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Narrative:Whilst en route from Salt Lake City, Utah, to Pocatello, Idaho, and in cruise flight at FL 160, about 27minutes after departure, the pilot advised Air Traffic Control that he had an emergency but did not say what the problem was. This was the last contact with the aircraft which subsequently entered a steep dive and impacted the ground in a near vertical attitude, near Malad City, Oneida County, Idaho (at approximate co ordinates 42'23" N, 112'40" W)
|Owner/operator:||Pro Air Services Of Utah LLC|
|C/n / msn:|| 693SA|
|Fatalities:||Fatalities: 8 / Occupants: 8|
|Airplane damage:|| Written off (damaged beyond repair)|
|Location:||near Malad City, Oneida County, Idaho -
United States of America
|Phase:|| En route|
|Departure airport:||Salt Lake City International Airport, Salt Lake City, Utah (SLC/KSLC)|
|Destination airport:||Pocatello Regional Airport, Pocatello, Idaho (PIH/KPIH)|
Radar data showed that the aircraft's ground speed decreased by almost 40 knots during the 6 minutes immediately prior to the start of the descent. The accident happened in darkness (06:18 MST - Mountain Standard Time). Another aircraft, following about 12 minutes behind the MU-2, reported encountering moderate rime icing at FL 160 in the vicinity of Malad City, Idaho
On March 17, 1995, Intercontinental Jet, who were doing maintenance work on the aircraft, noted that the '[de-icing] boots are not inflating...troubleshot system...found timer to be bad, will inflate/not cycle.' After the accident, the engineer reported that the de-icing boots inflated, but would not deflate until he turned off the switch. He determined that the deice system timer was not functioning properly and he told the aircraft's owner that it was possible to inflate and deflate the boots manually, using the switch as described, but the automatic cycling timer mode did not function. The engineer stated that the aircraft's owner told him that he never used the automatic timer when operating the deice boots, and he could cycle the boots manually.
The NTSB determined that the probable cause of the accident was the pilot's continued flight into icing conditions with known faulty de-icing equipment; structural (airframe) ice; and failure of the flight crew to maintain adequate airspeed, which resulted in a loss control. A factor relating to the accident was: the en-route weather (icing) condition, which was not forecast (inaccurate forecast).
The aircraft was operating on behalf of Swire Coca-Cola Bottling Co. A 'flight management & consulting service agreement' existed between Swire Coca-Cola and Pro Air Services of Salt Lake, wherein a monthly stipend was paid by Swire Coca-Cola to Pro Air Services of Salt Lake, which would provide pilot services and management services, including making aircraft available which could be used for executive transportation.
This agreement was signed August 1, 1995, and was to be valid for six months. A second agreement, also signed August 1, 1995, provided Swire Coca Cola with a list of aircraft 'available for demonstration,' with a price schedule based upon price per hour of utilization.
However, the level of compensation paid exceeding that stipulated in 14 CFR Part 91 and Pro Air Services apparently did not hold a 14 CFR 135 air carrier certificate. All eight persons on board (two crew and six passengers) were killed. The registration N693PA was cancelled by the FAA, but not until September 24 2013 - 17 years later
1. NTSB Identification: SEA96MA043 at http://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20001208X05205&ntsbno=SEA96MA043&akey=1
2. FAA: http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?omni=Home-N-Number&nNumberTxt=693PA
||Updated [Time, Operator, Location, Departure airport, Destination airport, Source, Narrative]|
||Updated [Location, Narrative]|
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