Training

The crew was engaged in a training flight out from Novosibirsk-Severny Airport. En route, while in cruising altitude, the crew simulated a failure of the left engine and gave maximum right rudder, leading to an aerodynamic overbalancing and resulting to a side-slip (it was impossible to return the rudder to the neutral position in this situation). The aircraft went out of control, entered a dive and crashed in a snow-covered swampy bush land located near the village of Penyok, some 91 km of the Novosibirsk-Tolmachevo Airport. All six crew members were killed.

The crew was performing a local training mission at Kenneth Ingalls Sawyer AFB, Michigan. On a night approach completed in stormy weather, the pilot-in-command had the runway in sight when the airplane entered a cloudy area. It continued to descent until it struck the ground and crashed in flames. The aircraft was totally destroyed and all eight crew members were killed.
Crew:
Cpt James B. Cosgrave, pilot,
1st Lt Gary Lee Hudson, copilot,
Cpt Lawrence Fitch Kraut, radio navigator,
Cpt Dennis Wilton Soerens, radio navigator,
Maj James F. Bartsch, EWO,
M/Sgt John William Moore, tail gunner,
Cpt Chris Morrill,
Cpt Pat Shortell.

The crew was completing a training mission out of Summerside Airport. Upon landing, the airplane went out of control, veered off runway and collided with a parked Nordair Lockheed L-188 Electra registered CF-NAZ. Both aircraft were destroyed and three crew members were killed. The Electra was empty at the time of the accident. It is believed that the loss of control was the consequence of landing gear problems.

March 17, 1977 was the fourth day of a Boeing 707-436 conversion base training programme at Glasgow-Prestwick Airport (PIK). On the day of the accident the trainee first officer was in the right hand pilot's seat and was flying the first detail. The commander was in the left hand pilot's seat, and the captain under training was acting as flight engineer, being supervised by the fourth crew member, a supervisory first officer who was seated behind the commander. After completing all the necessary checks and the engine starting procedure the commander gave the trainee first officer a comprehensive briefing on cross wind takeoff techniques with reference to the local weather forecast, which gave a surface wind of 190° /18 knots gusting to 35 knots. In particular he emphasised the need for into-wind aileron, demonstrating the amount required, and for opposite rudder. At 08:42 the aircraft was cleared to taxi to runway 13. While taxiing, the 'taxiing checklist' was completed. At the light aircraft weights used for training, standardized takeoff airspeeds were used as follows: V1 - 125 knots, VR - 135 knots and V2 - 145 knots. Based on the prevailing conditions and actual aircraft takeoff weight of 94,580 kg, the true takeoff airspeeds were: V1 - 125 knots, VR - 125 knots and V2 - 142 knots; the VMCG and the VMCA were 125 knots and 119 knots respectively. After receiving ATC clearance, the aircraft entered the active runway from the fast turnoff for runway 31. From this position the takeoff run available was approximately 2,388 metres; the takeoff run required was 1,433 metres. On entering the runway the commander handed over control to the trainee first officer and the aircraft commenced its takeoff run, from a rolling start, shortly after 08:48. The Tower passed a surface wind of 220° /15 knots and the trainee applied about 15° to 20° of into-wind aileron (ie right wing down) and some left rudder. Full power was then applied and the V1 and VR airspeeds were called by the flight engineer. As the aircraft was being rotated to a pitch attitude of 4 1/2° the commander simulated a No. 1 engine failure by retarding the appropriate thrust lever, and calling out "number one engine's failed." After the aircraft became airborne it climbed away in a normal manner to a height of approximately 20 to 30 feet when suddenly the left wing dropped about 20° and the No. 1 engine nacelle struck the left edge of the runway. The aircraft then began to yaw and roll to the right and to sink to the ground. The yaw/roll continued until No. 4 nacelle struck the runway and the aircraft then tracked sideways down the runway, with the engines and other parts of the structure breaking away and the landing gear collapsing. It came to a stop almost at the intersection of runway 03/21. The distance from the start of the takeoff roll to this point was approximately 2,230 metres. A fire erupted. The external fire was rapidly dealt with but the internal fire was not extinguished for some 50 minutes.

While taxiing on rough water, the airplane struck rocks and came to rest partially submerged. All three crew members were rescued while the aircraft was damaged beyond repair.

Crashed in unknown conditions while completing a training flight. Both pilots were killed.

The crew was completing a local training flight at Fort Myers Airport. During a simulated single engine approach, the crew initiated a steep turn when the airplane stalled and crashed close to the runway. The aircraft was destroyed by a post crash fire and both occupants were killed.

The AN-12 departed Šiauliai Airport with two other AN-12 to take part to a training program, consisting of SU-11 fighter interception. While cruising at an altitude of 6,350 metres, the AN-12 collided under unknown circumstances with a SU-11. Both aircraft went out of control, entered a dive and crashed near Kresttsy. All eight crew members on board the AN-12 were killed as well as the SU-11's pilot.

Just after liftoff, the airplane stalled and crashed adjacent to the runway. All four crew members were injured while the aircraft was destroyed. The crew was engaged in a local training flight at Bangkok-Don Mueang Airport.

The crew departed Kiev-Borispol Airport for a local training mission. On final approach, while properly aligned, the airplane stalled and crashed few hundred metres short of runway. All four occupants were evacuated with minor injuries while the aircraft was damaged beyond repair. The exact date of the mishap remains unknown, somewhere in 1976.