Convair CV-580

The airplane was cruising in night instrument meteorological conditions when it entered a left turn and exceeded the design airframe limits. The airplane broke up in the descent due to aerodynamic forces and was destroyed. The outboard wing panels had failed downward and center wing section separated from the fuselage. The horizontal stabilizer and elevators had failed down and aft. The captain was found out of the cockpit with no evidence of him being in the seat at impact a human factors study found the aircraft's last minute of flight matched a profile of a pilot experiencing spatial disorientation. Both pilots were killed.

On September 8, 1989, LN-PAA was on a charter flight to Hamburg. The flight was due to depart at 1500 hrs. The call sign was Partnair (PAR) 394. The departure was delayed by almost an hour due to the Civil Aviation Administration, Norway (CAA/N) and the catering company having suspended PAS' credit. Once the financial problem was settled the crew was given permission to depart. During the period September 6-8, 1989 LN-PAA experienced some technical problems with the left AC power system. The AC generator was replaced, but the malfunction in the system remained. On the flight to Hamburg it was decided to use the APU generator as the electrical power source for the left AC system. LN-PAA took off at 1559:50 hrs. The flight proceeded normally to the planned cruise level, which was FL220. At 1604 hrs PAR 394 was cleared direct to AAL VOR/DME (Aalborg). When the aircraft climbed through FL 180 at 1616 hrs, the crew was informed by Oslo ACC about strong westerly winds at altitude. The air traffic controller suggested a 100 heading change to the right. At 1622 hrs PAR 394 was informed that the radar service from Oslo Ace terminated and that the flight would enter Danish-controlled air space in 2 minutes. PAR 394 was then requested to contact Copenhagen ACC. According to the aircraft's Flight Data Recorder (FOR), LNPAA reached its cruising level at 1623 hrs. Half a minute later the crew established contact with Copenhagen ACC and informed them that PAR 394 was maintaining FL220, whereupon Copenhagen ACC confirmed that they had radar contact. This was the last radio contact anyone had with PAR 394. The next control point was AAL VOR/DME. Apparently, the flight proceeded normally until the air traffic controller at Copenhagen ACC observed that the radar signals from PAR 394 showed an unexpected right turn and then disappeared from the radar scope. At 1640 hrs the air traffic controller tried to contact PAR 394, but there was no reply. He tried again several times. At 1642 hrs the ATS in both Denmark and Norway initiated an investigation to locate the aircraft. At 1659 hrs it was decided to inform the rescue authorities in Norway and Denmark. It turned out that a serious accident had occurred. None of the 55 persons on board survived.

Flight Air Freight 1 was a scheduled night freight flight between Palmerston North, Auckland and Christchurch. The crew consisted of a training captain and two new co-pilots who were to fly alternate legs as co-pilot and observer. The co-pilot’s ADI of the Convair CV-580 in question had a known intermittent defect, but had been retained in service. The aircraft’s MEL however did not permit this flight to be undertaken with an unserviceable ADI. The aircraft nevertheless departed Palmerston North and arrived at Auckland at about 20:30. It was unloaded and reloaded with 11 pallets of cargo. On the next leg, to Christchurch, the handling pilot was to be the other co-pilot. Although she had completed her type rating on the Convair 580 this was her first line flight as a crew member. The flight was cleared to taxi to runway 23 for departure. Takeoff was commenced at 21:59. The aircraft climbed to a height of approx. 400 feet when it pitched down. It entered a gradual descent until it contacted the ground 387 m beyond the end of runway 23 and 91 m left of the extended centreline. The aircraft then crashed and broke up in the tidal waters of Manukau Harbour. The aircraft disintegrated on impact and all three crew members were killed.

During flight, crew shut down the right engine when warning light for gearbox oil pressure illuminated and pressure was noted below minimum limit of 130 psi. Shortly after securing right engine, left engine lost power (fuel tank shutoff valve switch and fuel crossfeed valve switch were located near each other). Attempts to restart left engine were unsuccessful. With lack of alternative current electrical power, captain could not unfeather right engine for restart. During emergency landing, aircraft was damaged on uneven terrain. Operational check of right engine (at ground level) revealed no malfunction that would have prevented normal operation. Examination of left engine revealed turbine section had overheated and turbine blades had severe heat damage. Captain said that when he tried to restart left engine, fuel valves were in normal position and power lever was 1' above idle. He recalled an engine rpm of 8000, but didn't recall if he had used feather button to reduce rpm to 3000 (as directed by checklist). He verified fuel switches were 'on' and he tried to crossfeed fuel (in event of blockage). Cross feeding of fuel was not part of restart procedure. Flight manual cautioned about importance of reducing power to flight idle, to decrease fuel flow to engine and minimize possible overheating.

After making an IFR approach, the pilot made a go-around because he was blinded by the reflection of the landing/taxi lights against the falling snow. The pilot landed the aircraft after the second approach. The pilot said he sensed the aircraft drifting to the left and he tried to correct, but it collided with a snow bank. The investigation disclosed no evidence of aircraft hydroplaning or skidding. Airport management elected to delay plowing the runway for fear of it freezing over. Passengers claimed there was 2-3 inches of snow on top of a 3/4- inch layer of slush. Further investigation revealed that the runway lights were of various intensities because some unapproved light bulbs of different amperage were used. The runway was not equipped with centerline lighting. The painted white centerline stripe was covered by snow and slush.

After takeoff from Cabimas-Oro Negro Airport runway 06, the aircraft encountered difficulties to gain height. The tail struck a hill located 500 meters past the runway end and the aircraft crashed in a wooded area located one km further. Both pilots were killed while 11 other occupants were injured.

Just after takeoff from runway 17, while in initial climb, the left engine suffered a bird strike (sparrowhawk). The autofeather system activated and the airplane flew for 79 seconds when it banked left and crashed in a corn field. Three passengers were seriously injured while 40 other occupants were unhurt. the aircraft was damaged beyond repair.

Crashed upon landing for unknown reasons. All 34 occupants escaped uninjured and the aircraft was damaged beyond repair.

The airplane was on its way from Green Bay to Oshkosh, flying at an altitude of 2,500 feet in relative good weather conditions when it collided with an Air Wisconsin De Havilland DHC-6 Twin Otter 200 registered N4043B. En route from Sheboygan to Appleton with six passengers and two pilots on board, the Twin Otter was descending to Appleton Airport. At the time of the accident, both airplanes were flying under VFR in an uncontrolled airspace. Following the collision, both aircraft crashed into Lake Winnebago, some five miles southeast of Appleton Airport. Debris were found floating on water, both airplanes were totally destroyed and all 13 occupants were killed.

The aircraft was performing a flight from Pittsburgh to Cincinnati with an intermediate stop in Parkersburg. Upon landing at Parkersburg Airport, West Virginia, the crew encountered technical problems with the right main gear. The captain increased engine power and decided to return to Pittsburgh-Greater Pittsburgh Airport for a safe landing. Upon touchdown on runway 28R, as the wheels were missing on the right main gear, the airplane deviated from the centerline to the right when the left main gear collapsed as well. The airplane came to rest and was damaged beyond repair while all 53 occupants escaped uninjured.