Beechcraft 1900C

The twin engine aircraft departed Uyuni-La Joya Andina Airport on a flight to La Paz, carrying four passengers and three crew members. On approach to El Alto Airport, the crew encountered an unexpected situation. The captain decided to attempt an emergency landing in an open field. Upon touchdown, the undercarriage were torn off and the aircraft slid for few dozen metres before coming to rest 6 km from the airport. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

The flight from Nampula was uneventful until the approach to Maputo. Due to bad weather conditions at destination, the crew was vectored to a holding pattern. After two circuits, the captain decided to start the descent despite ATC informed him about very poor conditions. At this time, the visibility was reduced due to the night, heavy rain falls, thunderstorm activity with turbulences and lightnings. On final approach to runway 23, the aircraft was too low and impacted ground short of runway in a slight nose-up attitude. Upon impact, the aircraft broke in two and came to rest in a field. All 17 occupants escaped with minor injuries and the aircraft was destroyed.

0C-1 aircraft Reg # AP-BJD was scheduled to fly chartered flight from Jinnah International Airport (JIAP), Karachi to Bhit Shah Oil Fields to convey 17 employees of M/s Eni company including one foreign national from Italy. The flight crew included two cockpit crew ie Captain and First Officer (FO), one JS (Air) ground crew (technician) and one Airport Security Force staff. The Mishap Aircraft (MA) took off from JIAP, Karachi at 02:04:31 UTC. The reported weather was fit for the conduct of ill-fated flight to Bhit Shah Oil Fields. After takeoff aircraft experienced Engine No 2 abnormal operation and cockpit crew decided to land back at JIAP Karachi after calling right hand downwind for runway 25R. While joining for right hand downwind for 25R the mishap aircraft could not sustain flight and crashed at a distance of around 1 nm from runway 07R beginning JIAP, Karachi. All souls (21) onboard got fatally injured as a result of aircraft ground impact and extensive post impact ground fire.

The crew departed on a commercial cargo flight during dark night, visual meteorological conditions on an instrument flight rules flight plan. The departure end of the runway is adjacent to an ocean bay, and wind gusts up to 26 knots were reported. Local residents north of the airport reported stronger wind, estimated between 50 and 60 knots. A fuel truck operator, who was familiar with the crew’s normal routine, reported that, before the airplane taxied to the runway, it remained on the ramp for 6 or 8 minutes with both engines operating, which he described as very unusual. There were no reports of radio communications with the flight crew after the airplane departed. The airplane crashed about 1 mile offshore, and the fragmented wreckage sank in ocean water. Because of the fragmented nature of the wreckage and ocean current, the complete wreckage was not recovered. The cockpit area forward of the wings was extensively fragmented, thus the validity of any postaccident cockpit and instrument findings was unreliable. Likewise, structural damage to the airframe precluded determining flight control continuity. Both propellers had witness marks consistent with operating under engine power and within their normal operating range. A postaccident examination of the engines and recovered components did not disclose any evidence of a mechanical malfunction. Due to the lack of mechanical deficiencies of the engines and propellers, and the extensive airframe fragmentation consistent with a high-speed water impact, it is likely that the crew had an in-flight loss of control of an unknown origin before impact.

The aircraft departed Kinshasa on a humanitarian flight to Goma with intermediate stops in Mbandaka, Kisangani and Bukavu. While approaching Bukavu-Kamembe Airport, the crew encountered poor visibility due to bad weather conditions. At an altitude of about 10,800 feet, the aircraft struck the slope of Mt Kahuzi located some 15 km northwest of Bukavu. The wreckage was found a day later in a wooded area. All 17 occupants were killed, among them emissaries.

About one minute after takeoff on a night Instrument Flight Rules (IFR) contract cargo flight, the tower controller advised the pilot that he was squawking the wrong transponder code. Although the pilot reset the transponder to the correct code, he was advised that he was still squawking the wrong code. He then realized that he had selected the wrong transponder, and then switched to the correct one. During the time the pilot was dealing with this issue, the airplane drifted about 30 degrees right of the assigned heading, but the pilot returned to the correct heading as he was contacting the departure controller. The departure controller cleared him to continue his climb and instructed him to turn left about 120 degrees, which he did. About 40 seconds after initiating his left turn of about 120 degrees, while climbing straight ahead through an altitude about 4,700 feet above ground level (AGL), the pilot was instructed to turn 20 degrees further left. Almost immediately thereafter, the airplane began turning to the right, and then suddenly entered a rapidly descending right turn. The airplane ultimately impacted the terrain in a nearly wings-level nose-down attitude of greater than 45 degrees. At the moment of impact the airplane was on a heading about 220 degrees to the right of the its last stabilized course. The investigation did not find any indication of an airframe, control system, or engine mechanical failure or malfunction that would have precluded normal flight, and no autopsy or toxicological information could be acquired due to the high amount of energy that was released when the airplane impacted the terrain. The determination of the initiating event that led to the uncontrolled descent into the terrain was not able to be determined.

Chartered by Southern Sudan Air Connection to Flex Air Kenya, the aircraft departed Wau on a special flight to Juba with an intermediate stop in Rumbek, carrying a delegation of the South Sudan Government. While approaching Rumbek, the crew reported engine problems and elected to make an emergency landing when the aircraft crashed in a field located 45 km northwest from Rumbek, bursting into flames. All 21 occupants were killed, among them Justin Yak, personal adviser of the President of South Sudan, Dominic Dim Deng, Ministry of Defense, and 17 military officers.

The pilot was flying a night, single-pilot, cargo flight over water between two islands. He had routine contact with air traffic control, and was advised by the controller to maintain 6,000 feet at 0501 hours when the airplane was 11 miles from the destination airport. Two minutes later the flight was cleared for a visual approach to follow a preceding Boeing 737 and advised to switch to the common traffic advisory frequency at the airport. The destination airport was equipped with an air traffic control tower but it was closed overnight. The accident flight's radar-derived flight path showed that the pilot altered his flight course to the west, most likely for spacing from the airplane ahead, and descended into the water as he began a turn back toward the airport. The majority of the wreckage sank in 4,800 feet of water and was not recovered, so examinations and testing could not be performed. As a result, the functionality of the altitude and attitude instruments in the cockpit could not be determined. A performance study showed, however, that the airspeed, pitch, rates of descent, and bank angles of the airplane during the approach were within expected normal ranges, and the pilot did not make any transmissions during the approach that indicated he was having any problems. In fact, another cargo flight crew that landed just prior to the accident airplane and an airport employee reported that the pilot transmitted that he was landing on the active runway, and was 7 miles from landing. Radar data showed that when the airplane was 6.5 miles from the airport, at the location of the last recorded radar return, the radar target's mode C altitude report showed an altitude of minus 100 feet mean sea level. The pilot most likely descended into the ocean because he became spatially disoriented. Although visual meteorological conditions prevailed, no natural horizon and few external visual references were available during the visual approach. This increased the importance of monitoring flight instruments to maintain awareness of the airplane attitude and altitude. The pilot's tasks during the approach, however, included maintaining visual separation from the airplane ahead and lining up with the destination runway. These tasks required visual attention outside the cockpit. These competing tasks probably created shifting visual frames of reference, left the pilot vulnerable to common visual and vestibular illusions, and reduced his awareness of the airplane's attitude, altitude and trajectory.