilt for the rest of their lives thinking that they should have helped other survivors. 1 Surviving Passenger committed suicide in January 1964 while Stewardess Pugh quit her job in February 1964 still having the crash stuck in her head. Engineer Barker died in 2006 at age 97 still having memory of the crash. The reason the engines failed are believed due to poor maintenance errors from the night prior after the mechanic rushed so he can be home and the combination of cold weather.
Mammoth Airlines Flight 14 Mammoth Airlines Flight 14 was a non scheduled passenger flight from Mammoth Valley to The Green Valley Airport, USA. On the 11th of March, 1961, the flight was being operated by a civilian converted North American B-25 Mitchell Bomber, registration N943BG, when it crashed shortly after takeoff from a hill during snowy weather conditions in Mammoth Valley, USA. Seven of the ten occupants onboard died. Aircraft and Flight : The aircraft involved in the accident was a North American B-25 Mitchell Bomber, used previously by the United States Air Force for training, it entered service with Mammoth Airlines in the mid 1950s. The bomber was never involved in an accident/incident. The plane was powered by 1,350 hp (1,007 kW) R-2600-9 engines and had 6 passenger seats in the mid and aft sections. The crew that consisted of four people, the captain, first officer, flight engineer, and navigator. Both pilots and the engineer were seated in the cockpit, the captain had a total of 3450 hours, 1200 of them were in the B-25, the first officer was quit new, he logged a total of 967 hours with only 120 in the B-25, the flight engineer logged a few hours and they were all in the B-25. The flight navigator was seated in the nose section which was upgraded with navigation equipment and maps, he had military background and logged thousands of hours in multiple war-era bombers. The aircraft toke off from a downhill, the plan was to gain departure speed as fast as possible then takeoff and climb over the clouds, the hill was located near a small town in Mammoth Valley, the cargo on board was below the limits and the crew reported no problems before and after takeoff. Weather conditions at the time of the accident were filled with heavy fog and snow caused, visibility was poor and there were no ATC at the area. The airplane was observed making a right turn about six seconds after the lift off, this was followed by a right bank and a rapid descent until it impacted the ground less than a minute after takeoff. The wreckage scattered over an uphill next to a road, there were no passing vehicles at the time of the impact. The four crew members and three of the six passengers were fatally injured. The surviving three passengers were seriously injured. Emergency services arrived approx ten minutes after the crash. (A computer generated photo which shows the plane lift off and the surrounding weather) Date: 11 / March / 1961 Site: Mammoth Valley, USA Summary: Spatial disorientation Type: North American B-25 Mitchell Operator: Mammoth Cargo Airlines Registration: N943BG Crew: 4 Passengers: 6 Survivors: 3 (3 passengers) Fatalities: 7 (all crew + 3 passengers) Phase: Initial Climb Nature: non scheduled passenger Departure Airport: Mammoth Valley Destination Airport: Green Valley Airport Damage: Destroyed - Investigation Info: The airplane was located in a hill in an eastern heading approx ¼ mile from the departure area, the aft (tail) section was located on the road next to the wreckage, the flight control surfaces separated on impact. The fuselage showed signs of a high speed right front side impact (from the first officer's side), the right wing along with engine were still intact to the wreckage but with substantial damage, the left wing separated into two parts, one included the left engine that was located in the highest point of the wreckage. The cockpit and nose were completely crushed and no instruments could be examined for the investigation due to the damage. The landing gears were down and the flaps were set in the takeoff position, which suggests that the accident occurred before the initial climb producers phase. Both propellers and the primary flight controls were located on the accident scene. No pre impact malfunctions were noted in the wreckage before and after the on scene tests. It is most likely that the first officer, who was less experienced in this model of aircraft and flying in bad weather, was the one flying the airplane, he lost situational awareness and control of the aircraft after entering the fog. It is unknown why the experienced captain was not the one flying in such weather conditions. Cause: "The first officer's loss of situational awareness and control of the aircraft after entry to IMC conditions, which resulted in an impact with terrain shortly after takeoff. Contributing factors were (1) The first officer's lack of experience in the aircraft model/type (2) The first officer's lack of experience of flying in IMC conditions and (3) The captain's decision to let his less experienced first officer to command the takeoff in unfavorable weather conditions that he was briefed about." (Main wreckage) (Left engine and fuselage) (Accident location with tail section visible) (Cockpit with nose landing gear visible) (Fuselage from the front, note the damage to the right engine) (Wreckage from above)
JTX Air Cargo Flight 8611 JTX Air Cargo Flight 8611 was an international scheduled cargo flight from Dallas/Fort Worth International Airport, Texas, USA, to Spain, with a stopover at JFK International Airport, New York, USA, on July 23rd, 1978, the Antonov An-12 operating the flight crashed into field terrain less than five minutes after takeoff from the Roane County Airport after making an unscheduled fuel stop in there. The six crew members perished. Aircraft and Flight: The aircraft involved in the accident was an Antonov An-12, built in 1967 and powered by 4 Ivchenko AL-20M soviet turboprop engines, the plane was bought by JTX Air Cargo, a Spanish based cargo company, in 1971. The flight was a scheduled service from Dallas/Fort Worth International Airport, Texas, to Spain, with a stopover at John F Kennedy International Airport, NY, USA. The departure airport at the time of the accident was uncontrolled (meaning there was no ATC tower), aircraft crew had to rely on operator charts and maps to navigate from and to the airport. The crew of this flight consisted of six people, two pilots, one flight engineer, one navigator and three cargo masters. The captain had a total of 16943 flying hours, 5431 of them were in the An-12, his first officer had a total of 4124 flying hours, 1269 of them were in the An-12, the remaining crew members were less experienced and new to the company. The aircraft operating the flight arrived at JFK on July 21st (2 days before the accident) and continued to Dallas/Fort Worth Airport in Texas, it was carrying various cargo, the majority of it was home furniture. The aircraft departed from Texas around the midnight of July 22nd with the planned destination being JFK, but the crew had a low fuel warning about two hours after takeoff, an unscheduled landing was carried out at Roane County, TN. The flight departed in the early morning hours of July 23rd, multiple local pilots were at the airport because "It was a very rare sight at such a small airport". The airplane toke off in a northeast heading, followed by a right turn and climb out to 3000 feet (as described by the ground pilots). Since there were no ATC at the area, no more communications were made with the plane. A few hours later, the NYC traffic controller was expecting the flight to arrive within his area, but this never happened. The flight became the subject of an alert notice and it was located in a very remote area in Roane County, about six hours after lift off from the airport. It was later determined that all the flight crew sustained fatal injures on impact. (An Identical An-12) Date: 23 / July / 1978 Site: Roane County, TN, USA Summary: CFIT due to cockpit distraction Aircraft Type: Antonov An-12 Operator/Owner: JTX Air Cargo Registration: EC-BMG Crew: 6 Survivor: 0 Fatalities: 6 (all) Injuries (Non Fatal): - Phase: En-route Nature: International Scheduled Cargo Departure Airport: Dallas/Fort Worth International Airport, Texas, USA Stopover: JFK International Airport, NY, USA Destination Airport: Spain Damage: Destroyed Flight number: 8611 - Investigation: The investigation of the crash was difficult due to the fact there was no controller in the area and lack of eyewitnesses, also, the US investigators were not experienced with the soviet-era cargo plane. This forced the team to focus on the aircraft's cockpit voice recording and FDR. - Wreckage and Impact Information: (An-12)The aircraft was located on a series of remote hills in Roane County, TN, the location was a few miles away from the departure airport. The fuselage remained intact along with the aft section (tail), the left wing along with the engines were located next to the main wreckage. However, the right wing and cockpit section were a few hundred meters away from the main impact point, all of the engine propellers separated on impact and were located on the accident scene along with the flap assembly. The rudder and elevators separated on impact, examination of the elevator part revealed they were in the "up" position indicating that the plane was climbing before the impact. The cockpit sustained crushing damage in the center area, both pilot seats were heavily crushed by the impact, despite this, the cockpit instruments were in good condition for examination. An onscene examination of the power levers revealed they were in the "full" position, meaning that the crew might have increased the lever and attempted to pull up before impacting terrain. The emergency fuselage and cockpit doors detached from their places due to the impact. After further examination, no pre impact malfunctions were noted in the wreckage, the four engines were working, the cargo door was closed, and the instruments showed the correct information. (Overview of the main wreckage) (Overview of the accident location) (Close up photo of the fuselage) (Photo from the cockpit location showing the fuselage in the distance) (Cockpit from behind) (Cockpit from the front) (View of the cockpit with fuselage and right wing in the background) (View of the cockpit damage) (View of cockpit damage) (View of the flight engineer's desk damage) (View of pilot seats damage, note the power lever position) After limiting out the mechanical failure possibilities, the team focused on the cockpit voice recorder. The team described that the flight starts normally, the checklists were followed and the weight calculations were correct. The plane departed in a northeast direct before making a right turn while climbing to five thousand feet. Approx three minutes after takeoff, the captain was heard mentioning "a new model of car coming this year". The first officer responded "that it was not the only one" and so the pilots started talking about vehicles. The flight engineer was heard saying "keep an eye on your altitude". At around 4:35 minutes after takeoff, the low altitude warning system was heard in the cockpit, the flight engineer yelled "Watch your height your coming down fast!". The first officer started saying "Give it all you got" and the captain responded "full speed full speed". The engine sounds were heard three seconds before the impact. The recording ended on impact since the cockpit separated from the main fuselage. It was determined that the pilots distraction by talking about vehicles caused the plane to descend prematurely below the safe altitude, the crew managed to follow the correct producers for recovering from a low altitude emergency but there was not enough height to clear the rising terrain. - Cause: The flight crew's distraction and lack of altitude awareness, which resulted in a premature descent and impact with rising terrain."
I'm now introducing a Series called "What would have happen if" , A little series about aviation near misses or small accidents/incidents which i discuss at the end of possibilities if there was a collision or serious accident, These episodes would be posted one in a while when i'm feeling like posting a episode, Here is episode 1 Episodes would be marked like this WWHHI: EP1 2002 Chicago O'Hare Runway Close call incident Incident: Date: March 20th,2002 Summary: Near-miss on Runway due to ATC Error Site: Chicago O'Hare Airport,Chicago,United States Fatalities:0 Survivors: 54 (All American Airlines MD-83 ) 8 (All Learjet 60) Total: 62 Injuries (Non Fatal): 0 (None) (N962TW, The MD-83/DC-9-83 involved in the incident at McCarran International Airport,Nevada,United States in 2008) Operator: American Airlines Aircraft: McDonnell Douglas MD-83/ DC-9-83 Registration: N962TW Crew:5 Passengers:49 Fatalities: 0 Survivors: 54 (All) Injuries (Non Fatal): 0 Nature: Domestic Scheduled Passenger Phase: Landing Origin Airport: Portland International Airport,Oregon,United States Destination Airport: Chicago O'Hare Airport,Illinois,United States Flight Number: 1140 Damage: None Plane 2: (A Lear Jet 60 owned by a Turkish Insurance Company at Prague Ruzyně Airport,Czech Republic in 2009) Operator: Google Executive Lines (Subsidiary of Google INC) Aircraft: Learjet 60 Registration: N11AP Crew:2 Passengers:6 Fatalities:0 Survivors: 8 (All) Injuries (Non Fatal):0 Nature: Delivery Phase: Taxing Origin Airport: Ottawa International Airport,Ontario,Canada Stopover Airport 1 : Chicago O'Hare Airport,Illinois,United States Stopover Airport 2: Salt Lake City International Airport,Utah,United States Destination Airport: San Francisco International Airport,California,United States Flight Number: N/A Damage: None Summary: On March 20th,2002, American Airlines Flight 1140 is preparing to land at Chicago O'Hare Airport in Illinois,United States after a long flight from Portland International Airport in Oregon. The Plane operating the flight is a 3 year old McDonnell-Douglas MD-83 (DC-9-83) registered as N962TW and having a registration number of 53612/2265, The first served with Trans World Airlines (TWA) from 1999 to 2001 when it merged with American Airlines, N962TW was brought to American Airlines that year. On board are 6 Crew, The Captain was 54 year old Scott Casey with 16,473 Hours of Flight Time (Including 5,095 Hours in MD-80s/DC-9s), he was hired by Trans World Airlines (TWA) in 1985 and then hired by American Airlines when TWA merged with American Airlines. The First Officer was 38 year old Ryan Smith with 8,384 hours of Flight Time (Including 765 Hours on MD-80s/DC-9s) and was hired by American Airlines in 1994. The remaining crew are 3 Flight Attendants, (2 Female,1 Male). On board are 49 Passengers,23 of them are heading on connecting flights to destinations in the Northeast ( 11 to Newark, 8 to Boston and 4 to Washington). At Chicago O'Hare Airport, a 5 month old Learjet 60, It's on a delivery flight for Google Executive Line, A subsidiary of the Google INC that transport Google Executives worldwide. The Flight originated at Ottawa International Airport in Canada. The Flight will have another stopover at Salt Lake International Airport in Utah,United States and has a destination of San Francisco International Airport in California,United States. There are two pilots, The Captain was a 27 year old American with 740 Hours of Flight Time (Including 320 Hours in the Learjet Family), his co-pilot is a 31 year old Canadian, she has 2,014 Hours of Flight Time (Including 845 Hours in the Learjet Family). On board are 6 Passengers, 2 are employees for Bombardier INC , the Company that manufacturers the Learjet Family, 3 are employees for Google and the remaining is a 22 year old Journalist of The San Francisco Chronicle who is reporting on Flying on Private Jets. In total 8 are on board the Learjet 60. The Learjet 60 is scheduled to takeoff at Runway 9L. While in the air, Flight 1140 is contacting Air Traffic Control at Chicago O'Hare to grant permission to land, The Air Traffic Controller on duty gives Flight 1140 permission to land at Runway 27R, The same runway of 6L. At 12:43 PM,. The Pilots of Flight 1140 disconnect the autopilot to manually land the plane. Flight 1140 is preparing to land when the pilots notice the Learjet and pull the MD-83/DC-9-83 up while the plane was at 85 Feet and climb up to 240 Feet to avoid colliding into the learjet and ask for a turnaround. At 12:44, The Learjet successfully slows down and aborts takeoff and leaves the runway and requests to takeoff after the American Airlines MD-83/DC-9-83 lands at the runway, at 12:48 PM, American Airlines Flight 1140 lands at Runway 27R, At 12:56 PM, The Learjet takes off 13 Minutes behind schedule. All 62 on board both aircraft survived unharmed. What if The American Airlines MD-83/DC-9-83 collided into the Lear Jet 60? The Pilots of the American Airlines MD-83/DC-9-83 would probably had not noticed the Learjet seconds before or after they reacted, The Pilots would have landed the MD-83/DC-9-83 at about 65 Knots (about 75 MPH/120 KPH) , Which would be impossible to slow down to try to avoid the Learjet that was going about 80 Knots (93 MPH/149 KPH) down the runway towards the MD-83/DC-9-83. The Learjet's front gear was tilted about 5° away from the Runway Centerline to the right, which possibly meant the left wing would have collided into the Learjet 60, The impact would be tremendous, I suspect that the two pilots of the Learjet and about 4 of the passengers seated in the front/center of the Learjet would be killed on impact. I assume that the two passengers seated in the rear seats (1 Google Employee and the journalist) would survive, highly likely to be seriously injured. The left Wing of the MD-83/DC-9-87 would be severely damaged on impact and which could have lead the jet to lose control and bank to the left and fly for about 30 FT in the air and eventually crash on impact with the Runway probably landing on its front left side, i Suspect that if the MD-83/DC-9-87 landed on its left side, Captain Casey, the 3 Flight Attendants and about 30-35 Passengers on the MD-83/DC-9-83 would be killed. I believe about 14-19 passengers and First Officer Smith of the American Airlines jet would survive, many of them would probably have Critical injuries. In all, i estimate that 40 to 45 people on both planes would have lost their lives and about 17-22 people on both planes would survive, all of them would have injuries (about 85% of them would have critical/serious injuries while the other 15% would have minor injuries). Both Aircraft would be classified as Hull Loses. This disaster would be classified as "The American Linate Disaster" due to one of the aircraft being as McDonnell-Douglas MD-80 and the other being a Business Jet. (Similar to the two aircraft involved in the 2001 Linate Disaster except the Business Jet involved in that disaster was a Cessna Citation CJ2 and the MD-80/DC-9-80 involved in the disaster was a MD-87/DC-9-87 type instead of a MD-83/DC-9-83 Type). The Disaster would be very criticized to being similar to the 1990 Wayne County Airport Runway Collision that killed 8 since that disaster involved two planes on the same runway while one plane was still airborne while the other plane was still taking off. The 1990 Wayne County Airport Runway Collision involved a Douglas DC-9, the predecessor of the McDonnell-Douglas MD-80, which was the Plane Type flying American Airlines Flight 1140.
This my second new series called "The Real Deal" which i discuss real life aviation accidents, i will upload these episodes at least once a month, just like my What would have happened if (WWHI)series. Anyway, Here's episode one TRD: 1 Saudia 763 and Kazakhstan Airlines 1907 (The 1996 Charkhi Dadri Mid-air Collision) Accident: Date: November 12th,1996 Summary: Mid-air collision due to pilot error from Kazakhstan Airlines 1907 Site: Charkhi Dadri,India Fatalities: 312 (All Saudia 763) 37 (All Kazakhstan Airlines 1907) Total: 349 Survivors:0 (4 initially in Kazakhstan Airlines, 2 initially in Saudia 763) Injuries (non Fatal):--- (None) Plane 1: (HZ-AIH, The Boeing 747-100B involved in 1986 at London Heathrow Airport) Operator: Saudia Aircraft: Boeing 747-100B Registration: HZ-AIH Crew:23 Passengers:289 Fatalities:312 (All) (310 from crash,2 from injuries) Survivors:0 (2 initially) Injuries (Non Fatal):---- Nature: International Scheduled Passenger Phase: En-Flight Origin Airport: Indira Gandhi International Airport,India Stopover Airport: Dhahran International Airport,Saudi Arabia (now King Abdulaziz Air Base) Destination Airport: King Abdulaziz International Airport,Saudi Arabia Flight Number: 763 Damage: Destroyed Plane 2: (UN-76435, The Ilyushin IL-76TD involved in 1994 at Düsseldorf Airport,Germany) Operator: Kazakhstan Airlines Aircraft: Ilyushin IL-76TD Registration: UN-76435 Crew:10 Passengers:27 Fatalities: 37 (All) (33 from crash,4 from injuries) Survivors:0 (4 initially) Injuries (Non Fatal):----- (None) Nature: International Charter Passenger Phase: En-Flight (About to land) Origin Airport: Shymkent International Airport, Kazakhstan Destination Airport: Indira Gandhi International Airport,India Flight Number: 1907 Damage: Destroyed Summary: On November 12th,1996. Saudia Flight 763 is flying over Haryana State,India after taking off from Indira Gandhi International Airport,Delhi, India bound for Dhahran International Airport in Dhahran,Saudi Arabia (Now King Abdulaziz Air Base). The Flight will continue to King Abdulaziz International Airport in Jeddah,Saudi Arabia. The plane operating Flight 763 is a 14 year old Boeing 747-100B registered as HZ-AIH. The 747-100B had a registration of 22748/555 and had its first flight on February 3rd,1982 and delivered to Saudia the same year. On board are 23 crew, The Captain was 45 year old Khalid al-Shubaily with more than 9,800 Flight Hours. The First Officer was Nazir Khan whose age and flight hours remain unknown. The Second Officer who is only identifed as "Edris" also has age and flight hours unknown. The remaining crew are 20 Flight Attendants. On board are 289 Passengers, Most of them are Indians and Nepali. Also flying in the same airspace is Kazakhstan Airlines Flight 1907. The Flight is scheduled to land at Indira Gandhi International Airport after a long flight from Shymkent International Airport in Kazakhstan. The plane operating the flight is a 4 year old Ilyushin IL-76TD registered as UN-76435 and having a serial number of 1023413428. It had its first flight in 1992 and brought to Kazakhstan Airlines for Cargo Flights the same year. The IL-76 had about 2,600 flight hours until the collision. On board are 10 Crew, The Captain was Gennadi Cherepanov whose age and flight hours are unknown. The First Officer's name, age and Flight Hours are also disclosed. The Radio Operator was Egor Repp whose age and Flight Hours are unclear. The Remaining crew are 7 Flight Attendants and Loadmasters. The Flight is charted by a Kyrgyz Fashion company to bring 27 passengers to India to either sell clothing or to go shopping, The passengers are either Krygyz or ethnically Russian Krygyz Citizens. In total 37 are onboard Flight 1907. It is currently 6:00 PM and both flights are handled by Air Trafic Controller (ATC) VK Dutta, The radar system is Primary Radar meaning it uses radar sensors to illuminate with electromagnet waves within airspace and tracks the flights position instead of altitude. VK Dutta, the ATC Controller has to rely on the pilots to understand the flights airspeed and altitude. First Officer Khan tells Dutta that they are approaching level 140 (14,000 Feet/4,270 Meters), The Pilots also request to raise altitude. In order to coordinate with other flights, Dutta wants the Saudia flight to stop climbing altitude. The Pilots of Saudia 763 decide to maintain at Level 140. Dutta wants to have Kazakhstan Airlines Flight 1907 to fly above the Saudia Flight and after Flight 1907 passes by the Saudia Flight, Allow 763 to climb altitude. He also wants both Flights to be maintain 1,000 feet from each other. He also wants Flight 1907 to not be surprised by the Saudia Flight. Planes don't have any radar that allows pilots to see other flights nearby, so pilots must rely on Air Traffic Control to warm them of other flights. The Kazakh Pilots decide to descend the flight to 14,000 feet, Radio Operator Repp warns the pilots to climb back to 15,000 feet, then suddenly!, (A Computer Generated Image frame reenacting the collision) The Saudia 747 appears in their line of view, The left wing of the IL-76 strikes the tail of the 747, Both planes catch fire when they become uncontrollable and collide into the ground. Both planes crashed 7 Kilometers (4.35 miles) apart in Charkhi Dadri, a city in Haryana State,India located just 60 miles (96.5 Kilometers) west from Delhi. Initially there were 6 survivors (4 in the IL-76,2 in the 747) but they all died from their injuries. All 349 on both flights were killed. It is currently the worst mid-air collision in Aviation History (Surpassing the 1979 Dniprodzerhynsk mid-air collision that killed 178), the deadliest Aviation accident with no-survivors (surpassing Turkish Airlines Flight 981), The deadliest aviation accident in the history of India (Surpassing Air India Flight 855 that killed 213 people) and the 3rd deadliest aviation accident in history (Behind Japan Airlines Flight 123 that killed 520 and the Tenerife Airport Disaster that killed 583) (Firefighters controlling the fire of what remains of the IL-76) (Investigators, Military Officials and local villagers examine the remains of the 747) Nationalities (May not be accurate) Saudia Flight 763: : Bangladesh:1 : India:241 : Nepal:40 : Pakistan:3 : Saudi Arabia:24 (1 Passenger,all 23 Crew) : United Kingdom:1 : United States:2 Total: 312 Kazakhstan Airlines 1907: : Kazakhstan:10 (All Crew) : Kyrgyzstan:14 : Russia:13 Total: 37 Investigation: Investigators concluded that the collision was caused by the Kazakhstan Airlines crew from descending altitude due to a language barrier. Although the crew did pass English proficiency exams, they weren't fluent in English. Radio Operator Repp understood that the Saudia flight was at Level 140. However, the first officer believed the flight was assigned at 14,000 feet. Indira Gandhi International Airport now uses Secondary Radar which tracks the altitude and airspeed of flights. VK Dutta now works as an instructor for wannabe Air Traffic Controllers. As a result of the collision, The Kazakh government declared that Kazakhstan Airlines is Bankrupt. Kazakhstan Airlines's fleet was brought to Air Kazakhstan which went bankrupt in 2004 after the success of Air Astana that was founded in 2002 and remains the country's flag carrier. Saudia continued to use Flight 763 for their Hyderabad,India-Jeddah routes until terminating the flight number in 2016 Videos: (A man cries after learning his family was among the victims on the Saudia Flight, he also lost his home) (AP Archive footage showing some of the crashsite and victims being sent to a morgue) (Relatives of the Saudia Flight Victims being interviewed by journalists) (Villagers bury the bodies of the victims) (Villagers cremate a total of 94 of the victims) (Investigators examine the Saudia Wreckage, BLOOD WARNING)
TRD: EP 2 El Al Flight 1862 (Bijlmer Disaster) Accident: Date: October 4th,1992 Summary: Engine Separation from Fatigue leading to Loss of Control Site: Bijlmermeer, Amsterdam,Netherlands Fatalities: 4 (All) 39 (Ground) Total: 43 Survivors:0 Injuries (Non Fatal): 26 (11 Serious,15 Minor) Plane: (4X-AXG, The Boeing 747-200F involved in 1991 at Amsterdam Airport Schiphol, the same airport the ill-fated flight took off at) Operator: El Al (Cargo) Aircraft: Boeing 747-200F Registration: 4X-AXG Crew:3 Passengers:1 (Non-Revenue) Fatalities: 4 (All) Survivors:0 Injuries (Non Fatal):0 Nature: International Scheduled Cargo Phase: En-Flight Origin Airport: JFK International Airport,New York,United States Stopover Airport: Amsterdam Airport Schiphol,Amsterdam,Netherlands Destination Airport: Ben Gurion International Airport,Tel Aviv,Israel Flight Number: 1862 Damage: Destroyed Ground Casualties: Fatalities:39 Injuries (Non Fatal): 26 (11 Serious,15 Minor) Summary: On October 4th,1992, El Al Flight 1862 is at Amsterdam Airport Schiphol in Amsterdam,Netherlands, it is at its first and only stopover. The Flight originated at JFK International Airport in New York,United States and after the stopover at Schiphol, the flight is planning on heading to its assigned destination of Ben Gurion International Airport in Tel Aviv,Israel. The Plane operating the flight is a 13 year old Boeing 747-200F registered as 4X-AXG, It has a serial number of 21737/362. At the time, 4X-AXG had a total 45,746 total Airframe hours and 10,107 Flight Cycles. On board are 3 Crew, The Captain was Yitzhak Fuchs, aged 59 with about 25,000 flight hours. Fuchs was a former Israel Air Force pilot and flew bomber aircraft in the 1950s. His Co-Pilot was First Officer Arnon Ohad, aged 32 and the Engineer was Second Officer Gedalya Sofer, aged 61. Also onboard is a El Al employee named Anat Soloman, aged 23. She was on the flight to head to Tel Aviv to marry Itzik Levi, another El Al employee. Flight 1862 takes of at 6:22 PM (CET), just 52 minutes behind schedule. at 6:29 PM (CET), 7 minutes after takeoff, Flight 1862 is flying over Lake Gooimeer, located about 13 miles (20.92 Kilometers) from Central Amsterdam and about 18 miles (28.98 Kilometers) from Amsterdam Airport Schiphol. When all of a sudden! (A Screenshot from the Mayday/Air Crash Investigation episode covering Flight 1862 showing a computer animated reenactment of the exact moment the third engine broke apart from the wing and colliding into the forth engine) The third Engine (the leftmost engine on the right wing) of the 747 breaks away from the wing and hits the fourth engine causing the 747 to bank to the right and damage the no. 3 and 4 hydraulic lines and the flaps. Captain Fuchs uses the ruder to attempt to have the 747 level and it works. The Pilots declare emergency and head back to the airport. A Fire Alarms sounds believing the third engine is on fire, the pilots use the engine's fire extinguisher but to no effect. The Pilots request to land at Runway 27, the longest runway at Amsterdam Airport Schiphol. The 747 gets more faster the more closer it is the airport. They won't be able to slow the plane down in time. So, the pilots decide to circle the airport to try to slow the plane down. It soon does and the pilot are approaching Runway 27 then! The plane banks to the right and is uncontrollable and... (Another screenshot from the Mayday/Air Crash Investigation episode showing computer animation reenactment of the exact collision of the 747 with the Apartment building) El Al Flight 1862 then crashes into a apartment complex of the Bijimermeer Neighborhood of Southeast Amsterdam. The collision destroys the Boeing 747 on impact and destroyed a vast section of the building leading to a collapse that destroyed dozens of apartments. All 4 on board are killed. 39 on the ground are confirmed to be killed, (Initially police and Amsterdam Mayor Ed van Thijn believed at least 200 died) but this is under dispute. Many of the residents of the apartment building were illegal immigrants (Mostly from Ghana and Suriname). Some of the Illegal Ghanaians claimed that many of their family members are missing and undocumented on the fatality list If the official count is correct, 43 people lost their lives a further 26 more people suffered non-fatal injuries (11 of them in critical condition) Two police officers were investigating a Burglary report in the neighborhood Flight 1862 crashed into and immediately sounded a emergency alarm. The Apartment complex was located close to a firestation, who responded fairly quickly. Many witnesses claimed to see people jump from their apartments to escape the fire. Prime Minister Rudolphus "Rudd" Lubbers and Queen Beatix arrived to the scene to examine the damage. "This is a disaster that has shaken the whole country" quoted Lubbers. Many surviving residents would suffer from mycoplasma, an bacterial virus that leads to pneumonia (an infection that causes the lungs to be filled with fluid, inflammation of the lungs, fever, chest pain and difficulty of breathing). They probably got mycoplasma from the smoke from the fires after the impact. It's also speculated that some survivors suffered from uranium poisoning. According to a loadmaster, Some cargo placed onboard Flight 1862 were labeled "hazardous" but most of the cargo were fruit,perfume and computer equipment. Depleted Uranium was also used on the tail of Boeing 747s to support the weight of the tail. There are dozens of survivor cases of autoimmune disease, which is a condition when a part of the body has a abnormal immune response. ATC Conversation (If you wish to listen to the conversation, click here) (Note: CF= Captain Fuchs, FIO= First Officer Ohad AMS1= Amsterdam Airport Schiphol ATC Controller and ASM2 means Amsterdam Airport Schiphol Approach Control) FIO: El Al 1862 (one eight six two), Mayday! Mayday! We have an emergency! AMS: El Al 1862 (one eight six two) roger. Break KLM 237, turn lead heading 090 AMS: 1862 (one eight six two), do you wish to return to Schiphol? FIO: Affirmative, Mayday! Mayday! Mayday! AMS: Turn right heading 260 (two six zero), field eh... behind you, eh.... in your - to the west, eh ....distance 18 (one eight) miles. FIO: Roger, we have fire on engine number three, we have fire on engine number three. (Fire alarm in background) AMS: Roger, heading 270 (two seven zero) for downwind. FIO: 270 (Two seven zero) downwind. FIO: El Al 1862 (one eight six two), lost number three and number four engine, number three and number four engine ASM1: Roger, one eight six two. ASM2: El Al 1862 (one eight six two), continue descent one thousand 5,000...10,500 FIO: 15,000, and we have a controlling problem. ASM2: You have a controlling problem as well, roger. CF: Raise all the flaps, all the flaps raise. (In background, speaking in Hebrew) CF: - Ohhhhh! (In background) CF: Lower the gear (In background, speaking in Hebrew) FIO: Going down...eh...1862 (one eight six two), going down, going down, copied going down. Investigation: Initially, investigators believed the plane was damaged from a bomb from Palestinians due to the Israeli-Palestinian conflict. It was also highly believed due to the history of terrorist attacks on El Al planes or Ticket booths. However on the night of the disaster, a off-duty police officer who was boating on his personal yacht reported what he initially believed to be parachutes to be the jet engines that separated from the Boeing 747 fall towards the ground. These engines were later discovered, Investigators discover a fatigue crack found on Engine three's fuse pin. They believe that the crack was developed to ageing. The fuse pin failed which lead to the engine breaking off. Due to being at full speed at the time of the breakup, the Third engine had enough power to collide into the Fourth engine and have that engine also break off. It was also discovered the fire warning was false due to the damage of the 747. Due to how damaged the hydraulics were, the flaps couldn't be extended. When the pilots slowed the plane downed, the plane stalled to the right which lead to the crash. In response to the accident, Boeing now makes new,stronger fuse pins for their 747s Flight 1862 was the first disaster in El Al's history that didn't involve either a hijacking or shootdown. It is also the deadliest aviation accident in the history of the Netherlands (Surpassing the 1946 KLM Amsterdam DC-3/C-47 accident that killed all 26 onboard) (The remains of the engines) (The Apartment Building after the collision) (Bijimeer, The Neighborhood of the Crash site location pictured here in 2008) ( Dutch News Footage of the disaster)
I really understand your passion to write about these real life accidents but I think that is very off topic from the original purpose of this thread. There are groups (on social media platforms) that discuss these events. I remember sometimes when you posted real life images of planes but the maps / accident photos were from BeamNG in your stories which was an OK and suitable thing actually.
I'm sure that if you started a real accidents thread, I would be a constant reader. That last accident happened not too far from where I was staying at the time. I remember it well. I was in Barneveld staying in my Oma's childhood home on Jan Van Schaffelarstraat. When I heard about it, I immediately traveled to it. It was so bad.
UPDATE!!!! I have decided to post a real-life aviation accident/incident page on the General Off-Topic Forum: Here is the link, feel free to post! https://beamng.com/threads/real-life-aviation-accidents-incidents.68684/
Ground Collision: Antonov An-12B, F-BMNG, owned by Cargo Leasing LLC and operated by French International Cargo, and Ibishu Pigeon, fatal accident occurred October 3rd, 2009, at So Cal Nevada Airbase, Nevada, USA: (View of the airplane after the collision) Location: So Cal Nevada Airbase, Nevada, USA Date & Time: 10/03/2009, 0534 PDT Registration: F-BMNG Aircraft: Antonov An-12B Aircraft Damage: Substantial Defining Event: Ground collision Injuries: 1 (Fatal), 6 (None) Flight Conducted Under: Cargo HISTORY OF THE FLIGHT: On October 3rd, 2009, at around 0534 Pacific Daylight Time, an Antonov An-12B airplane, F-BMNG, was substantially damaged when it collided with an airport cleaning vehicle during a takeoff attempt at the CA-NV Airbase, Nevada, USA. The two certified commercial pilots and four crew members were not injured. The vehicle was destroyed and the sole driver onboard sustained fatal injures. The airplane was owned by Cargo Leasing LLC and operated by French International Cargo as a Title 14 Code of Federal Regulations Part 121 domestic cargo flight, which originated from the accident airport and and was destined for an unnamed airport in California. According to the Captain, the purpose of the flight was to transport a load of wood to a private company in California, then get loaded with multiple orders from France. During the takeoff roll, the captain recalled that the first officer called "V2" before they heard a loud bang. He tried to lift the airplane by raising the elevators but the plane refused to do so. After knowing he couldn't climb, the captain decided to reject the takeoff by veering the plane to the right, brakes were applied and the airplane existed the runway, the landing gear collapsed and the captain recalled a fire warning coming from the right landing gear area. The fire was quickly put out by the airport's emergency services. According to the first officer, during the takeoff roll and just before calling for V2, he saw an airport cleaning vehicle located to the right of the runway. After calling for V2, the nose gear collapsed, the first officer applied brakes and the plane came to the rest in an open area. According to an eyewitness at the airport, he reported that there were no problems with the takeoff until a "small car" entered the runway, the car was struck by the airplane, the nose landing gear collapsed then the car struck the right landing gear, causing a small fire. An on scene examination by the investigator in charge (IIC) revealed that the airplane came an open area to the right of the departure runway. The nose landing gear collapsed and the right landing gear had sustained impact and thermal damage. The IIC also located the vehicle that was struck by the airplane a few meters away from the runway. The vehicle came to the rest inverted and showed signs of a post impact fire. The accident airport is uncontrolled, meaning there was no air traffic control tower. Both vehicles were retained for further examination. (Figure (1): Shows the airplane after collision / Figure (2): Shows the airplane after exiting the runway) PERSONAL INFORMATION: Both pilots held a commercial flying certificate with ratings to airplane single-engine land, multi-engine land, and instrument. Both pilots were issued a first-class airman medical certificate on September of 2009, without limitations or waivers. The PIC logged more than 15,000 hours, with nearly 2400 in the accident aircraft model. The FO logged 9000 total flying hours, 1012 were in the An-12. Information about the airport vehicle driver were not found during the investigation. AIRCRAFT INFORMATION: The aircraft involved in the accident was an Antonov An-12, built in 1967, It was powered by 4 ZMDB Ivchenko AI-20M turboprop engines that generate 4 252-shaft horsepower each. The power generated by these engines allows the AN-12 to travel at cruise speeds of up to 300mph, and at an altitude ceiling of 34,449ft. The range with a complete fuel load for the AN-12 is about 3,540 miles. The aircraft features an electric traveling crane on a gantry that runs the length of the cargo bay and twin winches, to pull in vehicles and other payloads. The vehicle involved in the accident was an Ibishu Pigeon, it is a 3-wheeled mini pickup truck, weighing roughly 500kg and is powered by a 658cc 3-cylinder diesel motor, producing 27 hp. Its top speed is around 100 km/h. The Pigeon features an unusual belt-driven steering assembly for the lone front wheel, whose geometry makes it incredibly unstable. Even with the stabilizers, it is incredibly dangerous. Its lack of shock absorbers means it can easily bounce into the air upon hitting a bump or pothole, and without the stabilizers it can easily tip over when cornering. And what doesn't even help that the Pigeon is incredibly light. Upon a frontal impact, the cab can easily buckle and the frame can bend upwards, potentially resulting in serious injury. WRECKAGE AND IMPACT INFORMATION: The Antonov came to the rest in an open field at an approx heading of 190 next to the runway. The nose gear collapsed and skin damage was noticed in the area under the cockpit. The right main landing gear had sustained substantial thermal damage caused by an impact with the vehicle. The elevators were found in a full downward position suggesting that the crew used it to assist them to reject the takeoff. No other damage was located during the post crash examination of the plane. (Airplane on scene) (Elevator position) (Cockpit undercarriage damage) (Right main landing gear impact and thermal damage) (Cockpit as found) The Ibishu Pigeon was located inverted near the airplane. Heavy impact and thermal damage was noted in the entire vehicle. The driver's cab was completely destroyed during the accident sequence. The 658cc 3-cylinder diesel motor engine was located on the runway. no pre-impact malfunctions or problems were noted in either vehicle(s) during the examination. (Vehicle Damage) (658cc I3 Diesel engine on runway) Medical And Pathological Information An autopsy was preformed on the deceased driver, the cause of death was blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory on the driver was negative for drugs and alcohol. Analysis: The crew of the cargo plane reported that on takeoff from the runway, they heard a loud bang, they were unable to lift the plane so they rejected the takeoff. The airplane came to the rest in an open area with the nose landing gear collapsed. It appears that an airport cleaning vehicle driver inadvertently entered the runway and was struck by the nose landing gear of the plane. It was determined that it was impossible for the airplane crew to see the vehicle entering the runway so the collision could not be avoided. The airplane sustained substantial damage to the cockpit section. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. Additionally, examination of both the airplane and the vehicle revealed no faults. - Cause: The vehicle's driver inadvertently entry into an active runway, which resulted in a runway collision. Also casual to the accident was the driver's failure to check for incoming traffic before entering the runway.
Loss of Control in Flight: Messerschmitt Me 262 (S-92), N29BG, Fatal accident occurred December 20, 2015, at Grooved Test Range (KTGR/XSG), Nevada, USA: (accident aircraft) Location: Grooved Test Range, Nevada, USA Date & Time: 12/20/2015, 0421 PDT Registration: N29BG Aircraft: Messerschmitt Me 262 (S-92) Aircraft Damage: Destroyed Defining Event: Loss of control in flight Injuries: 1 Fatal Flight Conducted Under: Public Aircraft HISTORY OF FLIGHT: On December 20, 2015, at 0421 Pacific daylight time, a Messerschmitt Me 262 (S-92), N29BG, was destroyed when it impacted the terrain shortly after takeoff from the Grooved Test Range, Nevada, USA. The certified private pilot was fatally injured. The airplane was registered to and operated by GTR Historical Aircraft Group as a public aircraft. Visual meteorological conditions prevailed at the airport and a flight plan was filed for the local training flight. The local flight originated about 0416. According to the main test pilot, he practiced multiple training flights in a modified Me 262 that was equipped with two seats along with the accident pilot. He said that this was the accident pilot's first solo flight and that he was being observed by him and another person who had a device that detected the aircraft's flight speed and altitude. The pilot reported that during the start of the start takeoff, he noticed that the pilot was applying "a lot" of right rudder, when he asked about what was going on the accident pilot reported "I think Its just the winds". The aircraft could not remain in the center of the runway during the entire takeoff run. On liftoff, the observing pilot reported that the airplane departed steadily for a few seconds before it entered an "aggressive" right bank/roll. The observing pilot told the captain to abort the takeoff and try to crash land outside of the airport, but the accident pilot said that he was totally out of control. The airplane continued to roll until it impacted the ground in a near vertical position. A post crash fire ensued. According to the person observing the aircraft's speed/altitude, the plane was operating normally, he did not witness any signs of an engine failure. The USAF rescue team arrived in less than two minutes after the initial impact. They reported that the aircraft was completely destroyed and scattered along the open terrain just outside the airport's fence. A USAF mechanic who arrived with the team observed the trim position for the rudder/elevator/aileron, he said that the elevator trim position was at least +21, the rudder and aileron trim positions were from somewhere between +14-18. These flight control surfaces were recovered for further examination. Personal Information: The pilot held a private pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument. Additionally, he was type rated in multiple homebuilt aircraft and the Beechcraft King Air. The pilot was issued a first-class airman medical certificate on June 2, 2014, without limitations or waivers. The pilot records showed that he had accumulated 5,402 total flight hours, at least 55 hours were in the accident make and model airplane, the pilot flew for some private companies in the years before the accident. Aircraft Information: The Messerschmitt Me 262 (S-92) variant was a Czech-built Me 262 A-1a, originally built to be a fighter jet. The accident aircraft was bought by the United State Air Force in 1955 for the training academy. The plane was sold to a fighter jet museum in 1966, and was operated by eight companies over the years before ending up with GTR Historical Aircraft Group in 2014. The one seat aircraft was powered by two Junkers Jumo 004B-1 turbojet engines. Maintenance records indicated that the most recent annual inspection was completed on May 05, 2013, at an airframe total time of 12,369.4 hours. According to the entry, the engine had accumulated 500 hours since its most recent overhaul. Registration information indicated that GTR Historical Aircraft Group had owned the airplane since 2014. Meteorological Information and Flight Plan: At 0400, the weather conditions recorded at XSG included wind from 140° at 9 knots gusting to 16 knots, 10 miles visibility, few clouds at 3,000 ft above ground level (agl), temperature 30°C. Airport Information: Airport: GROOVED TEST RANGE (XSG) Runway Surface Type: Concrete Airport Elevation: 5512' ft Runway Surface Condition: Dry Runway Used: 36 IFR Approach: None Runway Length/Width: 8460 ft / 160 ft VFR Approach/Landing: None Wreckage and Impact Information: Crew Injuries: 1 Fatal Aircraft Damage: Destroyed Passenger Injuries: NONE Aircraft Fire: On-Ground Ground Injuries: N/A Aircraft Explosion: On-Ground Total Injuries: 1 Fatal The initial impact point was in an open area outside of the airport premises near the end of runway 36 (see figure 1). The aircraft hit the ground in a near vertical altitude and exploded on impact. The wreckage was spread over a small area and consumed by the post crash fire. The debris path was oriented in a southwestern direction (see figure 2) (Figure 1: Flight path) (Figure 3: Overview of the crash area)Both engines separated on impact and were consumed by the post crash fire. Examination of the engine blades revealed impact damage that indicated the engine was working at the time of the impact. Further examination of the engine components revealed no pre impact malfunctions and failures that would have prevented normal flight. (Figure 3: Me 262 engine)Both wings separated on impact. The right wing was located near the tail section and was mostly consumed by the post crash fire. The right wing flaps and ailerons were also scattered around the wreckage path. The left wing remains were scattered in a similar fashion to the right wing. The right wing separated into 3 sections, a center section and two outboard wing panels. All of the sections showed signs of impact and post crash fire damage. The flap did not remain attached to the outboard portion of the wing. The inboard portion of the right aileron did not remain attached to the wing. The left wing separated into 3 sections similar to the right wing. The outer wing panel and wing tip were located were located near the initial impact point. The cockpit section was mostly intact, the nose section separated and was completely crushed on impact (see figure 4). The canopy was located in the wreckage path, examination revealed that it was closed at the time of the impact. The cockpit instruments and pilot seat were crushed during the accident sequence. The examination of the available cockpit instruments revealed no faults. The left and right horizontal stabilizer, elevator, vertical stabilizer, and rudder were not attached to their locations. Elevator/rudder/aileron control was established from the forward cockpit despite that most control cables were crushed. (Figure 4: Cockpit as found)Examination of the trim settings revealed that elevator trim was in a nose-down position at around +29, the rudder trim was in a right position at around +20. The right wing aileron trim position was at around +18. These trim settings indicate that the plane would fly in a dangerous steep right turn if not controlled by a trained pilot. The right and left landing gears were broken loose and came to rest between the fuselage and the right wing. The nose landing gear was located behind the empennage (see figure 5). Examination of all the landing gears revealed they were retracted at the time of the impact. (Figure 5: Right engine and empennage along with the nose landing gear)Examination of the airplane did not reveal any evidence of preimpact mechanical failures or anomalies. Medical And Pathological Information: An autopsy was preformed on the pilot, the cause of death was blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory on the pilot was negative for drugs and alcohol. Additional Information: The instructor pilot who was training the pilot reported that he flew the airplane four days before the accident. He reported that while on final approach, he was too high so he applied multiple trim settings that would make the airplane fly in a steep right heading. He reported that the landing was normal and the airplane was parked at the airport apron until the day of the accident. The airplane was equipped with a recording device at the previous flight. Examination of the footage revealed that the trim settings that were applied by the instructor were the same to the trim settings at the accident flight. According to the Me 262 flight book: - The aircraft will take off at around 115mph/185kmh with takeoff flaps deployed (40% extension). Retract the landing gear soon after takeoff to reduce drag. -Allow the aircraft to accelerate to around 250mph/400ph before climbing. - Computer generated photos of the accident: Analysis: The private pilot was preparing to depart on a local flight, he taxied from the apron to the F holding position area at about 0416. One minute later, he was cleared to takeoff from Runway 36. The pilot's instructor who was watching the takeoff reported that it was very unusual. The airplane lifted from the ground when it reached the airport reference point on the runway, the plane was seen in a steep right climb, nearly hitting the airport's VHF Omni Directional Range Radio (VOR), before it entered a stall. The pilot was not trained to deal with such an emergency so control was lost and the airplane impacted terrain in a near nose down position. Examination of the trim settings revealed that they were in an unsuitable position for takeoff. It is most likely that the combination of the ground crew/instructor pilot failing to reset the trim settings back to 0 and the accident pilot's inexperience caused him to lose control. Postaccident examination of the airplane did not reveal any anomalies that could be attributed to a preimpact mechanical deficiency. The Investigation determines the probable cause(s) of this accident as follows: The steep takeoff due to the failure of the ground crew / instructor to reset the trim settings back to zero following a test flight, which resulted in the exceeding of the airplane's critical angle of attack, and subsequent impact with terrain. Contributing to the accident was the accident pilot's lack of experience in the aircraft type.
Controlled flight into terr/obj (CFIT): Cessna O-1 Bird Dog (L-19), N553BG, accident occurred January 03, 2020, in East Coast, USA: (Airplane final resting position) Location: East Coast, USA Date & Time: 01/03/2020, 1530 EST Registration: N553BG Aircraft: Cessna O-1 Bird Dog Aircraft Damage: Substantial Defining Event: Controlled Flight Into terr/obj (CFIT) Injuries: 2 None Flight Conducted Under: Part 91: General Aviation - Personal According to the pilot of the single engine airplane, he was flying at high speed over terrain when his floats struck trees, the flight controls were not damaged so he was able to make a belly landing on a road. According to multiple eyewitnesses, the plane was flying very close to trees in a dangerous manor when he crashed into some trees during a descent. One of the floats was located on a rural road while the other was located near a hill. The airplane sustained substantial damage to the floats and undercarriage. The pilot reported that there were no mechanical anomalies with the airplane that would have precluded normal operation. Pilot Information Certificate: Private Age: 25, Male Airplane Rating(s): Single-engine Land Seat Occupied: Front Other Aircraft Rating(s): None Restraint Used: Instrument Rating(s): Airplane Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: No Medical Certification: Class 2 Without Waivers/Limitations Last FAA Medical Exam: 11/25/2019 Occupational Pilot: No Last Flight Review or Equivalent: 10/01/2019 Flight Time: 431 hours (Total, all aircraft), 134.5 hours (Total, this make and model), 366.6 hours (Pilot In Command, all aircraft) Aircraft and Owner/Operator Information Aircraft Make: Cessna Registration: N553BG Model/Series: O-1 Bird Dog (L-19) Aircraft Category: Airplane Year of Manufacture: 1958 Amateur Built: No Airworthiness Certificate: Normal; Utility Serial Number: Landing Gear Type: Tailwheel Seats: 2 Date/Type of Last Inspection: 12/05/2019, Annual Certified Max Gross Wt.: 2400 lbs Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 9253 Hours as of last inspection Engine Manufacturer: Continental ELT: Installed, not activated Engine Model/Series: O-470-11 Registered Owner: On file Rated Power: 213 hp Operator: On file Operating Certificate(s) Held: None Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: Distance from Accident Site: Observation Time: 1530 EST Direction from Accident Site: Lowest Cloud Condition: Clear Visibility: 10 Miles Lowest Ceiling: None Visibility (RVR): Wind Speed/Gusts: 4 knots / Turbulence Type Forecast/Actual: Wind Direction: 20° Turbulence Severity Forecast/Actual: Altimeter Setting: 30.5 inches Hg Temperature/Dew Point: 1°C / -3°C Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Type of Flight Plan Filed: None Destination: Type of Clearance: None Departure Time: Type of Airspace:Class E Wreckage and Impact Information Crew Injuries: 2 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 2 None - Cause: "The pilot's failure to maintain clearance from trees during a low altitude maneuver, which resulted in a collision with trees and the subsequent emergency landing." - Photos: Hard Landing: North American B-25 Mitchell, N194BG, accident occurred July 23th, 2019, at Los Injurus Hill Airport (LIH/KLIH), Los Injurus, USA: (Accident Airport) Location: Los Injurus Hill Airport (LIH/KLIH), Los Injurus, USA Date & Time: 07/23/2019, 1200 PDT Registration: N194BG Aircraft: North American B-25 Mitchell Aircraft Damage: Substantial Defining Event: Hard Landing Injuries: 1 Minor / 4 None Flight Conducted Under: Part 91: General Aviation - Personal According to the PIC (pilot in command), he was practicing low height flying lessons with four student pilots, after one hour and a half of flying, he started to approach the departure airport which is located on top of a hill. While on final approach, the airplane was too high and flying at a speed higher than the typical approach speed, despite this, he decided to land the airplane. During the landing roll, the tail struck the runway which was followed by the rest of the airplane. The landing gears collapsed and both engine propellers detached from the engine. The airplane came to stop at a heading of 155°, the accident runawy is at a heading of 180°. The left landing gear pierced through the left wing in the area of the inboard flap. According to one of the student pilots, they advised the PIC to go around multiple times but he refused and insisted on attempting the dangerous landing. The airplane sustained substantial damage to the fuselage, engines, wings and tail. The pilot in command reported that there were no mechanical anomalies with the airplane that would have precluded normal operation. Wreckage and Impact Information Crew Injuries: 1 Minor, 4 None Aircraft Damage: Substantial Passenger Injuries: 4 None Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 1 Minor, 4 None - Cause: "The PIC's decision to continue an unstabilized, high speed, approach to the single runway airport. Which resulted in a hard landing. Contributing was the failure of the PIC to follow the recommended procedure of going around during an unstabilized approach scenario." - Photos: (Final resting seen from the South) (Final resting seen from the North) Collision During Landing: unregistered Glaser-Dirks DG-100, accident occurred December 30th, 2019, at Jungle Rock Island Airfield, West Coast, USA: (Final resting position on runway) Location: Jungle Rock Airfield, West Coast, USA Date & Time: 12/30/2019, 1649 PDT Registration: Unregistered Aircraft: Glaser-Dirks DG-100 Aircraft Damage: Substantial Defining Event: Collision During Landing Injuries: 1 None Flight Conducted Under: Part 91: General Aviation - Personal The pilot of the non-engine powered glider reported that he approached the runway from over a hill, during the landing roll, he was not fully maintained with the heading of the runway so he tried to correct it by applying left rudder, the glider however, was too close to the trees located to the right, so the right wing struck a tree and detached, the glider impacted the runway at low speed and came to the rest inverted. The glider sustained substantial damage to the right wing. The pilot reported that there were no mechanical anomalies with the airplane that would have precluded normal operation. Wreckage and Impact Information Crew Injuries: 1 None Aircraft Damage: Substantial Passenger Injuries: N/A Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 1 None - Cause: "The pilot's failure to maintain clearance from a tree while landing" - Photos: (Final resting position of the glider)
I will declare my next story will be my last story on this thread since i have no interest anymore of posting stories on this thread, it's been great posting here but my time has come. My last story will involve mass hijackings. It'll take a while to post!
Unknown or Undetermined, Glaser-Dirks DG-100, N505BG, Fatal accident occurred May 5, 2018, in So Cal Nevada Interstate, Nevada, USA: (Eyewitness photo of the glider before impact) Location: Jungle Rock Airfield, West Coast, USA Date & Time: 05/05/2018, 1300 PST Registration: N505BG Aircraft: Glaser-Dirks DG-100 Aircraft Damage: Destroyed Defining Event: Unknown or Undetermined Injuries: 1 Fatal Flight Conducted Under: Part 91: General Aviation - Personal HISTORY OF THE FLIGHT: On May 5th, 2018, at about 1300 pacific standard time, a Glaser-Dirks DG-100 glider, registration N505BG, impacted rugged terrain during a local flight in the SoCal-NV Interstate, Nevada, USA. The private pilot was fatally injured and the glider was destroyed. The glider was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and there was no flight plan filled for the local flight that departed the nearby airfield. According to the tow pilot, he and the glider pilot conducted local flights twice a week, the pilot reported that they departed the airfield about thirty minutes before the accident flight, he also reported that he returned to the airfield once he launched the glider. The glider pilot did not have a communication device so there were no recordings of his voice. According to multiple eyewitnesses, they saw the glider fly normally for about twenty minutes before it entered a steep descent, they thought the pilot will recover but the glider kept descending until it impacted the ground. An eyewitness captured a photo of the glider before it impacted the ground and sent it to the investigator in charge. An on scene examination of the wreckage by the investigator in charge (IIC) revealed that the glider came to the rest on a rugged hill at a heading of 195°, the wreckage was heavily fragmented, examination of the flight controls could not be done on scene due to the extent of damage to the fuselage. The glider was recovered to the local airfield for further examination. PERSONAL INFORMATION: Certificate: Private Age: 65, Male Airplane Rating(s): Single-engine Land Seat Occupied: Single Other Aircraft Rating(s): Glider Restraint Used: Instrument Rating(s): Airplane Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: Yes Medical Certification: Class 2 Without Waivers/Limitations Last FAA Medical Exam: 09/13/2017 Occupational Pilot: No Last Flight Review or Equivalent: 12/15/2017 Flight Time: 1544 hours (Total, all aircraft), 504.5 hours (Total, this make and model), 1400 hours (Pilot In Command, all aircraft) The pilot held a private pilot certificate with ratings for airplane single-engine land, and instrument. Additionally. The pilot was issued a second-class airman medical certificate on June 2, 2014, without limitations or waivers. The pilot records showed that he had accumulated 1,544 total flight hours, at least 504.5 hours were in the accident make and model glider. AIRCRAFT INFORMATION: The single pilot glider was an all-flying tailplane manufactured in Germany by DG Flugzeugbau, Gmbh, with anti-balance tabs along the entire trailing edges, and a two-piece canopy (movable and fixed parts), built of GFRP (glass-fibre reinforced plastic)/foam sandwich materials and resin impregnated rovings for high strength parts. The glider was incorporated with a retractable main landing gear. There were no maintenance logbooks obtained during the course of the investigation. METEOROLOGICAL INFORMATION AND FLIGHT PLAN: The local weather observation reported these conditions: winds from 160 degrees at 4 knots, visibility 10 miles, sky condition clear. WRECKAGE AND IMPACT INFORMATION: Examination of the accident site revealed that the glider came to rest in rugged terrain near the departure airport. The glider was orientated on a 195° magnetic heading, with the debris field coming to the rest in the initial impact crater. All flight control surfaces were accounted for at the accident site. Examination of the of the fuselage revealed that the cockpit and aft section were fragmented. The instrument panel was located within the debris field sustained impact damage and thus did not provide any reliable information. The empennage was broken away from the fuselage and impact damaged. The pushrods for the elevator and rudder were impact damaged and, when moved, revealed continuity. Further examination of the glider did not reveal any evidence of preimpact mechanical failures or anomalies. (View of the wreckage from the front) (View of the wreckage from behind) (View of the wreckage from the right) (Closeup of the main wreckage) (Wreckage during recovery) (Wreckage during recovery) MEDICAL AND PATHOLOGICAL INFORMATION: An autopsy was preformed on the pilot, his cause of death was multiple blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and drugs. ADDITIONAL INFORMATION: A small device that records speed and heading was located during the examination of the wreckage, examination of the device showed that the glider was at a heading of 44.5° and impacted the ground at an airspeed of 169 mph, the glider's maximum speed is 260 km/h (161 mph). - Analysis: The private pilot departed on a local flight, about thirty minutes after takeoff, the glider was seen in a uncontrolled descent until it impacted the ground. Examination of the wreckage did not reveal any evidence of preimpact mechanical failures or anomalies, also, an autopsy of the pilot revealed was negative to carbon monoxide, ethanol, and drugs. The Investigation determines the probable cause(s) of this accident as follows: An impact with terrain for reasons that could not be determined based on the available information.
Controlled Flight Into Terrain, Strato HMX 920, N326BG, owned and operated by the pilot, Fatal accident occurred March 4th, 2019, in Desert Highway Region, USA: (View of the accident site)Location: Desert Highway Region, USA Date & Time: 03/04/2019, 1600 PST Registration: N326BG Aircraft: Strato HMX 920 Aircraft Damage: Destroyed Defining Event: Controlled Flight Into Terrain Injuries: 1 Fatal Flight Conducted Under: Part 91: General Aviation - Personal On March 4th, 2019, at around 1600 Pacific Standard Time, a Starto HMX 920 airplane, registration N326BG, was destroyed when it impacted mountainous terrain during flight in Desert Highway Region, USA. The certified private pilot, who was the sole pilot onboard, was fatally injured. The airplane was owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Nighttime meteorological conditions prevailed at the time of the accident, and there were no contact between the pilot and any nearby Air Traffic Controllers. According to the pilot's family, he was informed about a family wedding on the day of the accident, the pilot told his family that he would fly his airplane to the location of the event in the "next day or two", there was no more contact between him and the family afterwards. According to an airport security worker, the pilot arrived at the airport at around 1:30 AM, when the security guard asked about why he arrived at such a late time, the pilot replied that he needed to visit a family event as soon as possible. The security guard reported that the pilot prepared the airplane and toke off from the runway at around 1:45 AM. The security guard recalled that the pilot made a left turn immediately when he reached a "few hundreds feet above the ground". The guard reported that weather conditions at the time of the accident were rainy and fogy, and that he recommended the pilot to not take risks by flying in such conditions. According to a local pilot who was the pilot's friend, he was flying his single engine, six seat airplane through the area near the accident pilot's departure airport when he received a question from his radio, the accident pilot asked him about the weather conditions and the area's mountains, the pilot said that he advised him to keep flying straight above 3000-4000 feet and watch from turbulence. The accident pilot said that he was flying at around 3000 feet and thanked his friend. There were no more radio contact between both airplanes. The pilot's friend landed at his destination around ten minutes later. He asked another pilot if he knew why the accident pilot was flying at such time in bad weather conditions, the other pilot did not have any knowledge so both of them went to the airport's hangar. A few minutes later, they tried to see the accident pilot plane's path using a flight track website, the website showed that contact with the airplane was lost in an area known for high mountains. The two pilots ran outside and looked into the mountains (which were a bit visible from the airport), they recalled seeing a bit of smoke and fire. Both pilots contacted local emergency services who asked them to confirm if the plane did actually crash. The pilots accepted the request and flew their six seat airplane near the mountains, they observed and photographed an area with visible fire. The emergency services were provided with the location and photos and a search party was prepared to launch in the morning when the weather gets better. At around 7 AM on March 5th, 2019, the search party located the airplane wreckage and declared that the pilot had died in the accident, but they were unable to recover the wreckage due to the dangerous conditions of the mountain. On March 7th, 2019, four of the pilot's friends and the Investigator In Charge (IIC) arrived to the scene via a rescue helicopter. An on scene examination by the IIC revealed that the airplane impacted a rocky mountain face at a heading of 20°. All structural components of the airplane were located at the accident site, and Flight control continuity was established for the airframe. The airplane sustained substantial crushing damage but there was no post crash fire. The wreckage was recovered by the rescue helicopter on the same day to a secure location for further examination. (View of the airplane on accident site with the rocky mountain face visible) (Close up photo of the wreckage) PERSONAL INFORMATION: Certificate: Private Age: 54, Male Airplane Rating(s): Single-engine Land Seat Occupied: Single Other Aircraft Rating(s): None Restraint Used: Instrument Rating(s): None Second Pilot Present: No Instructor Rating(s): None Toxicology Performed: Yes Medical Certification: Class 2 Without Waivers/Limitations Last FAA Medical Exam: 10/17/2016 Occupational Pilot: No Last Flight Review or Equivalent: 10/15/2016 Flight Time: 674 hours (Total, all aircraft), 104.7 hours (Total, this make and model), 600 hours (Pilot In Command, all aircraft) The pilot held a private pilot certificate with ratings for airplane single-engine land. Additionally. The pilot was issued a second-class airman medical certificate on May 26, 2012, without limitations or waivers. The pilot records showed that he had accumulated 674 total flight hours, at least 104.7 hours were in the accident make and model airplane. The pilot did not hold an instrument rating. AIRCRAFT INFORMATION: Aircraft Make: Starto Aircraft Registration: N326BG Model/Series: HMX 920 Aircraft Category: Airplane Year of Manufacture: 2005 Amateur Built: No Airworthiness Certificate: Aerobatic; Normal Serial Number: Landing Gear Type: Tailwheel Seats: 1 Date/Type of Last Inspection: 01/15/2019, Annual Certified Max Gross Wt.: Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 1593,57 Hours as of last inspection Engine Manufacturer: LYCOMING ELT: C91A installed, not activated Engine Model/Series: AEIO-540-L1B5 Registered Owner: On file Rated Power: 300 hp Operator: On file Operating Certificate(s) Held: None According to FAA records, the single seat monoplane was manufactured in 2005 and was registered to the pilot in 2018. It was equipped with a Lycoming AEIO-540-L1B5 series, 300-horsepower engine that drove a four-bladed, constant speed, MT-Propeller. According to airplane maintenance records, an annual inspection was completed on January 15, 2019, at 1593,57 total aircraft hours. According to the previous owner of the airplane, he sold the accident airplane to the pilot about a year and a half before the accident. The previous engine was replaced by the pilot, who stated who is going to work on the airplane for a while. The owner said that he saw the pilot working on the airplane a lot of times during his visits to the airport. A placard located in the cockpit stated, "This airplane is certificated for VFR day operation." (View of the accident airplane before the engine replacement) METEOROLOGICAL INFORMATION AND FLIGHT PLAN: The local weather observation in the area, about 9 miles southwest of the accident location, included wind from 010° at 7 knots, 10 miles visibility, an overcast ceiling at 2,200 ft agl, temperature 16°C, dew point 17°C, and altimeter setting of 30.02 inches of mercury. WRECKAGE AND IMPACT INFORMATION: The airplane came to the rest in mountainous terrain under a rock face. All structural components of the airplane were located at the accident site. The airplane wreckage showed heavy aft crushing, the cockpit was destroyed and fragmented by impact forces. The cockpit instrument panel was destroyed, and the flight and performance instruments were separated. No useful information was obtained from the instruments. The attitude indicator was not located and the turn coordinator face was destroyed. Flight control continuity was obtained from all flight control surfaces to the cockpit through breaks and fractures consistent with overload. The right wing and left wing were impact-separated and fractured but remained within the wreckage area. Aileron continuity was confirmed.The empennage remained attached to the fuselage. The left and right horizontal stabilizer and elevator remained attached to the empennage. The rudder remained attached to the vertical stabilizer and displayed impact damage. The elevator trim tab was impact-separated but remained attached to the right elevator through cables. All four wooden propeller blades were impact-separated and fragmented. The engine came to the rest opposite to the direct of travel and showed heavy crushing impact damage. Examination of the airframe and engine did not reveal any evidence of a preimpact anomaly or malfunction. (View of the wreckage after recovery) Medical And Pathological Information: An autopsy was preformed on the pilot, his cause of death was multiple blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and drugs. Additional Information: Get-There-Itis According to FAA Advisory Circular AC 60-22, Aeronautical Decision Making, "pilots, particularly those with considerable experience, as a rule always try to complete a flight as planned, please passengers, meet schedules, and generally demonstrate that they have 'the right stuff.'" One of the common behavioral traps identified was "Get-There-Itis." According to the AC, "common among pilots, [get-there-itis] clouds the vision and impairs judgment by causing a fixation on the original goal or destination combined with a total disregard for any alternative course of action." - Analysis : The non-instrument rated pilot was conducting a private flight in nighttime instrument conditions in order to participate in a family event. Weather information suggested that the pilot would have encountered increasingly cloudy conditions as the airplane proceeded along the route of flight. Radar information shows that the pilot continued his route with no altitude changes or turns. The pilot contacted another pilot flying in the area to ask him about the weather conditions and the highest mountains in the area. No more radio contacts were received from the airplane after this question. Flighttrack records show that the airplane continued to fly at an altitude lower that the local mountains, and radar contact was lost a few seconds later while the airplane was at a heading of 20°. The pilot did not obtain a weather briefing from an official, access-controlled source before departing on the flight, but the pilot would have seen the weather conditions on his way to the airport. Additionally, he was told to not depart on the flight by an airport worker. There were no eyewitnesses to the accident, but an on-scene examination of the wreckage revealed that the airplane impacted the mountain in a nose-low, and nearly 60° pitch altitude. Examination of the airframe and engine did not reveal any evidence of a preimpact anomaly or malfunction. A placard in the airplane stated that the airplane was not approved for flight in instrument meteorological conditions. Despite not being instrument rated and flying an airplane that was not certificated for instrument conditions, the pilot chose to continue along the flight route as weather conditions deteriorated rather than diverting, consistent with a common behavioral trap known as "get-there-it is." It is likely that the pilot's desire to get to the destination airport in order to attend the family event contributed to this behavior. The instrument meteorological conditions that existed in the area of the accident site around the accident time and the airplane's flight track records were consistent with a Controlled Flight Into Terrain event. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and drugs. - Probable Cause: The noninstrument-rated pilot's continued visual flight rules flight into instrument meteorological conditions, which resulted in Controlled Flight Into Terrain. Contributing to the accident was the pilot's self-induced pressure to complete the flight in order to attend the family event.
