Private

The twin engine aircraft departed San Salvador-Ilopango Airport on a private flight to Barranquilla with an intermediate stop in San Andrés Island, carrying one passenger and one pilot. On final approach to San Andrés-Gustavo Rojas Pinilla Airport runway 06, the left engine failed. The pilot increased power on the right engine but the aircraft continued to lose height. The pilot ditched the aircraft near the coast. Both occupants evacuated safely and were quickly rescued while the aircraft was damaged beyond repair.

The commercial pilot, who was also the former owner of the twin-engine airplane, stated that the purpose of the flight was to reposition the airplane to an airport approximately 22 miles south of the departure airport. Just prior to the flight, he purchased 10 gallons of fuel for each of the two main tanks. The pilot reported that about 5 minutes after takeoff, at an altitude of approximately 1,000 feet, he experienced a "loss of engine power." However, his three separate accounts of the event were inconsistent with respect to which engine had a problem, or the specific nature of the problem. The pilot reported that the airplane started to lose altitude "rapidly," and that he attempted to "wag the wings" in order to "get all the fuel to be useable." The airplane struck a building and terrain approximately 8 miles south of the departure airport. The pilot sustained serious injuries, but there was no fire. Damage to the left engine and propeller was consistent with the engine running at impact, and precluded an attempt to run the left engine in a test cell. Damage to the right engine and propeller was consistent with low or no power at impact. The right engine was subsequently successfully run in a test cell. No evidence of any pre-accident anomalies that could have contributed to the accident was noted with the airframe, engines, or propellers. The fuel selector valve placards did not accurately depict the fuel system configuration. The fuel quantity and its distribution in the tanks, either at the beginning of the flight or at the time of the accident, could not be determined.

The pilot was executing a day visual flight rules full-stop landing and touched down on the main landing gear near the approach end of the runway. Soon after the initial touchdown, the airplane became airborne again. Instead of initiating a go-around, the pilot attempted to continue the landing sequence. During that attempt, the airplane bounced on the runway three or four times, each time the rebound back into the air and the runway contact was more severe. During the last contact the airplane impacted the runway with sufficient force to result in the failure of the right main landing gear actuator rod, and in the right propeller contacting the runway surface multiple times. The pilot then initiated a go-around, but since the right engine had failed due to the multiple propeller strikes, the airplane produced asymmetrical thrust and began to roll to the right, veering off the right side of the runway. Soon thereafter its right wing collided with a tree and the airplane impacted terrain in an open field. The airplane was consumed by fire shortly after the collision. Post crash inspection found no evidence of mechanical failure or malfunction with the airframe or either engine.

During approach to runway 9, the tower controller instructed the pilot to perform an “S” turn 3 miles from the runway. The pilot initiated the “S” turn to the left, and after turning back to the right towards the runway to complete the other half of the turn, the controller advised the pilot that he did not need to finish the maneuver, and could turn onto final approach. The last recorded ground speed was 89 knots when the pilot banked the airplane sharply to the left at this time, witnesses stated that the airplane seemed to do a wing over onto its back and go straight down. Flight simulation tests revealed that while making a steep turn and not adding power, as the bank angle increased the airspeed would decrease and the airplane would enter an aerodynamic stall. Toxicology testing indicated that the pilot had been using tramadol, a prescription painkiller with potentially impairing effects. The pilot had not reported its use on his most recent application for airman medical certificate approximately 20 months prior to the accident. It is unclear what role, if any, the medication or the condition for which it might have been used played in the accident.

The twin engine aircraft departed San Cristóbal-Paramillo Airport on a private flight to Charallave with two passengers and one pilot on board. At 2319LT, he was cleared for a VOR-DME approach to runway 10. It was dark but the visibility was about 10 km. Shortly later, another aircraft on approach declared an emergency and became priority. The pilot was instructed to follow a holding pattern when two minutes later, the aircraft struck trees and crashed in a wooded and hilly terrain, bursting into flames. The wreckage was found the following morning 5,5 km northeast of the airport. The aircraft was totally destroyed and all three occupants were killed.

En route from Lille-Lesquin to Lognes-Emerainville Airport, the pilot encountered engine problems and elected to make an emergency landing in a field located in Betz, about 45 km northeast of Lognes. On touchdown, the aircraft sank into muddy field, overturned and came to rest upside down. All four occupants were rescued, among them a passenger was slightly injured. The aircraft was damaged beyond economical repair and was later cannibalised.

The twin engine aircraft departed Panama City-Marcos A. Gelabert Airport at 0734LT on a private flight to Contadora Island with five passengers and one pilot on board. Following an uneventful flight, the aircraft landed on wet runway 35. It skidded then veered off runway to the left and came to rest in bushes. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

The pilot, owner of the airplane and manager of the Berdoues Aerodrome, offered a first flight to five people with whom he enjoyed the day and lunch. Arriving at the airport, he spotted a large cumulonimbus to the west of the airport, approaching the runway. He thought he was able to perform the flight before weather conditions would deteriorate and decided to complete a flapless takeoff as usual. While taxiing to the runway and passing in front of the windsock, he realized the wind was from the south at 30 knots. He completed engine test on the runway 08 threshold then started the takeoff procedure. Just prior to rotation, while passing again in front of the windsock, he realized the wind changed and was now from the tail with the same speed. As it was too late to abandon the takeoff procedure, he decided to continue. The single engine airplane took off but encountered difficulties to gain height. It descended, struck a grassy area located past the runway end then struck small trees located 200 meters further. On impact, it lost its undercarriage and its left wing before coming to rest in a pasture located 300 meters from the runway end. All six occupants escaped with minor injuries while the aircraft was damaged beyond repair.

After landing in Winterveld, the aircraft (a Panther III version) hit a rock on the ground. On impact, the right main gear was torn off. The aircraft veered to the right and came to rest with its right wing severely damaged. Nobody was injured but the aircraft was damaged beyond repair.

The twin engine aircraft departed Caracas-Maiquetía-Simón Bolívar Airport on a private flight to Willemstad-Hato Airport, Curaçao, with two passengers and one pilot on board. During initial climb, the pilot reported engine problems and was cleared for an immediate return when he lost control of the airplane that crashed onto several buildings located in the district of Catia La Mar, about 6 km short of runway 09 threshold. The aircraft burst into flames and was totally destroyed. All three occupants as well as three people on the ground were killed. Five other people were injured.