• C-GDKV de Havilland Canada Inc., Downsview, ON. Rolled out date 23-Oct-1980. First flight 23-Oct-1980.

• N914MA Delivered to Metro Airlines, Houston, TX. 28-Nov-1980.

Flown to Calgary, AB in all white c/s for painting & departed there 28-Jan-1981 in full Metroflight c/s.

Incident Unknown location,29-Sep-1984. During a landing on runway 14R, the aircraft veered off the left side of the runway, hit a runway sign & was damaged. At the same time the Twin Otter was approaching to land, a Boeing 727 was also in the traffic pattern to land on Runway 14L. According to tower personnel, the Boeing landed about 1 minute after the Twin Otter landed. However, there was evidence that the Boeing closed on & possibly passed the Twin Otter during the landing sequence. The wind was from 360 degrees at 10 kts which would have drifted wake turbulence toward runway 14R. The Twin Otter captain reported that the power levers were stiff & that the left prop sounded like it surged during the landing just after the co-pilot (who was flying the aircraft) selected ground beta. When the captain realized that the co-pilot could no longer control the aircraft, he took the controls, but was unable to avoid colliding with the runway sign. There was minor damage to the landing gear strut fairings.

• N914MA Leased to Sunaire, St. Croix, USVI. 14-Aug-1985.

• N914MA Sunaire, Saint Croix, USVI [Aviation Associates, Saint Croix, USVI]. Registered Aug-1987.

• N914MA Sunaire, Saint Croix, USVI [Metro Leasing, Irving, TX]. Registered 08-Mar-1989.

• N914MA Sunaire, Saint Croix, USVI [MCC Aircraft Leasing, McLean, VA]. Registered 27-Nov-1989.

• N914MA Sunaire Express, Saint Croix, USVI [MCC Aircraft Leasing, McLean, VA]. Registered Dec-1990.

• N914MA MCC Aircraft Leasing, McLean, VA. Repossessed 29-Jul-1994.

Withdrawn from use & stored at Opa-locka, FL & noted there 05-Nov-1994.

• C-FWLQ Sold to 402677 AB, (Rocky Mountain Air/Ashe Aircraft Enterprises) Calgary, AB., 16-Oct-1995.

• C-FWLQ Leased to Provincial Airlines, St Johns, NL., 19-Oct-1995 & 26-Oct-1995. Canx 19-Dec-1995.  Removed from register 06-Apr-1999.

Accident: Davis Inlet, NFL, 19-Mar-1999. The flight operated under a defense visual flight rules flight plan and departed Goose Bay for Davis Inlet at 08:15 AST. During the first approach, the first officer had occasional visual glimpses of the snow on the surface. The captain descended the aircraft to the minimum descent altitude (MDA) of 1,340 feet asl. When the crew did not acquire the required visual references at the missed approach point, they executed a missed approach. On the second approach, the captain flew outbound from the beacon at 3000 feet asl until turning on the inbound track. It was decided that if visual contact of the surface was made at any time during the approach procedure, they would continue below the MDA in anticipation of the required visual references. The captain initiated a constant descent at approximately 1500 feet per minute with 10 degrees flap selected. The FO occasionally caught glimpses of the surface. At MDA, in (Rocky Mountain Aircraft/ Ashe Aircraft Enterprises) conditions, the captain continued the descent. In the final stages of the descent, the FO acquired visual ground contact; 16 seconds before impact, the captain also acquired visual ground contact. At 8 seconds before impact, the crew selected maximum propeller revolutions per minute. The aircraft struck the ice in controlled flight two nm from the airport. The aircraft was destroyed with wing and partial fuselage separation, and other incursion damage. The tail section where the ELT was mounted was badly damaged. Aircraft parts and cargo were scattered over the ice. The co-pilot was found approximately 20 feet from the main wreckage. He had expired before searchers reached the scene. The pilot was located in the rear of the aircraft, apparently thrown there during the crash sequence. He was semi-conscious with Seriesious injuries. There was no fire.

Findings as to Causes and Contributing Factors: "1) The captain decided to descend below the minimum descent altitude (MDA) without the required visual references; 2) After descending below MDA, both pilots were preoccupied with acquiring and maintaining visual contact with the ground and did not adequately monitor the flight instruments; thus, the aircraft flew into the ice."- One crew killed and one survived.

W/O,

Findings as to Causes and Contributing Factors: "1) The captain decided to descend below the minimum descent altitude (MDA) without the required visual references; 2) After descending below MDA, both pilots were preoccupied with acquiring and maintaining visual contact with the ground and did not adequately monitor the flight instruments; thus, the aircraft flew into the ice."