BUSINESS AVIATION

SAFETY & LOSSES

ANNUAL REVIEW: 2013
SPECIAL REPORT
Business Aviation Safety & Losses
Annual review: 2013
Flightglobal.com/SafetyReports 2


2013 a disappointing year
The year 2013 was a disappointing one, with business aid aircraft
1

experiencing a worse fatal accident rate compared with 2012 and
most recent years. However, rates for both business jets and
turboprops were still better than that for much of the previous
decade.

Fatal Accident Rates

In 2013 the fatal accident rate for business jets was one per 2,500 aircraft
2
, a marked
deterioration on the one per 3,300 aircraft in 2012. The rate for business turboprops also
worsened, with a fatal accident rate in 2013 of about one per 550 aircraft compared with one
per 590 aircraft in 2012.

Although 2013 turned out worse than 2012 on this basis, it should be remembered, for
business jets in particular, that the class actually suffers very few fatal accidents in a year
and the difference of one can change the resulting accident rate significantly. In 2013 there
were eight fatal accidents to business jets while in 2012 there were six. Business turboprops
suffered 17 fatal accidents in 2013 compared with 16 in 2012.

The business jet fatal accident rate for 2013 (and 2012) still compares favorably with most
earlier years the business jet fatal accident rate for the decade of the 1990s was one per
900 aircraft while that for the 2000s was one per 1,600 aircraft.

For business turboprops, 2013s fatal accident rate, at one per 550 aircraft, shows some
improvement over the average for the decade of the 1990s, which was one per 435 aircraft.
However, it is slightly worse than that for the 2000s, which was one per 560 aircraft.

As noted last year, the accident rate for this class of aircraft, although generally getting
better over the longer term, has not been improving at the same rate as that for business
jets. Twenty years ago, on average, the fatal accident rate for business jets was about twice
as good as that for business turboprops but, by the end of last year, the rate for business
jets had become four times as good.


1
Business Jets and Turboprops. Our definition includes all aircraft types generally considered to be targeted at the
private/corporate executive market but excluding airliner types, which may be used as executive/VVIP transports (a list of the
types included appears at the end of this report). This analysis is based on the class of aircraft and is not limited to just aircraft
actually in private/corporate use. Many of these business aircraft are operated for passenger or cargo air taxi/charter, aerial
work etc.

2
Accident Rates. Currently we do not have good data for the number of flights etc on a global basis for this class of aircraft to
allow us to calculate accident rates in the form of, for instance, fatal accidents per million flights. However, we do have good
fleet data and this allows us to use aircraft years in service (the average number of aircraft available for operation in the fleet)
and seat years as measures of exposure when calculating accident rates. Nevertheless, although these rates do give a good
indication of trends over the longer term, possible changes in utilisation from year to year should be borne in mind when
comparing one year to another.
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Annual Fatal Accident Rates (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 0.06 0.05 0.06 0.07 0.06 0.03 0.03 0.02 0.03 0.04
Turboprops 0.19 0.16 0.16 0.19 0.21 0.13 0.08 0.13 0.17 0.18
Fatal accidents per 100 aircraft at risk

Fatal Accidents

Business jets suffered a total of eight fatal accidents in 2013, two more than in 2012 and was
the worst result since 2008. The 2013 result shows little or no improvement to that of the
1990s and 2000s. The annual average for the last decade was 7.6 and that for the 1990s,
8.2.

Business turboprops suffered 17 fatal accidents in 2013, one more than in 2012 and, as with
business jets, produced the worst result since 2008. The 2013 result also compares poorly
with the annual average number of fatal accidents for the last decade of 15.4, and that for
the 1990s of 16.7.

Although the business turboprop fatal accident rate trend is still improving, the frequency of
fatal accidents seems to have not been reduced significantly in almost 20 years.

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Fatal Accidents per 100 Aircraft in Service - Business Jets and
Turboprops
(Excludes Acts of Violence)
Business Jets Business Turboprops Expon. (Business Jets) Expon. (Business Turboprops)
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The frequency of fatal accidents suffered by business jets over the last 20 or so years, unlike
business turboprops, has shown a more marked improvement.

Safety over the longer term is, of course, still improving, with the fatal accident rate on a per
aircraft basis falling. However, for much of the last 20 years or so, this improvement has
really only been keeping up with the growth of the fleet; it has not been enough to
significantly reduce the frequency of accidents. It should also be kept in mind that at least
part of the apparent reduction in the number of business jet fatal accidents since 2009 may
be due to reduced exposure (flying) during the financial crises and recession.

It is believed that the general public and many users of this class of aircraft are more likely to
form opinions about their safety from the number of times they hear about a crash and
therefore, reducing the frequency of fatal accidents could be considered as more important
for how safety is perceived than just lowering the accident rate.

Annual Fatal Accidents (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 7 6 8 9 9 4 5 4 6 8
Turboprops 16 13 14 17 19 12 7 12 16 17
Fatal accidents involving passenger and/or crew deaths

Fatalities

In 2013, 23 passengers and crew died in the eight fatal accidents suffered by business jets,
giving a simple average of about three fatalities per fatal accident. Twenty-five passengers
and crew died in the six fatal accidents in 2012. The 2013 result is almost the same as the
previous decades average of 23.4, but is a considerable improvement on that for the 1990s,
which was 35.9.

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Fatal Accidents - Business Jets and Turboprops
(Excludes Acts of Violence)
Business Jets Business Turboprops 5 per. Mov. Avg. (Business Jets) 5 per. Mov. Avg. (Business Turboprops)
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In 2013, 62 passengers and crew died in the 17 fatal accidents suffered by business
turboprops, giving a simple average of about 3.6 fatalities per fatal accident. In 2012, 51
passengers and crew died in 16 accidents and in 2011, 48 died in 12 accidents. The annual
average number of passenger and crew deaths for the 2000s was 49.8 and for the 1990s,
58.1.



Annual Fatalities (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 27 23 22 21 39 11 18 16 25 23
Turboprops 55 38 40 44 58 56 24 48 51 62
Passenger and crew fatalities

The worst accidents in 2013 all turboprops include: 1) the Fretax Taxi Aereo Piper
PA31T Caraja (PT-VAQ) accident on 12 March, which killed nine passengers and the pilot
when it crashed on approach to Monte Dourado, Brazil; 2) the ATSA Peru King Air B200
(OB-1992-P) on 6 March, which apparently flew into high ground on approach to Pias, Peru,
in poor weather, killing seven passengers and two crew; 3) the PGR Mexico King Air 300
(XC-LMV) on 30 April, which crashed shortly after take-off from Zacatecas, Mexico, killing
four passengers and two crew; and 4) the Oxyfly SARL TBM 700 (N115KC) that crashed
near Auxerre in France while en route, killing the pilot and five passengers.

Fatality Rates

Fatality rates in 2013 on a deaths per 1,000 seat-years basis generally followed the pattern
shown for fatal accidents, with business jets showing a slight improvement, but with
turboprops producing a relatively poor result.

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Passenger/Crew Fatalities - Business Jets and Turboprops
(Excludes Acts of Violence)
Business Jets Business Turboprops 5 per. Mov. Avg. (Business Jets) 5 per. Mov. Avg. (Business Turboprops)
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Annual review: 2013
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Business jets showed a slight improvement over 2012, going from about one death per
8,300 seats, to one per 9,100 seats in 2013. The average fatality rate for the 2000s was one
per 6,250 seats and for the 1990s, one per 2,500 seats.

Turboprops are continuing to disappoint, with the fatality rate for 2013 standing at one per
1,800 seats, worse than in 2012 when the rate was one per 2,200 seats and the average for
the last decade, which was one per 2,000. The average for the 1990s was one per 1,450
seats.

It is perhaps worrying that, although the turboprop business aid fatality rate has shown an
improvement over the 1990s, there has been no improvement in recent years.




Annual Fatality Rates (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 0.19 0.15 0.14 0.13 0.22 0.06 0.10 0.08 0.12 0.11
Turboprops 0.56 0.38 0.40 0.42 0.55 0.52 0.22 0.43 0.45 0.55
Fatalities (passengers and crew) per 1,000 seats

Total Losses

Based on provisional advice, business jets suffered just 10 total losses in 2013, the lowest
number since 2009. There were 17 known total losses in 2012. Based on past experience, it
is thought likely that the 2013 number will increase as more information becomes known, but
it is unlikely that the years position will deteriorate significantly. The average annual number
of total business jet losses for the last decade was 18.2 and for the 1990s, 18.4.

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Passenger/Crew Fatalities per 1,000 Seats - Business Jets & Turboprops
(Excludes Acts of Violence)
Business Jets Business Turboprops Expon. (Business Jets) Expon. (Business Turboprops)
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Although business jets suffered few total losses in 2013, the longer term trend shows no
sustained improvement in accident frequency it would seem that we can expect between
15 to 20 total losses on average every year.

Business turboprops suffered 30 known total losses in 2013, slightly worse than in 2012
when there were 27.

Again, there has been no improvement in the frequency of turboprop total losses over the
last 20 years.



Annual Number of Total Losses (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 19 23 21 24 24 9 22 16 17 10
Turboprops 28 28 26 27 32 30 27 37 27 30
Operational and Non-Operational Total Losses (data is provisional)

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Total Losses - Business Jets and Turboprops
(Excludes Acts of Violence)
Total Losses - Business Jets Business Turboprops
5 per. Mov. Avg. (Total Losses - Business Jets) 5 per. Mov. Avg. (Business Turboprops)
Includes non-operational losses
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Annual Total Loss Rate (Business Aircraft) Last Ten Years
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Jets 0.16 0.19 0.16 0.17 0.16 0.06 0.13 0.09 0.09 0.05
Turboprops 0.34 0.33 0.30 0.31 0.35 0.32 0.29 0.39 0.28 0.31
Operational and Non-Operational Total Losses per 100 aircraft


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Total Losses per 100 Aircraft - Business Jets and Turboprops
(Excludes Acts of Violence)
Business Jets Business Turboprops Expon. (Business Jets) Expon. (Business Turboprops)
Includes non-operational losses
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2013 Business Jet Fatal Accidents Preliminary Data

1. 20 Feb Premier 1 N777VG Georgia, USA Go-around 5 passengers killed.
The pilot aborted the landing on Runway 10 at Thomson and apparently then flew along the runway at a low height. The aircraft
appears to have continued like this until it struck a concrete utility pole 59ft (18m) above the ground about 0.25 miles (400m)
east of the departure end of the runway. It subsequently crashed in a wooded area, caught fire and was destroyed. The
accident happened in darkness (2006L) but in VMC-CAVOK; wind, calm. The aircraft was operating a flight from Nashville,
Tennessee, and was transporting a medical team employed by Vein Guys, specialists in vascular surgery.

2. 4 Mar Premier 1 VP-CAZ France Initial Climb 2 crew killed.
The aircraft was destroyed by impact and post impact fire when it crashed shortly after taking off from Runway 12 at
Annemasse. The aircraft reportedly struck the roof of a house about 1km southeast of the airport and crashed in a garden. The
accident happened in daylight (0840L). The aircraft was operating a flight to Geneva, Switzerland.

3. 17 Mar Premier 1 N26DK Indiana, USA Approach 1 passenger, 1 crew killed.
The aircraft was destroyed when it crashed in a residential area about 1.5km south of the airport during an apparent attempted
go-around from Runway 09R at South Bend Regional Airport. The accident happened in daylight (1623L) and in VMC; wind
130/10kt and temperature +2C. The aircraft was operating a flight from Tulsa.

While positioning for a visual approach to Runway 09R at South Bend and about 10 miles from the airport, the pilot declared an
emergency and told air traffic control that they had lost all power, they had no hydraulics and that the aircraft was barely
controllable. Shortly after this the pilot advised that their navigational systems were not working and asked for vectors to the
runway. ATC responded that the airport was 9 miles in front of them and, shortly after this, told the pilot to turn left through 10
to incept the approach path. This instruction was acknowledged but there was then no further RT contact with the flight.

The approach was continued but, shortly before touchdown, ATC advised the pilot to go-around as only the aircraft's nose
undercarriage was extended. The pilot aborted the landing and the aircraft climbed away before carrying out a right hand circuit
for a second approach. During the subsequent second landing attempt, apparently with still only the nose undercarriage
extended, the aircraft (touched down hard?) and bounced back into the air. It then appeared to begin a climbing right turn
before pitching nose-down and descending into a number of houses.

4. 5 May Learjet 60 N119FD Venezuela Approach 2 crew killed.
The aircraft was destroyed by impact and post-impact fire when it undershot on final approach to Runway 01 at Valencia,
impacting a concrete parking structure and buildings 0.7 miles short of the runway threshold. The accident happened in daylight
(0950L) but in bad weather with heavy rain. The aircraft was operating a flight from Charallave.

5. 29 Sep Cessna CJ2 N194SJ California, US Landing Roll 3 passengers, 1 crew killed
The aircraft was destroyed by impact and post-impact fire after it veered off the right side of Runway 21 on landing at Santa
Monica, California and impacted a hangar. The fire also gutted much of the hangar and part of its roof fell in. The accident
happened in daylight (1820L) and VMC. The aircraft was operating a flight from Hailey, Idaho.

6. 18 Oct Citation N610ED Kansas, USA Climb 1 passenger, 1 crew killed
The aircraft was destroyed when it crashed in a soybean field southeast of Derby about 10 minutes after take-off from Mid-
Continent Airport, Wichita, Kansas. The accident happened in daylight (1017L) and in VMC. The aircraft was operating a flight
to New Braunfels, Texas. The passenger is understood to have been Dr Ed Dufresne of the World Harvest Church.

The take-off and initial climb appear to have been routine and at 1014L, 4 minutes after take-off, the pilot reported levelling off
at 15,000ft. ATC then cleared the flight to continue the climb to 23,000ft. However, shortly after this, the aircraft was seen on
radar to make an abrupt right turn followed by an abrupt left turn. Height was lost and the aircraft descended to 14,600ft
before climbing back to 15,200ft. It then made another abrupt left turn and began rapidly losing height. Control was not
regained and the aircraft impacted the ground in a steep dive.

7. 19 Nov Learjet 35A XA-USD Florida, USA Climb 2 passengers, 2 crew
The aircraft was destroyed when it crashed into the sea shortly after take-off from Fort Lauderdale International Airport, Fort
Lauderdale, Florida, coming down just offshore about 5km northeast of the airport. The accident happened in darkness (1956L)
but in VMC. The aircraft, which had earlier transported a patient from San Jose, Costa Rica, to Fort Lauderdale, was
positioning back to its base at Cozumel, Mexico.

According to preliminary information, the aircraft took off from Runway 10R at Fort Lauderdale and initially climbed straight
ahead. However, at about 2,200ft AMSL, the pilot advised ATC that they had an engine failure and asked for vectors to return
to the airport. ATC subsequently told the flight to maintain 4,000ft and to turn onto a heading of 340degrees. The pilot replied
not possible and asked permission to carry out an immediate 180turn back to the airfield. ATC subsequently provided the
flight with a number of vectors to the southwest. These were acknowledged but, during this time, the aircraft continued towards
the north, parallel to the coast. After about 2 minutes it was seen to begin a slow, descending left turn which continued until
impact with the sea.

8. 17 Dec Premier 1 N50PM Georgia, USA Approach 1 passenger, 1 crew
The pilot asked ATC for permission to return shortly after take-off from Fulton County Airport, Atlanta, on a flight to New
Orleans, Louisiana, but apparently did not say what the problem was. ATC cleared the aircraft for the right downwind leg of the
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approach to Runway 26. The aircraft appears to have flown a circuit but crashed at a point about 3 miles northeast of the
threshold of the runway. The accident happened in darkness (1924L) but in VMC.

2013 Business Turboprop Fatal Accidents Preliminary
Data

1. 16 Jan Pilatus PC12 N68PK North Carolina, USA Climb 1 crew killed.
The aircraft was destroyed when it crashed shortly after take-off from Runway 06 at Alamance Regional Airport, Burlington,
North Carolina, coming down about 5nm (9km) northeast of the airport. The accident happened in darkness (0557L); weather,
wind 040/4kt, visibility 10 miles, cloud, broken at 700ft and overcast at 1,700ft and temperature +4C. The aircraft was
transporting medical specimens to Morristown, New Jersey.

2. 3 Feb King Air 90 PP-AJV Brazil En Route 3 passengers, 2 crew killed.
The aircraft was destroyed when it crashed in an open field near Candido Mota during a flight from Maringa to Congonhas
Airport, Sao Paulo. It is reported that the last contact with the flight was when the pilot advised ATC that he was diverting to
Assis. The accident site is about 5 or 6 miles south-southeast of the airport at Assis. Witnesses reported seeing the aircraft
spinning out of control before it apparently pancaked into the ground. The accident happened in darkness (2020L) and in poor
weather with heavy rain.

3. 6 Mar King Air B200 OB-1992-P Peru Approach 7 passengers, 2 crew killed.
The aircraft was destroyed when it apparently flew into a steep hillside towards the end of a flight to Pias; coming down near
the village of Matibamba. The accident happened in daylight (about 0800L) but in poor weather with rain and thick fog. The
airfield at Pias is located in a narrow mountain valley at 8,500ft AMSL. The aircraft was operating a flight from Lima on behalf of
the Peruvian mining company Minera Aurifera Retamas SA (MARSA).

4. 12 Mar Piper PA31T PT-VAQ Brazil Approach 9 passengers, 1 crew killed.
The aircraft was destroyed when it crashed on approach to Serra do Areao Airport, Monte Dourado; coming down in a
eucalyptus plantation about (5km?) from the runway. The accident happened in darkness (about 2030L) but in VMC. The
aircraft was operating a flight from Belem on behalf of CESBE.

5. 15 Mar Piper PA31T N63CA Florida, US Initial Climb 2 passengers, 1 crew killed.
The aircraft was destroyed by impact and post-impact fire when it appeared to go out of control and crashed shortly after take-
off from Runway 08 at Fort Lauderdale Executive Airport, Fort Lauderdale. The point of impact was in a car pound 0.6 miles
from the departure end of the runway. According to witnesses, the aircraft appeared to have difficulties climbing after take-off
and then, instead of making a left turn as expected, entered a steep right bank. The aircraft appeared to stall, rolled right
through about 90and descended into the ground. The accident happened in daylight (1620L) and in VMC; wind 060/7kt and
temperature +21C. The aircraft was conducting a short maintenance test flight following an avionics upgrade.

A preliminary inspection of the wreckage found evidence to suggest that the aircraft's right engine may not have been
developing power at impact.

6. 26 Apr TBM 700 D-FERY Germany Approach 3 passengers, 1 crew killed.
The aircraft was destroyed by impact and post-impact fire when it crashed on final approach to Runway 08 at Rotenburg,
coming down approximately 1.1nm short of the runway threshold and 480m to the left of the extended centreline of the runway.
The accident happened in daylight (0915L), but in poor weather with 2km visibility and overcast ceiling at 500ft. The aircraft had
been operating a flight from Kiel, Germany.

7. 30 Apr King Air 300 XC-LMV Mexico Climb 4 passengers, 2 crew killed.
The aircraft was destroyed by impact and post-impact fire when it crashed in a flat, open countryside shortly after take-off from
Zacatecas; coming down about 2 miles from the airfield. The accident happened in daylight (1230L) and in VMC. The aircraft
was operating a flight to Mexico City.

According to unconfirmed reports, about two minutes after take-off, the aircraft's left engine reportedly failed. It would seem that
the pilot then carried out a left turn to return to the airport, but height was rapidly lost in the turn and the aircraft crashed.

8. 7 Jun King Air 200 N510LD Louisiana, USA Climb 1 crew killed.
The aircraft was destroyed by impact and post-impact fire when it struck the roof of a house and crashed in a residential area at
Baker, Louisiana, shortly after take-off from Runway 31 at Ryan Field, Baton Rouge. After take-off, the aircraft had turned to the
northeast, on track, and climbed to a height of 1,200ft. However, it then began to gradually lose speed and height until it
crashed in Baker 3.5nm north of the airport. The pilot had apparently advised ATC that he had a problem, without giving any
details. Last contact with the flight was when the pilot radioed that he was crashing. The accident happened in daylight (1310L)
and in VMC; wind 250/8kt and temperature +28C. The aircraft was being ferried to its new owner's base at McComb,
Mississippi.

9. 20 Jun Turbo Commander N727JA South Carolina, USA Manoeuvring 2 crew killed.
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The aircraft was destroyed when it crashed among trees in the Francis Marion National Forest near McClellanville, South
Carolina. Ground witnesses reported seeing the aircraft spiraling down and the NTSB reports that, at first impact with the
trees, it was in a 40right bank and 40nose down attitude. The accident happened in daylight (1646L) and in VMC. The
aircraft was on a local training flight from Charleston Executive Airport, Charleston, and had taken off at 1633L. Last contact
with the flight was apparently when it was assigned an airspace block between 13,000ft and 15,000ft in the region of
McClellanville in order to perform manoeuvres.

10. 5 Aug King Air 200 TF-MYX Iceland Go-Around 1 passenger, 1 crew killed.
The aircraft was destroyed when it crashed during a go-around at Akureyri. The point of impact was an area of relatively flat
ground near the Bilaklubbur Akureyrar (motor racing track) about 2 miles west-northwest of the departure end of Runway 01.
The accident happened in daylight (1330L) and in VMC. The aircraft was positioning back to Akureyri from Reykjavik.

11. 8 Aug TBM 700 N850GC France Approach 2 passengers, 1 crew killed.
The aircraft was destroyed when it crashed during an instrument approach to Clermont-Ferrand; coming down in fields in rolling
countryside near Vertaizon, about 5 miles west-southwest of the airport. The aircraft appears to have struck the ground at high
speed. The accident happened in daylight (0940L) but in IMC with reported heavy rain and a low ceiling. The aircraft was
operating a flight from Toussus-le-Noble.

According to unconfirmed press reports, the pilot had reported a problem with the autopilot shortly before the crash.

12. 9 Aug Turbo Commander N13622 Connecticut, USA Approach 1 passenger, 1 crew killed.
The aircraft was destroyed by impact and post-impact fire when it apparently went out of control and crashed in a residential
area during a visual circuit to land on Runway 20 at Tweed-New Haven Airport. The aircraft impacted in a steep nose-down,
inverted attitude about 0.7 miles north of the threshold of the runway; destroying one house and setting another on fire. Apart
from the occupants of the aircraft, two children in one of the houses were also killed in the accident.

The aircraft had carried out an ILS approach to Runway 02 before breaking off and carrying out a left hand circling visual
approach to land on Runway 20. Last contact with the flight was when the pilot reported downwind for Runway 20 and that he
had the runway in sight. The accident happened in daylight (1121L) but in IMC; wind 170/12kt., gusting to 19kt, visibility better
than 10km and cloud, overcast at 900ft.

The aircraft was apparently being flown by Bill Henningsgaard, who has been described as a philanthropist involved with a
number of charities. The passenger was his son.

13. 28 Aug Cessna 421C Turbo N229H Illinois, USA Take-off 1 crew
The aircraft was destroyed by impact and post-impact fire when it crashed immediately after take-off from Runway 09 at Edgar
County Airport, Paris; coming down on the extended centreline of the runway about 0.75 miles beyond the departure end of the
runway. An initial inspection of the wreckage found that the left propeller was in the feathered position. Witnesses described the
aircraft as being slow to accelerate during the take-off run and it would seem that the aircraft did not finally get airborne until
some 600ft beyond the departure end of the runway. It then apparently failed to climb before it struck trees and crashed. The
accident happened in daylight (1120L); weather, wind, 260/8kt., visibility 10 miles, sky clear and temperature +30C. The
aircraft was positioning to Terre Haute to collect a passenger.

14. 24 Sep Cessna 421T N556MB France Initial Climb 3 passengers, 1 Crew
On take-off from Runway 34 at Bron Airport, Lyon, the aircraft was seen to climb to about 200ft but it then began to veer to the
left and lose height. Control was not regained and it crashed close to the airfield boundary. A fire broke out and it was totally
destroyed. The accident happened in daylight (1050L) and in VMC. The aircraft was operating a flight to Aix-les-Milles.

15. 10 Oct MU2 N856JT Oklahoma, USA Approach 1 crew
The aircraft was carrying out a straight-in approach to Runway 18L at Tulsa but was seen to begin a left turn as it passed the
Outer Marker. The controller asked the pilot his intentions and was told that he had control problems. The aircraft continued to
turn left and the pilot advised ATC that he had shut down the left engine. There was no further contact with the flight. The
aircraft continued round through 360 degrees in a shallow left bank. Witnesses then saw its wings rocking before it fell away
into a steep left hand spiral, which continued until it impacted the ground. The aircraft crashed in woods about 5 miles north of
Tulsa International Airport. The accident happened in daylight (1546L) and in VMC; wind 140/6kt, visibility 10 miles, cloud
scattered at 9,000ft and temperature +19C. The aircraft was operating a flight from Salina, Kansas.

16. 1 Nov King Air 90 N269JG Arkansas, USA Approach 1 passenger, 1 crew
Towards the end of a flight from Pine Bluff to Bentonville, the pilot contacted ATC and reported that he was diverting to
Fayetteville as he was short on fuel. He then asked how far it was to Fayetteville and, on being told it was 9 miles, asked if
there was anywhere nearer. ATC offered Springdale which was straight ahead and 4 miles away. The pilot reported that he had
Springdale in sight and that he was familiar with the airfield there.

The pilot contacted Springdale, advised that he was low on fuel and was subsequently cleared to land on Runway 36.
However, about 30 seconds later, he reported we aren't going to make it. This was the last contact with the flight which was
found, crashed, in a pasture about 4 miles southeast of the airport. A witness, who watched the aircraft descend, reported that
it pulled up abruptly before losing height and impacting the ground in a right wing low, nose down attitude. The NTSB noted
that there were power lines about 300ft from the impact point. The accident happened in daylight (1742L) and in VMC.

Business Aviation Safety & Losses
Annual review: 2013
Flightglobal.com/SafetyReports 12

The pilot is reported to have been Searcy W Harrell Jr, 72, who is described in the press as a prominent Camden banker and
lawyer who owned Harrell Bancshares, a bank holding company which operates FirstBank locations in Hampton, Camden,
Junction City, Rogers and Siloam Springs.

17. 19 Nov TBM 700 N115KC France En route 5 passengers, 1 crew
The aircraft was destroyed when it crashed at Mouffy, near Auxerre. There was no distress call. The aircraft had been en route
from Annecy to Toussus-le-Noble near Paris and apparently in normal cruise flight at FL180 shortly before the accident.
Approaching Auxerre, the pilot requested permission to descend to FL120. The aircraft was subsequently seen on radar to
descend through FL120 with this descent apparently continuing until impact with the ground. The accident happened in daylight
(1100L).

Notes

The aircraft types covered in this report include:-
All business jets
Twin turboprops Cessna 406, 421 Turbo, 425 and 441, Embraer Xingu, Beechcraft
King Air family, Fairchild Merlin I and II, Mitsubishi MU2, Piper PA31T and PA42
Cheyenne, Piaggio P180 Avanti and Gulfstream Turbo Commander family.
Single turboprops Pilatus PC12 and TBM 700/850.

Paul Hayes, London, 16 March 2014

The information contained in our databases and used in this report has been assembled
from many sources and, while reasonable care has been taken, we are unable to give any
warranty as to its accuracy, completeness or suitability for any purpose and the information
is supplied on the understanding that no legal liability whatsoever shall attach to Ascend
Worldwide Limited, its officers, or employees in respect of any error or omission that may
have occurred. In providing this data, no consideration has been made of the interests and
concerns of any third party and Ascend denies any responsibility howsoever arising to any
third party in the use of this data.


Business Aviation Safety & Losses
Annual review: 2013
Flightglobal.com/SafetyReports 13

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