Training

The Viscount had departed Dublin at 06:44 GMT for a pilot conversion training flight on an IFR flight plan. The instructor planned to spend 2 hours in a sector NW of Dublin, followed by practicing circuits and landings for one hour. Eyewitnesses reported seeing the aircraft entering a vertical dive from low altitude. The plane crashed and caught fire. All three crew members were killed.
Source: ASN

During the takeoff roll at RAF West Raynham, a tire burst. The pilot lost control of the airplane that veered off runway and came to rest. There were no casualties.

The aircraft was on a conversion training flight from Montreal to Ottawa with three pilots on board. The aircraft departed Montreal at 1802 hours Eastern Standard Time on an instrument flight plan which was cancelled on reaching the Ottawa area. A hydraulic failure simulation was then carried out following which a touch-and-go landing on runway 32 was accomplished at 1825 hours. According to the recorded data the touch-and-go was accomplished with the ailerons in the manual mode, the flaps were raised to the 250 position during the landing roll and the ailerons were restored to the power mode during the turn following take-off while on a heading of about 260°. After about two minutes of flight on the downwind leg, No. 4 engine was retarded to flight idle and was kept at that setting for about two and a quarter minutes. During this period an average of about 30 left wing down bank was maintained, except at a point about halfway through that period the aircraft banked slowly 180 to the left, followed by a sharp reversal to 100 bank to the right. The length of the downwind leg was consistent with a planned two-engine asymmetric landing. Power was restored to No. 4 engine just before a left turn on to the base leg was started. During that turn No. 4 engine was again retarded to flight idle,then restored to normal power. No. 1 engine was then retarded to flight idle for about 20 seconds, then restored to normal power. The flaps remained at the 250 setting. While turning on to final approach, the pilot-in-command advised the tower that he was as yet undecided whether a landing would be carried out. When the aircraft had passed the UP beacon, about 84 miles from the runway threshold and approximately 200 sec from impact, rudder power was selected to the manual mode and power was reduced on all four engines. No. 4 engine was then retarded to the flight idle position and the other three engines advanced to approach power. About 171 sec before impact, the pilot-in-command advised the control tower that the aircraft would be making a full stop landing. The landing gear was extended 155 sec before impact and 120 sec before impact No. 3 engine was retarded to flight idle: at the same time power was increased on Nos. 1 and 2 engines. At that time the aircraft was at a height of 1 150 ft above the ground and its indicated airspeed was fairly steady around 165 kt. From 109 to 92 sec before impact, the aircraft turned to the right through 340 on to a heading of 3370. Power was reduced, bank applied and the aircraft returned to approximately the runway heading. The flaps were extended to 350, 69 sec before impact. At 54 sec before impact, the rudder was restored to the power mode for less than 6 sec and then returned to the manual mode. Through the period from 69 to 25 sec the rate of descent was relatively constant at about 700 ft/min with the aircraft tending to undershoot, and the airspeed decreasing from 163 to 152 kt. Power on Nos. 1 and 2 engines was progressively increased from 25 sec before impact until near maximum power was reached 8 sec before impact, following which they were retarded to flight idle. A yaw to the right had started 19 sec before impact and 12 sec before impact the throttles were advanced on engines 3 and 4 and they began to spool up. At 9 sec before impact and when some 200 ft above the ground, the left wing down condition could no longer be maintained and the aircraft entered a roll to the right. The roll rate to the right increased rapidly as did the yaw rate. The roll continued until the aircraft struck the ground in an inverted nose low attitude, 1 995 ft short of the threshold of runway 32 and 575 ft NE of its extended centre line. The accident occurred at 1837 hours. The aircraft was destroyed and all three crew members were killed.

The crew was completing a training mission out from Catania when the airplane crashed in unknown circumstances into the Ionian Sea some 32 km east of Catania. Both pilots were killed.

The crew was engaged in a local training flight and was supposed to complete touch-and-go maneuvers. After touchdown, the pilot-in-command increase the engine power to takeoff when the airplane went out of control, veered off runway and came to rest. All four crew members escaped uninjured while the aircraft was damaged beyond repair.

The crew was engaged in a local training flight at Trenton Airport. Shortly after a night takeoff, while climbing, the four engine airplane crashed in unknown circumstances in a field located 2,5 km from the airport. All six crew members were killed.

The twin engine aircraft was involved in a local training mission, carrying three crew members and several skydivers (firefighters) on behalf of the US Forest Service. Following two successful missions, the crew was approaching the mountain over Lake City and the pilot-in-command reduced his speed to allow the skydivers to bail out when the airplane stalled, struck trees and crashed in a wooded area. A crew member was killed and two others were seriously injured.

The crew was engaged in a local training mission in Ughelli, Delta. While approaching the airfield at an altitude of 600 feet, the instructor voluntarily shut down one of the engine to simulate an asymmetric descent but was unable to feather the propeller. Due to high drag, the airplane lost speed and height, struck tree tops and crashed in flames in a wooded area. Both pilots were able to evacuate the airplane that was destroyed.

Delta Air Lines DC-8-51 N802E was scheduled as Flight 9877, to provide crew training for a captain-trainee and a flight engineer-trainee. In addition the flight engineer-instructor was being given a routine proficiency check. At 23:14 a weather briefing was given to the instructor pilot, indicating, "... the only significant weather was a restriction in visibility which was expected to reduce to about two miles in fog and smoke near 0600...". The flight departed the ramp at 00:40 with the captain-trainee in the left seat and the check captain in the right seat. At 00:43 the crew advised the tower they were ready for takeoff and would "...like to circle and land on one (runway 1)." The tower controller then cleared them as requested. The aircraft was observed to make what appeared to be a normal takeoff and departure. At 00:47 the crew reported on base leg for runway 01, and the controller cleared the flight to land. A subsequent discussion revealed that they would execute a simulated two-engine out approach, execute a full stop landing and then takeoff on runway 19. The tower controller observed Flight 9877 in a shallow left turn on what appeared to be a normal final approach. The degree of bank increased to approximately 60° or greater when the aircraft hit the power lines approximately 2,300 feet short and 1,100 feet west of the runway threshold. The DC-8 crashed into a residential area, destroying several homes and the Hilton complex. All six crew members were killed as well as 13 people on the ground, clients and employees at Hilton Hotel. 18 other people were injured, some of them seriously. The aircraft was totally destroyed by impact forces and a post crash fire.

The crew was completing a local training mission at Managua-Las Mercedes Airport when he encountered an unexpected situation and was forced to abandon the aircraft that dove into the ground and crashed. While both pilots were found alive, the airplane was destroyed.