Cessna 402

Shortly after takeoff from La Rioja-Capitán Vicente Almandos Amonacid Airport, while in initial climb, the twin engine aircraft stalled and crashed near the runway end. Both pilots were killed while all five passengers were injured.

While approaching Arcachon-La Teste Airport, the twin engine aircraft crashed in unknown circumstances between the villages of La Teste-de-Buch and Gujan-Mestras, north of the airfield. All three occupants were killed.

The pilot was operating an on-demand air taxi passenger flight to Santa Ana, CA. The accident occurred during descent, when the aircraft collided with a mountain at 2,060 feet msl. The pilot had received a preflight weather briefing in which he was advised of low ceilings and reduced visibility in the Los Angeles basin, surrounding mountains obscured by clouds, and that VFR flight to Santa Ana was not recommended. He departed VFR. While en route, the pilot was advised that Santa Ana was reporting 1,400 feet overcast with 5 miles visibility. A videotape recorded by a passenger showed mountain peaks protruding through a solid cloud layer and showed the aircraft descending into the clouds. Witnesses described a low cloud ceiling near the crash site and cloud tops at 5,000 feet. Examination of the wreckage revealed evidence of powered flight and no evidence of preimpact control or engine malfunction. Records indicated that the pilot had encountered IMC on only one flight in the previous 9 months. He was director of operations for the operator. The aircraft disintegrated on impact and all 10 occupants were killed.

The twin engine aircraft was engaged in a charter flight from Hagfors to Oslo-Fornebu, carrying four passengers and two pilots. During the takeoff roll on runway 18, at a speed of 95 knots, the crew realized he could not takeoff and decided to abandon the takeoff procedure and initiated an emergency braking maneuver. Unable to stop within the remaining distance, the aircraft overran, struck the localizer antenna and came to rest 200 meters further. All six occupants were rescued and the aircraft was damaged beyond repair.

The on-demand-charter flight was to originally pickup passengers and cargo but a landing gear problem forced another airplane with a mechanic to be dispatched. The other airplane returned with the passengers and the accident airplane was repaired by the mechanic and departed at a later time with the cargo on board. The airplane was not on a flight plan. Instrument meteorological conditions prevailed from 7,000 feet msl to 12,500 feet msl as reported by the other company airplane. The aircraft was found on the side of Mt Torbert at the 10,570 foot level. The pilot-in-command was found in the right pilot seat with a non-aviation related book in his lap. The mechanic was found in the left pilot seat with a world aeronautical chart, cd-11 open on his lap. The mechanic held a commercial pilots certificate but no instrument rating. The investigation revealed weaknesses in company operations.

Few minutes after takeoff from Margate Airport, while on a charter flight to Nelspruit, the pilot encountered a red warning light for the right main gear. He was cleared by ATC to divert to Durban Airport for an emergency landing when the twin engine aircraft crashed on approach. All eight occupants were rescued.

The airplane used about 1/2 of the 8,602 feet runway for the t/o roll. After t/o it pitched nose-down briefly over the runway during initial climb. The pilot radioed that he was having a problem with the elevator which required 'full back pressure' to keep the nose up, and that he was returning to land. After maneuvering around the airport, the aircraft pitched 70-80° nose down and dove into terrain off the approach end of the runway. The wreckage examination revealed that the bolt securing the elevator trim tab pushrod to the actuator was missing. The rod had become wedged inside the elevator which resulted in an extreme tab up (nose down) condition. The aircraft underwent an annual inspection two days/5 flight hours earlier. The ia mechanic reported that no maintenance was performed on the tab system, and that he was certain the bolt was properly safetied. Another pilot who flew the aircraft the day of the accident reported that he found the pushrod to be secure during his preflight inspection. The 402B poh indicated that the aircraft should have request about 1,200 feet for the t/o ground roll. The pilot, sole on board, was killed.

The aircraft was operating a charter flight from Rubondo to Arusha via Kigoma. It was carrying a party of four passengers who had previously travelled to the Island for photography expedition. 5H-GTS left Arush at 0400 hours for Rubondo with the pilot as the sole occupant. The flight to Mwanza was uneventful and the aircraft landed at Mwanza at 0530 hours. At Mwanza, the aircraft was refulled to full tanks giving an endurance of 5 1/2 hours. His flight plan filed with the tower, indicated that he intended to fly three sectors: Mwanza-Rubondo (25 minutes), Rubondo-Kigoma (1 hour 15 minutes) and Kigoma-Arusha (2 hours and 15 minutes). The aircraft left Mwanza at 0657 hours and landed at Rubondo about 25 minutes later. Four passengers joined the flight to Arusha and takeoff was initiated from runway 06 at about 0915 hours. One observer who was at the airstrip said that the aircraft was seen to rise momentarily and then came down hitting trees as it did so. A change of engine sound was heard followed by a loud bang. There was a huge ball of fire in the forest ahead and a few explosions were heard. On eye witness said that the fire was so intense that no rescue efforts were possible. The fire was localised around the area of the accident. The aircraft was completely destroyed and all the five occupants were killed.

On final approach, the pilot encountered strong crosswinds when he lost control of the airplane that crashed on rocks located near a beach. The aircraft was destroyed and the pilot, sole on board, was killed.

The aircraft was on a flight to Chadron via Chadron VOR. About 30 miles south-southeast of the VOR, the pilot requested and was cleared to fly direct to Ackme IAF for an NDB runway 02 approach. The aircraft continued toward the VOR which was in the same general direction, but 11.9 miles south of Ackme. The NDB was at the airport. Ackme IAF was 9 miles southwest of the airport on a bearing of 227° and defined by an intersection with the 356° radial of the VOR. About 3 to 4 miles southeast of the VOR, radar service was transmitted and frequency change was made. Subsequently, the aircraft struck trees on a ridge and crashed. Initial impact occurred in wings level flight at approximately 4,480 feet on a direct route between the VOR and Ackme IAF. An investigation revealed that after the frequency change, the aircraft continued to the VOR, then maneuvered as if the pilot was flying the NDB approach, but was using the VOR as the IAF. Radar data showed contact was lost after a procedure turn was made and the aircraft was outbound about 6 miles northeast of the VOR. The crash site, however, was about 3 miles west-southwest of where radar contact was last recorded. The weather at Chadron was in part: 500 feet overcast, 1.5 mile visibility with light snow and fog. No preimpact part failure/malfunction was found. The passenger was seriously injured and both pilots were killed.