Cessna 207 Skywagon/Stationair

The certificated commercial pilot and the pilot-rated, nonrevenue passenger, departed at night from a remote village airport on the last leg of a VFR scheduled air taxi flight. The destination airport was 17 nautical miles northeast of the departure point. After departure, the pilot said he encountered severe turbulence and entered a snow squall where the visibility dropped below 1 mile. The pilot said he was in instrument meteorological conditions, and a strong surface wind was blowing the airplane toward the southwest. He began correcting his course toward the southeast, and then collided with a snow-covered hill. The passenger said that light snow showers were falling in the area, along with turbulence and strong winds from the northeast. After departing on the accident flight, snow showers intensified, and the pilot turned toward the south, away from the intended destination. About 10 minutes after takeoff, the passenger inquired about the direction of flight, and the pilot said he was going to head to the coast and follow it to the destination. The visibility was about 1 mile. No ground features were visible until the passenger saw snow-covered terrain about 3 feet below the airplane. The airplane then collided with terrain. The pilot indicated he obtained a weather briefing from an FAA Flight Service Station.

The single engine airplane was completing a charter flight with seven passengers and two pilots on board. While approaching Koror Airport, the crew encountered poor weather conditions with limited visibility due to heavy rain falls. The crew decided to abandon the approach and made a go-around procedure. Few minutes later, a second attempt to land was also abandoned, as well as a third and a fourth attempt. During the fifth approach, the aircraft crashed few km from the airport, killing all nine occupants. It was reported that the crew was trying to land under VFR mode in IMC conditions.

The airline transport pilot departed on a CFR Part 135 cargo/mail flight for a remote coastal village. When the flight did not reach the destination, an aerial search was initiated. The wreckage was located the following day in mountainous terrain, 21 miles from the departure airport. The airplane had collided with rising terrain. An AIRMET for mountain obscuration in clouds and precipitation was issued for the pilot's planned route of flight. A pilot that departed about 20 minutes after the accident airplane's departure, had a similar route of flight. He characterized the weather conditions along the accident airplane's route as 'very low visibility with rain, fog and varied layers of cloud cover.' This pilot stated that he changed his route in order to avoid the worsening weather conditions. He added that with satisfactory weather conditions, and given the intended destination of the accident airplane, the standard route of flight would be directly over the mountain that the accident airplane collided with.

After takeoff from Toqui Airport, the pilot encountered poor visibility due to thick smoke coming from forest fire. While climbing, the single engine aircraft struck the slope of Mt Duida and crashed six minutes after takeoff. The wreckage was found few days later and all five occupants were killed, among them two US citizens and two Canadians.

The certificated commercial pilot was departing on a 14 CFR 135 cargo flight. The airplane lifted off and climbed to about 200 feet. Instead of turning right toward the intended destination, the airplane began a left turn toward the runway. The angle of bank increased to about 45 degrees. The airplane then nosed down, and descended into snow covered terrain, about 200 yards north of the runway. Examination of the engine revealed the number six cylinder head was fractured, and slightly separated from the cylinder barrel. The area around the point of separation was blackened and oily. Similar discoloration was noted on the inside of the engine cowl. A metallurgical examination of the cylinder head revealed a fatigue fracture along a large segment of the thread root radius between the 5th and 6th threads. The engine's cylinder compression is part of the operator's approved airworthiness inspection program. The number six cylinder compression, recorded 121 hours before the accident, was noted as 60 PSI. The last engine inspection, 27 hours before the accident, did not include a record of the engine compression.

After takeoff from Arusha Airport runway 09, while climbing, the pilot declared an emergency following an engine failure. While attempting to return, he lost control of the airplane that crashed 1,200 metres from the runway, bursting into flames. All five occupants were killed, among them four Italian citizens.

The flight departed with 180 pounds of cargo after deplaning a passenger. Three company pilots overheard the accident pilot report that he was 13 minutes from his destination. The overdue aircraft was located by company airplanes about 700 feet MSL, on the east (downwind) side of an 890 feet msl pass. The airplane impacted on a 330 degree heading and perpendicular to the axis of the canyon/pass (oriented east-west), in a flat attitude, with no ground scars leading to the wreckage. No anomalies were found with the airplane, and all blades on the propeller exhibited torsional twisting and leading edge gouging. A westerly wind of seven to nine knots existed and numerous pilots reported the mountain passes were not obscured by clouds. Photographs from the pilot's camera depicted views of the accident canyon, with the pass and accident site above the altitude from which the photographs were taken. These photographs contained the date of the accident. Numerous depressant and stimulant, over-the-counter cold and asthma medications were found in the pilot's flight bag. Toxicological tests detected several over-the counter medications used for cold and asthma symptoms with illness effect of distraction or sensory disturbance. As a result of the condition for which the drugs were ingested may have also played a role in the accident.

The single engine aircraft landed at the Philip S. W. Goldson International Airport from San Pedro Airport, Ambergris Caye, with two passengers. The pilot remained in the aircraft on the apron while the two passengers disembarked. After receiving clearance from the Air Traffic Control Tower, V3-HFD, with no passengers, took off at 0720LT for the Belize City Municipal Airport. At 0722LT, the pilot reported by the Haulover Bridge and was instructed by ATC to change to frequency 122.8 MHz, which is the common broadcast frequency where pilots transmit their positions and intentions to each other. No further radio transmissions or distress calls were made to ATC after the pilot reported to Haulover Bridge. While approaching Belize City Municipal Airport at a very low altitude, the aircraft struck power cables and crashed onto a house located in the district Belama Phase 2, bursting into flames. The wreckage was found about 3 km southwest of runway 12 threshold. The pilot was killed and one people on the ground was injured. The aircraft was destroyed by impact forces and a post crash fire.

The flight was landing under special VFR conditions. Special VFR operations are permitted with a visibility of 1 mile, and clear of clouds. The airport was the pilot's base of operations. The flight had held outside the airport surface area for 26 minutes, waiting for a special VFR clearance. While outside the airport surface area, the pilot was required to maintain 500 feet above the ground and 2 miles visibility. While holding, the weather at the airport was reported as 300 feet overcast. The visibility decreased from 4 miles to 1 mile in mist. The pilot was new to the area of operations, having worked at the company for 24 days, during which he accrued 69 hours of flight time. Four minutes after receiving clearance to enter the surface area for landing, the airplane collided with a 260 feet tall radio antenna tower at 222 feet above the ground. The tower was located 3.85 nautical miles east of the airport. The radio tower was not considered by the FAA to be an object affecting navigable airspace, but was depicted as an obstruction on the VFR sectional chart for the area. The tower was equipped with obstruction lighting for night illumination, and was painted alternating aviation orange and white for daytime marking. One minute after the collision, the overcast was reported at 200 feet, and the visibility was 5/8 mile.

The pilot of Cessna 207A, N800GA, was returning to his company base, passing about 2 miles north of a remote airstrip that was along the route of flight. The airstrip did not have any control tower. [Communications around an uncontrolled airport are conducted on a common traffic advisory frequency (CTAF)]. The pilot of a Short SC7, N451SA, announced his departure from the same airstrip on the CTAF, and took off in a northerly direction. He then began a climbing right turn toward the same destination as the Cessna 207A was proceeding. The two airplanes collided in mid-air, about 1.49 nautical miles east-northeast of the airstrip, which was about 18.3 miles west of their destination. They were observed spiraling downward from about 800 ft above the ground. Both airplanes were found lying flat and upright on a frozen lake, entangled together at the accident site. The Cessna's burned wreckage was lying on top of (and positioned toward the aft third of) the burned wreckage of the Short SC7.