Dassault Falcon 20

The crew was performing a local training flight at Memphis Airport. Following several maneuvers and while circling in the traffic pattern at an altitude of 2,000 feet, the twin engine airplane collided with a private Cessna 150 registered N6423K and carrying two pilots. Following the collision, both airplane entered a dive and crashed about 3,8 miles west of the airport. All six occupants in both aircrafts were killed.

Shortly after takeoff from Naples Airport, while initial climb, the airplane collided with a flock of seagulls that entered the engines. Both engines' compressors stalled, the airplane lost speed then stalled and crashed in an open field located past the runway end. The aircraft was damaged beyond repair and all 11 occupants were seriously injured.

Following an uneventful flight from Houston, the crew was cleared to descend from 37,000 feet to 19,000 feet for an approach to Acapulco-General Juan N. Álvarez Airport. For unknown reasons, the crew continued the descent below 19,000 feet when, at an altitude of 9,000 feet, the airplane struck the slope of a mountain located 20 km southwest of Chilpancingo, about 70 km north of Acapulco. At the time of the accident, the visibility was reduced by night and rain falls.

Few minutes after takeoff from Vélizy-Villacoublay, en route to Francazal Airbase in Toulouse, the airplane went out of control and crashed in unknown circumstances in Rambouillet, about 30 km southwest of its departure point. The aircraft was destroyed and all five occupants were killed.

During the takeoff roll on runway 17 at Grand Prairie-Hensley Field NAS, the pilot-in-command elected to takeoff but this was impossible due to an incorrect trim setting. As the aircraft unrotated, the crew decided to attempt an emergency braking procedure but the aircraft was unable to stop within the remaining distance. It overran runway 17, collided with a fence and eventually came to rest into the Mountain Creek Lake. All five occupants were injured, both pilots seriously.

On approach to Kermanshah Airport, the crew encountered poor visibility due to foggy conditions. Apparently to establish a visual contact with the ground, the crew decided to reduce his altitude when the airplane struck a hill located 3 km short of runway threshold. Out of control, the airplane crashed in flames 300 meters further. Two crew members were killed while a third occupant was injured.

The crew expected to make a straight-in approach but was cleared by ATC to make an ILS circling approach that was completed in rain showers with a tailwind of 8 knots. After touchdown on a wet runway, the crew encountered difficulties to decelerate properly as the airplane suffered hydroplaning. Unable to stop within the remaining distance, the airplane overran and came to rest few dozen yards further. Both pilots were seriously injured and the aircraft was damaged beyond repair.

The Dassault Falcon 20C jet aircraft was on charter to fly passengers from Norwich, U.K. to Gothenburg, Sweden, and during the morning it made an uneventful positioning flight from Oslo, Norway, to Norwich where it landed at 12:28 hrs. The six passengers boarded the aircraft at about 15:20 hrs and the aircraft received clearance from Norwich Tower to taxi out for take-off on runway 28. While taxying the crew received an airways clearance and the aircraft was lined up on the runway without delay. The co-pilot, a qualified commander on this type of aircraft, was in the left hand pilot's seat, and the aircraft commander in the right hand seat. No bird flocks were seen by either of the pilots whilst taxying to the active runway. The aircraft took-off at 15:37 hrs piloted from the left hand seat. On becoming airborne, at a position a little over halfway down the runway, the crew saw a flock of birds ahead flying just above the ground. The pilot increased slightly the aircraft's climb attitude and the flock passed underneath. A few seconds later a second flock was seen at a higher level and directly in the aircraft's flight path. The pilot lowered the aircraft nose and the flock passed overhead. On re-establishing the climb and at a height of between 100 and 200 feet a third flock was seen, again directly ahead. This flock extended from ground level to well above the aircraft and there was no possible way for the pilot to avoid it; almost immediately the crew heard the sound of multiple bird strikes on the aircraft, the commander described the noise as 'like a machine gun'. The pilot maintained the aircraft in the climb attitude and the commander, who was checking the aircraft's instruments, noticed the RPM on both engines running down very fast, he also observed the engine pressure ratio (EPR), and exhaust gas temperature (EGT) instrument readings dropping. The pilot heard a bang from the engines, followed by the sound of the engines running down in a rough and abnormal manner. He quickly asked if both engines had failed. This was confirmed by the commander who tried to move the thrust levers without any response from the engines. By this time the aircraft was at a height of approximately 300 feet with the landing gear still down, the crew not having had time to select it up because of their preoccupation with avoiding the bird flocks. The speed, which had been about 150 knots prior to the bird strikes, had dropped to 135 knots. The control column was eased forward to maintain speed and the aircraft began to lose height. The pilot saw a field ahead and slightly left of the aircraft which he considered the best forced landing area. On receiving confirmation of his decision from the commander, the pilot made a turn to the left and lined up the aircraft for an approach to the selected field. Visibility was not good because of approaching darkness but the crew were able to see some trees at the approach end of the field. These were avoided and a positive touch down made; the stall warning sounded just before the aircraft hit the ground. Battery and fuel switches were turned off either just before or after ground impact and an attempt was made to close the thrust levers, but these would not move. All three landing gear legs were torn off shortly after ground impact and the aircraft finally came to rest on the belly of the fuselage. The commander, although partially blinded by blood from cuts on his head, made his way to the main cabin door, which he opened, and all the occupants were evacuated.

Shortly after takeoff from Mirabel Airport, while in initial climb, both engines stopped simultaneously. The pilot-in-command reduced his altitude and completed a safe belly landing in a snow covered field located near the airport. The airplane slid for several yards before coming to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

While descending to Samedan Airport, weather conditions worsened rapidly. Despite the situation, the captain decided to continue the approach under VFR mode. In a limited visibility of 2 km in snow falls, the pilot-in-command passed over Lake Silvaplana at low height then initiated a right turn when the right wing tip struck the icy water. The airplane crash landed and slid for 200 meters before coming to rest. All five occupants were injured and the aircraft was written off.