Avro 748

While approaching Waskaganish Airport, the crew encountered bad weather conditions and due to poor visibility, the captain initiated a go-around. During the next minutes, three other attempts to land were abandoned. During the fifth attempt to land, the aircraft descended too low and crashed short of runway 06 threshold. All three crew members were injured and the aircraft was destroyed.

A BAe-748 cargo plane was destroyed when it crashed while on approach to Ottawa International Airport, ON (YOW), Canada. Both pilots were killed. The airplane had arrived at Montreal-Dorval International Airport, QC (YUL) following a cargo flight from Dayton, OH, USA. All the cargo was unloaded in Montreal and the aircraft departed at 09:58 for Ottawa on an instrument flight rules (IFR) flight plan. The en route phase of the flight were uneventful. At about 10:19, while the aircraft was in level cruise flight at 3000 feet at approximately 200 knots indicated airspeed (KIAS), the flight data recorder (FDR) recorded a full-up deflection of the left aileron and a full-down deflection of the right aileron, and the aircraft began a roll to the left at a high rate. The right aileron remained at the fully-deflected position for a period of three seconds, and then, over the next seven seconds, the deflection gradually decreased by about five degrees. During the same 10-second period, the left aileron remained nearly fully deflected for the first eight seconds, then the deflection decreased by about five degrees during the next two seconds. By this time, the aircraft had rolled through approximately 460 degrees, and the aircraft nose had dropped 20 to 30 degrees below the horizon. At this point, the ailerons suddenly returned to about the neutral position and remained there for the last three seconds of the flight. The aircraft bank angle remained at approximately 90 degrees of left bank with a maximum vertical g of 4.7 recorded. The aircraft struck the ground at an airspeed of approximately 290 KIAS after a heading change of about 75 degrees left of the cruise heading. At impact, the aircraft bank angle was nearly 90 degrees left and the pitch angle was 41 degrees down. The time from the initial aileron deflection to ground impact was approximately 18 seconds.

After landing, the aircraft was unable to stop within the remaining distance, overran and came to rest. There were no casualties but the aircraft was damaged beyond repair.

On approach to Baguio-Loakan Airport, the crew encountered poor weather conditions with low ceiling, thunderstorm activity and heavy rain falls. In low visibility, the aircraft struck the slope of Mt Ugo (2,100 meters high) located 19 km southeast of the airport. The wreckage was found 80 meters below the summit, near the Ambuklao Dam. All 50 occupants were killed.

After landing at Mariscal Sucre Airport, the crew encountered technical problems and the aircraft was unable to stop within the remaining distance. It overran and came to rest few dozen meters further. All 38 occupants were evacuated safely and the aircraft was damaged beyond repair and later transferred to the Museum of the Ecuadorian Air Force in Quito.

Following an uneventful flight from Chiang Mai, the crew initiated the approach to Chiang Rai Airport in good weather conditions. The copilot was the pilot-in-command when the aircraft completed a gear up landing. It slid on runway for about 1,075 meters before coming to rest on the runway. All 43 occupants escaped uninjured while the aircraft was damaged beyond repair.

After takeoff from Mbeya Airport, the twin engine aircraft encountered difficulties to gain height. It struck trees located just past the runway end, stalled and crashed. All four occupants were killed.

Flight 710 departed Chicago, IL for a flight to Carbondale, IL via Springfield, IL. The flight was about 45 minutes behind schedule when it arrived at Springfield, about 20:05. At 20:11, the flightcrew were provided with the latest Carbondale weather: ceiling and visibility were 2,000 feet overcast and 2 miles, respectively, with light rain and fog. The crew then requested its IFR clearance, with 5,000 feet for its en route altitude. At 20:16, Flight 710 was cleared to taxi to runway 15 for takeoff. The aircraft took off at 20:20 and climbed to cruising altitude. At 20:21:34, Flight 710 informed the departure controller that it had experienced a "slight electrical problem..." and that it would keep the controller "advised." The flight then requested and was cleared to maintain 3,000 feet. At 20:23:54, the first officer told the captain that "the left (generator) is totally dead, the right (generator) is putting out voltage but I can't get a load on it." At 20:24:26, the first officer reported, "zero voltage and amps (amperes) on the left side, the right (generator) is putting out twenty-seven and a half (volts) but I can't get it to come on the line." The battery voltage further dropped to 22 volts. The crew a.o. shut off excess cabin lights because of the electrical problem. About 20:38, the first officer mistakenly isolated the right generator and right generator bus bar from the aircraft's dc electrical distribution system. Radio contact was lost when the flight was requested to change radio frequencies. At 20:52 the captain decided to descend to 2,400 feet and the voltage had further dropped to 13 volts. The aircraft continued to descend and struck the ground in an open pasture area.

Crashed in unknown circumstances upon landing at Pasto-Antonio Nariño Airport. All 21 occupants escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll at Kasaba Bay Airport, the left engine suffered unknown problems. The captain decided to abandon the takeoff procedure and initiated an emergency braking maneuver. Unable to stop within the remaining distance, the aircraft overran and came to a stop. All 46 occupants escaped uninjured while the aircraft was damaged beyond repair.