Islander crash in Antigua
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Islander crash in Antigua
An Islander belonging to Fly Montserrat crashed on take off at VC Bird International yesterday at about 1600 hrs. The pilot and two passengers were killed and a male passenger is critically ill in hospital. There was considerable lightning around the airport at the time but of course we will only know the cause after a proper investigation. It will be strange not hearing the plane over my house 4 times a day.
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I would believe this is the one you are referring to. Not good.
Crash: Montserrat BN2P at Antigua on Oct 7th 2012, lost height after takeoff
Crash: Montserrat BN2P at Antigua on Oct 7th 2012, lost height after takeoff
Wreckage suggests a nose-over. Amazing that the wing is essentially in one piece but folded forward 45 degrees. Everything ahead of the wing crushed - everything behind the wing virtually undamaged.
Stall? Sudden pilot incapacitation?
Weather indicates highly variable winds (swinging through 200° range) and CBs in the area (Tropics can get very small, localized CBs).
Winds closest to the time of the accident (190, 260) seem to NOT favor the runway normally used in the normal easterly trade-winds (07) and apparently used for this takeoff. But with CBs nearby, winds can change a lot in 15 minutes.
All suggestive - but insufficient data....
EDIT - but of course engine failure fits the known data as well.
Stall? Sudden pilot incapacitation?
Weather indicates highly variable winds (swinging through 200° range) and CBs in the area (Tropics can get very small, localized CBs).
Winds closest to the time of the accident (190, 260) seem to NOT favor the runway normally used in the normal easterly trade-winds (07) and apparently used for this takeoff. But with CBs nearby, winds can change a lot in 15 minutes.
All suggestive - but insufficient data....
EDIT - but of course engine failure fits the known data as well.
Last edited by pattern_is_full; 8th Oct 2012 at 20:40.
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I saw the wreckage at the end of 07 during take-off. Not nice.
A colleague watched the whole incident, his opinion was that the aircraft lost climb gradient and was crabbing indicative of a right engine failure.
Whilst the TAF's allude to inclement weather the weather at the field at the time was benign.
All IMHO of course.
A very sad day, the pilot was a likeable young chap.
A colleague watched the whole incident, his opinion was that the aircraft lost climb gradient and was crabbing indicative of a right engine failure.
Whilst the TAF's allude to inclement weather the weather at the field at the time was benign.
All IMHO of course.
A very sad day, the pilot was a likeable young chap.
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latest report
Good news is that the surviving passenger is recovering well in Antigua's public hospital. Several reports suggest the aircraft yawed to the right on take off which supports several witnesses reports that the right engine lost power.
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Any updates?
Anyone has any updates on this incedent? I am looking at the UK AAIB ( Air Accidents Investigation: Foreign Reports ) but have yet to seee anything mentioned. I take a personal interest in this one because I am Montserratian and I fly for pleasure.
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new pic i came across online
Just came accross this from the Antigua Observer online, seems to me that the starboard engine might not have been running at the time of impact. Anybody else agree?
Yes indeed, the right Prop is not curled so the failure of the right engine seems to be confirmed, but why ? I guess the investigation will tell. I'm amazed to see so many survivable T/O engine failures leading to Death. While instructing ME I emphasize all the time (I mean it, all the time to the point that other instructors will warn my students..."he's going to saturate you with engine failure BLAH BLAH...) You often have very few precious seconds to react and take appropriate action. I'm not a BN2 guy, I know that they do not do very well on one 
engine, coupled with hot weather and perhaps a heavy load.One accident that I remember is The 737-200 out of Tamanrasset Algeria, Air Algérie Flight 6289 - Wikipedia, the free encyclopedia The Capt didn't do a single thing to save the aircraft after loosing one engine, he spent the last seconds of his life yelling at the female co-pilot to "let go" when in fact she had relinquished the control. Of course, on paper the Capt was a great pilot with thousand of hours, former military etc... etc.... but couldn't fly a distressed plane for a few minutes when the plane was flyable.....
The very same plane VP-MON had a similar mishap with a better outcome last year in Montserrat. Here is the link to the previous accident report.
Air Accidents Investigation: Download PDF document
This report is "A MUST READ" very educational and puts in perspective the operational environment.
A month prior, there was another mishap by the same operator, same type due to the failure of the braking system. Air was trapped in the hydraulic line post maintenance to replace an O-ring. I guess the proper procedure to bleed the line was not observed..... Link to that report below.
Air Accidents Investigation: Download PDF document
engine, coupled with hot weather and perhaps a heavy load.One accident that I remember is The 737-200 out of Tamanrasset Algeria, Air Algérie Flight 6289 - Wikipedia, the free encyclopedia The Capt didn't do a single thing to save the aircraft after loosing one engine, he spent the last seconds of his life yelling at the female co-pilot to "let go" when in fact she had relinquished the control. Of course, on paper the Capt was a great pilot with thousand of hours, former military etc... etc.... but couldn't fly a distressed plane for a few minutes when the plane was flyable.....The very same plane VP-MON had a similar mishap with a better outcome last year in Montserrat. Here is the link to the previous accident report.
Air Accidents Investigation: Download PDF document
This report is "A MUST READ" very educational and puts in perspective the operational environment.
A month prior, there was another mishap by the same operator, same type due to the failure of the braking system. Air was trapped in the hydraulic line post maintenance to replace an O-ring. I guess the proper procedure to bleed the line was not observed..... Link to that report below.
Air Accidents Investigation: Download PDF document
Last edited by Melax; 12th Oct 2012 at 23:49.
Yes Yes Yes, Acquisition cost higher, more qualified maintenance required, higher fuel cost, higher insurance premiums....To fly a 35nm leg, with 3 passengers or so I don't see why you would spend $$$ for a turboprop. You're right, properly maintained it would probably be a safer choice but, when it comes to $ , it is what it is.....The only turboprop aircraft's I would even consider for an operation out of Montserrat are the DO-228 or DH-C6 both multimillion $ machines or perhaps a C208 Grand Caravan but I'm not sure if the Regs allows for single engine Commercial Ops there, maybe someone can tell us. There is a variant of the BN2 fitted with Allison Turbo props, or a few Partenavias (I think called Spartacus also fitted with Allison 250SHP turbines) they are of course both very expensive compared to the piston BN2's and would reduce the profit margin. Then if your maintenance dpt can't properly bleed brake hydraulic lines, why complicate the operation by introducing more complicated machines 
Last edited by Melax; 12th Oct 2012 at 18:59.
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Preliminary report out
Preliminary Report on FlyMontserrat Crash | CARIBARENA ANTIGUA
I live here. It matters. Flown with pilot often. Now watch the blame-game start.
I live here. It matters. Flown with pilot often. Now watch the blame-game start.
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Does this not conflict with the brake failure Accident Report?
"I guess the proper procedure to bleed the line was not observed....." I read it as there is no "proper" procedure, but several......
I've been around Islanders a while and the brakes can be a real problem to bleed sometimes if the hydraulic lines have been drained.
If the 'O' rings have got to be replaced, the best way is to use a hose clamp as close to the union nut as possible and use a blanking plug once the line's disconnected. Take off the brake unit, replace the 'O' rings on the bench and fill it with an oil can. Then refit it and hopefully there's only five minutes of bleeding to eliminate the air. The biggest problem - BN having the bleed nipple at the bottom of the brake unit... no wonder air can't be purged easily.
The brake units have the option of interchanging the pressure and bleed ports so it's not Cleveland's fault.
To be honest, I think the Islander is pretty dismal in respect of some design and maintenance tasks as well as having inferior manuals, compared to American documentation. BN don't seem interested in improvements to anything.
Anyway, this thread is about the tragic incident, not engineering gripes.
If the 'O' rings have got to be replaced, the best way is to use a hose clamp as close to the union nut as possible and use a blanking plug once the line's disconnected. Take off the brake unit, replace the 'O' rings on the bench and fill it with an oil can. Then refit it and hopefully there's only five minutes of bleeding to eliminate the air. The biggest problem - BN having the bleed nipple at the bottom of the brake unit... no wonder air can't be purged easily.
The brake units have the option of interchanging the pressure and bleed ports so it's not Cleveland's fault.
To be honest, I think the Islander is pretty dismal in respect of some design and maintenance tasks as well as having inferior manuals, compared to American documentation. BN don't seem interested in improvements to anything.
Anyway, this thread is about the tragic incident, not engineering gripes.
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To stop the speculation, here's a copy of the initial report from the ECCAA:
The preliminary report from the Eastern Caribbean Civil Aviation Authority into the fatal plane crash on 7 October is printed below.
The substantive investigation into the crash is ongoing. The Governor’s Office will immediately release further details to the public as they become available.
preliminary report
ECCAA No.7AC/1/99
ACCIDENT
Aircraft Type and Registration: Britten-Norman BN2A-26 Islander, VP-MON serial number 082)
No & Type of Engines: 2 Lycoming O-540-E4C5 piston engines
Year of Manufacture: 1969
Location V.C. Bird International Airport, Antigua (TAPA)
Date & Time (UTC): 7 October 2012 at 2010 hrs
Type of Flight: Commercial Air Transport (Passenger)
Persons on Board: Crew: 1 Passengers: 3
Injuries: Crew 1 (fatal)
Passengers 2 (fatal)
1 (serious)
Nature of Damage: Aircraft destroyed
Commander's Licence: Commercial Pilot’s Licence
Commander's Age: 31 years
Commander's Flying Experience: 710 hours total of which 510 were on type
Last 28 days- 25 hours
Last 24 hours – 0.5 hours
Information Source: ECCAA Accident Investigation
All times in this report are UTC; Antigua time is UTC - 4 hrs
The investigation
The Eastern Caribbean Civil Aviation Authority was informed of the accident immediately, and senior staff attended the accident site without delay.
The Eastern Caribbean Civil Aviation Authority began an investigation under the Antigua and Barbuda Civil Aviation Regulations 2004. In accordance with established international arrangements, the Air Accidents Investigation Branch (AAIB) of the United Kingdom, representing the State of Design and Manufacture of the aircraft, and (through its registration in a British Overseas Territory) the State of Operator, appointed an Accredited Representative to participate in the investigation. The AAIB Accredited Representative is supported by an AAIB Advisor. Britten-Norman, the aircraft manufacturer, has been informed of the accident and has offered assistance. Air Safety Support International (ASSI)1, which performs regulatory oversight of the aircraft operator, has been informed of the accident and is cooperating with the investigation. Montserrat Airways Limited, the operator, is also cooperating with the investigation.
Initial investigative activity focused on examination of the aircraft wreckage and accident site, gathering of evidence from witnesses, and examination of technical records. Further investigation will encompass all operational and engineering matters relevant to the accident. A comprehensive accident report will be published in due course.
History of the flight
The aircraft, which had flown earlier during the day, was on a commercial air transport (passenger) flight from V.C. Bird International Airport, Antigua (TAPA), to John A. Osborne Airport, Montserrat (TRPG), with the pilot and three passengers on board. Weather conditions at the time of departure were good, though convective clouds and heavy rain showers had passed over the airport while the aircraft was parked before flight.
Shortly after takeoff, the aircraft was observed to yaw to the right, and to cease climbing. The aircraft then descended rapidly, apparently out of control. The aircraft impacted the ground within the airport perimeter, right wingtip first and steeply banked to the right, at low forward speed. Ground marks and damage to the wing tips and nose indicate that the aircraft cart-wheeled before coming to rest erect. The fuselage forward of the wings was destroyed; there was comparatively less damage to the rear part of the aircraft.
The pilot and two passengers, both of whom were seated in the forward part of the cabin, were fatally injured. Another passenger, seated in the rear-most row of seats, was seriously injured and taken to hospital for treatment.
Examination of the wreckage indicates that the number two (right-hand) engine was not producing power at the time of impact, and investigation of the fuel system feeding that engine found significant quantities of water.
Following failure of one of the two engines on the Islander aircraft, the failed engine’s propeller should be feathered, to reduce the drag produced. Following successful feathering, continued flight should be possible. Examination of the right-hand propeller showed that it was not in the feathered position.
1 ASSI is a wholly-owned, not-for-profit, subsidiary of the United Kingdom Civil Aviation Authority (UK CAA)
This bulletin contains facts which have been determined up to the time of issue. This information is published to inform the aviation industry and the public of the general circumstances of accidents and must necessarily be regarded as tentative and subject to alteration or correction if additional evidence becomes available.
Extracts can be published without specific permission providing that the source is duly acknowledged.
© copyright East Caribbean Civil Aviation Authority 2012
Read more: Preliminary Report on FlyMontserrat Crash | CARIBARENA ANTIGUA
The preliminary report from the Eastern Caribbean Civil Aviation Authority into the fatal plane crash on 7 October is printed below.
The substantive investigation into the crash is ongoing. The Governor’s Office will immediately release further details to the public as they become available.
preliminary report
ECCAA No.7AC/1/99
ACCIDENT
Aircraft Type and Registration: Britten-Norman BN2A-26 Islander, VP-MON serial number 082)
No & Type of Engines: 2 Lycoming O-540-E4C5 piston engines
Year of Manufacture: 1969
Location V.C. Bird International Airport, Antigua (TAPA)
Date & Time (UTC): 7 October 2012 at 2010 hrs
Type of Flight: Commercial Air Transport (Passenger)
Persons on Board: Crew: 1 Passengers: 3
Injuries: Crew 1 (fatal)
Passengers 2 (fatal)
1 (serious)
Nature of Damage: Aircraft destroyed
Commander's Licence: Commercial Pilot’s Licence
Commander's Age: 31 years
Commander's Flying Experience: 710 hours total of which 510 were on type
Last 28 days- 25 hours
Last 24 hours – 0.5 hours
Information Source: ECCAA Accident Investigation
All times in this report are UTC; Antigua time is UTC - 4 hrs
The investigation
The Eastern Caribbean Civil Aviation Authority was informed of the accident immediately, and senior staff attended the accident site without delay.
The Eastern Caribbean Civil Aviation Authority began an investigation under the Antigua and Barbuda Civil Aviation Regulations 2004. In accordance with established international arrangements, the Air Accidents Investigation Branch (AAIB) of the United Kingdom, representing the State of Design and Manufacture of the aircraft, and (through its registration in a British Overseas Territory) the State of Operator, appointed an Accredited Representative to participate in the investigation. The AAIB Accredited Representative is supported by an AAIB Advisor. Britten-Norman, the aircraft manufacturer, has been informed of the accident and has offered assistance. Air Safety Support International (ASSI)1, which performs regulatory oversight of the aircraft operator, has been informed of the accident and is cooperating with the investigation. Montserrat Airways Limited, the operator, is also cooperating with the investigation.
Initial investigative activity focused on examination of the aircraft wreckage and accident site, gathering of evidence from witnesses, and examination of technical records. Further investigation will encompass all operational and engineering matters relevant to the accident. A comprehensive accident report will be published in due course.
History of the flight
The aircraft, which had flown earlier during the day, was on a commercial air transport (passenger) flight from V.C. Bird International Airport, Antigua (TAPA), to John A. Osborne Airport, Montserrat (TRPG), with the pilot and three passengers on board. Weather conditions at the time of departure were good, though convective clouds and heavy rain showers had passed over the airport while the aircraft was parked before flight.
Shortly after takeoff, the aircraft was observed to yaw to the right, and to cease climbing. The aircraft then descended rapidly, apparently out of control. The aircraft impacted the ground within the airport perimeter, right wingtip first and steeply banked to the right, at low forward speed. Ground marks and damage to the wing tips and nose indicate that the aircraft cart-wheeled before coming to rest erect. The fuselage forward of the wings was destroyed; there was comparatively less damage to the rear part of the aircraft.
The pilot and two passengers, both of whom were seated in the forward part of the cabin, were fatally injured. Another passenger, seated in the rear-most row of seats, was seriously injured and taken to hospital for treatment.
Examination of the wreckage indicates that the number two (right-hand) engine was not producing power at the time of impact, and investigation of the fuel system feeding that engine found significant quantities of water.
Following failure of one of the two engines on the Islander aircraft, the failed engine’s propeller should be feathered, to reduce the drag produced. Following successful feathering, continued flight should be possible. Examination of the right-hand propeller showed that it was not in the feathered position.
1 ASSI is a wholly-owned, not-for-profit, subsidiary of the United Kingdom Civil Aviation Authority (UK CAA)
This bulletin contains facts which have been determined up to the time of issue. This information is published to inform the aviation industry and the public of the general circumstances of accidents and must necessarily be regarded as tentative and subject to alteration or correction if additional evidence becomes available.
Extracts can be published without specific permission providing that the source is duly acknowledged.
© copyright East Caribbean Civil Aviation Authority 2012
Read more: Preliminary Report on FlyMontserrat Crash | CARIBARENA ANTIGUA
Thanks for the report Gooneyone, now we have the element of water contamination + possible pilot actions (prop not feathered, pre-flight ?). How difficult is it to drain water on the BN2 ? I remember that some cessna (or maybe piper, it's been so long) aircrafts with bladder type fuel tanks were prone to keep water due to internal wrinkles so during pre-flight no water
, during the climbout water poured into the system cutting the engine (s) off 
!
, during the climbout water poured into the system cutting the engine (s) off !
Last edited by Melax; 12th Oct 2012 at 23:48.
Dear "procrastinator" regardless of procedure (s), you may have 100's; it doesn't matter ->the end result must be properly functioning brakes. When the system is not bled properly and air is present you will not have optimal pressure applied to the calipers hence a degraded braking action commensurate with the amount of air trapped in the line as air is compressible. So after the pilot complained about the right brake, a pretty good hint that something was wrong, the mechanic replaced the O-rings and released the aircraft back into operation without the proper wait period !! obviously someone dropped the ball ; A proper braking test should have been performed. All the Procedures are effective, a well trained mechanic should be able to cope with the braking system, they are many BN2's in operation out there and their mechanics seems to be able to bleed the lines properly... We are all airmen an have an interest in learning from this sad event. Hopefully the final report will tell the whole story regardless of who knows who or any sensitivities.
Last edited by Melax; 13th Oct 2012 at 00:04.
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Commander's Licence: Commercial Pilot’s Licence
Commander's Age: 31 years
Commander's Flying Experience: 710 hours total of which 510 were on type
Last 28 days- 25 hours
Last 24 hours – 0.5 hours
Commander's Age: 31 years
Commander's Flying Experience: 710 hours total of which 510 were on type
Last 28 days- 25 hours
Last 24 hours – 0.5 hours
Say what????
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Huck, is it about the 200hr commercial (common outside USA) or the Part 135 or equivalent regs (ex-JAR ops required more TT/ME PIC, so does US FAA) ? I'm not sure under what country's regs or 'copy of' the aircraft was operated, so can't tell. I'd be interested to know, too.
I'm not talking about the sad accident outcome, neither mx stuff, nor the pilot's abilities, or connecting any of the earlier. Just interested to know the regs governing air taxi/charter ops in this case.
I'm not talking about the sad accident outcome, neither mx stuff, nor the pilot's abilities, or connecting any of the earlier. Just interested to know the regs governing air taxi/charter ops in this case.
Would a turboprop cost that much more to operate?
Why didn't we all think of that ?
Last edited by ExSp33db1rd; 13th Oct 2012 at 03:58.