Ferry

The aircraft had been stolen in December 1992 and was later found abandoned at Espinal Airfield. SEC Colombia bought it and completed an in-site C1 check before transferring it to Bogotá-El Dorado Airport. While taking off from runway 26 ( gravel strip of 1,010 metres long), the aircraft deviated to the left and failed to lift off. It overran, crossed a road and came to rest 275 metres further, bursting into flames. All four crew members were able to escape and were uninjured while the aircraft was destroyed by fire.

While taking off from the icy Lake Bondésir, the left ski struck an ice ridge on the ground. The main gear/ski collapsed and the aircraft came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The pilot, sole on board, was supposed to ferry the aircraft from Majuro, Marshall Islands, to Honolulu, Hawaii. About two hours into the flight, while cruising at the altitude of 7,000 feet, the pilot informed ATC about engine problems and decided to return to Majuro. Unable to maintain a safe altitude, the pilot was forced to ditch the aircraft about 320 km northeast of Majuro Atoll. A pilot who was flying in a second aircraft was able to give the exact position and the pilot was rescued 20 hours later. The aircraft sank and was not recovered.

While descending to Hiroshima Airport, the pilot encountered marginal weather with dark and limited visibility due to rain falls. On approach, the single engine aircraft struck the slope of Mt Noboru Lu (542 metres high) located about 15 from the airport. The wreckage was found at an altitude of 450 metres and the pilot, sole on board, was killed.

The pilots flew to Lawrence, MA to refuel for the return flight back to the west coast. They stated the fuel truck malfunctioned and stopped after it had pumped about 221 gallons into the airplane. They were warned about possible fuel contamination, but they reported sump samples did not reveal abnormal amounts of water. The pilots observed erroneous fuel totalizer indications during the low alt flight to Burlington, VT, where they topped off with fuel. The flight crew stated while in cruise flight at FL410, the left engine low fuel pressure light illuminated. Sometime later, the left engine lost power, followed by a loss of power in the right engine. Numerous restart attempts on both engines and the apu were unsuccessful. The pilots maneuvered towards the nearest airport, but were unable to visually identify the runway in time to land on it. The airplane touched down in a field, striking an irrigation structure and trees. Water-contaminated fuel was found in the fuel tanks, fuel filters, and throughout the fuel system.

The pilot, sole on board, was completing a ferry flight from Germany to the US via Lisbon and the Azores Islands. While cruising at FL130 off Martigues, smoke spread in the cockpit. The pilot started en emergency descent and eventually ditched the aircraft in the Gulf of Lion off Marseille. The pilot was rescued while the aircraft sank and was lost.

On 11 January 1994, the crew were on a chartered round-robin flight on a PA-31 Navajo, between Lourdes-de-Blanc-Sablon airport, Quebec, and St. Anthony, Newfoundland, in accordance with visual flight rules (VFR) . During the return flight, at night, the crew advised the St. Anthony flight service station (FSS) that they departed at 1813 Newfoundland standard time (NST). At 1846 NST, the crew transmitted that they were flying at 2,500 feet and that they were 32 nautical miles (nm) and 13 minutes southeast of Blanc-Sablon. Seven minutes later, the crew called the Sept-Iles FSS through the Blanc-Sablon repeater. They requested airport information and reported being 16 nm and six minutes from the airport. After receiving information on the winds and the altimeter setting, the crew reported that they would use runway 05 and would call back on final. No further transmissions were received from the crew. Fishermen found the wreckage seven months later.

En route at FL240, the plane entered a left spiraling descent and subsequently experienced an inflight break-up at 7,000 feet with separation of outboard wings, tail sections and internal vinyl from the nose baggage door. There was no distress call. Witnesses heard the engines and an explosive sound, then they saw the plane in a spin, trailed by falling debris. Debris was strewn over a distance of about 3.5 miles. Light weight pieces including vinyl from the baggage door, wing skin, and tail skin pieces were among the 1st debris on the wreckage path. Tail sections were found about 2.5 miles from the main wreckage with evidence of overload failure; pieces of the wings were found with evidence of downward/overload separation. No preexisting airframe failure was found that would have led to loss of control, inflight breakup, loss of pressurization or hypoxia. The plane was inactive for about 2 years before being purchased 2 months before accident. Last annual inspection was on 6/8/92. Icing was forecast from 9,000 feet to 17,000 feet msl; turbulence was forecast below 8,000 feet msl. Both occupants were killed.

Completing its first commercial flight, the aircraft was returning to Tashkent on a ferry flight from Dubai with three passengers and 14 crew members on board. A fuel stop at Kerman was scheduled. On approach to Kerman, while in the holding pattern, the crew transmitted to ATC conflicting information about their position. In the meantime, he failed to follow the flight track in the holding pattern, causing a deviation from the prescribed route of 47 km to the north. After being cleared to descend to runway 34 from 8,200 metres to 5,200 metres in limited visibility, the crew followed an opposite route. After passing over the airfield, the crew started the descent from 3,300 metres, but failed to complete a standard turn and departed the approach path, flying towards the mountains up to 4,100 metres, with a deviation to the south of the airport by 43.5 km. Four minutes later, while completing a left turn to join the approach path at an unsafe altitude, the radio altimeter sounded in the cockpit. At a speed of about 385 km/h, the aircraft collided with Mt Jupar (3,400 metres high) located about 37 km southeast of the airport. The aircraft disintegrated on impact and all 17 occupants were killed.

The single engine airplane was returning to its base in Ketchikan following maintenance in Thorne Bay. Shortly after takeoff, while climbing, the engine lost power, forcing the pilot to attempt an emergency landing. While landing on water, a control wire snapped, causing the airplane to nose down in the water, coming to rest upside down. All three occupants were rescued by coastguard 20 minutes later and the aircraft sank.