De Havilland DHC-2 Beaver

On the morning of the accident, the pilot and the loader-driver left Armidale in the aircraft between 0715 and 0730 and flew to the property "KOTUPNA". The task required the aircraft to operate from an agricultural strip 4,400 ft above mean sea level. Superphosphate spreading operations commenced between 0745 and 0800 and continued for approximately 1.5 hours after which the pilot and driver refuelled the aircraft and had a break. The pilot remarked to the driver that the aircraft was going very well and requested him to load a tonne of superphosphate. Operations resumed for about 1.5 hours and then ceased again whilst the aircraft was refuelled. After refuelling, the driver and the pilot had lunch and a break for about half an hour. The pilot again advised the loader driver that he would take a tonne, as the aircraft was performing well. After warming up the engine, the pilot made a normal take-off in a northeasterly direction and banked to the left to head southwest to the treatment area. The driver observed that the aircraft was lower and closer into the strip than had been the normal route to the treatment area. The aircraft did not seem to be climbing sufficiently to pass over the hill in front of it. The aircraft was then seen to be in a climbing left turn, toward the driver with superphosphate dumping from it. The aircraft's left wingtip contacted the ground after which the aircraft cartwheeled and came to rest 200-300 meters from the superphosphate dump. The driver ran down to the aircraft and found the pilot still strapped in the seat with no apparent sign of life. He moved the pilot clear of the aircraft in case of fire and then summoned help.

The pilot and two passengers departed for a remote area on an on-demand charter flight in a float-equipped airplane. An emergency locator transmitter signal was heard in the area of the intended destination about 55 minutes after departure. The flight was reported overdue and search personnel located the wreckage at an elevation of about 2,850 feet in mountainous terrain about 2 and 1/2 hours after departure. The airplane collided with terrain below the top of a steep ridge. Search personnel reported the weather conditions in the area included low ceilings. The conditions deteriorated during subsequent rescue operations. The area forecast included an AIRMET for marginal VFR conditions with mountain obscuration due to clouds and precipitation.

The pilot of C-FFHF, a float-equipped de Havilland DHC-2 Beaver, departed the company camp at Ugly Lake, Labrador, en route to Goose Bay. Prior to arriving at Goose Bay, the pilot contacted an overflying Air Labrador flight and advised them that he had landed on a pond and that he needed the SAR (search and rescue) time extended on his flight plan. The pilot also said that he would be departing the pond shortly, en route to Goose Bay. When C-FFHF did not arrive at the destination by the SAR time of 2030 Atlantic daylight saving time (ADT), a search was commenced. Seven days later, an oil slick and a paddle with the company name on it were identified on a pond about 66 nautical miles (nm) north of Goose Bay. Divers located the aircraft wreckage in 120 feet of water. The aircraft was destroyed and the bodies of the pilot and passenger were located inside the wreckage.

The pilot and three passengers were departing a remote lake in a float equipped airplane. The pilot positioned the hydraulic actuated flaps to 20 degrees. After takeoff, about 150 ft above the water, the pilot positioned the flap lever to the 'UP' position in preparation of pumping the flaps up, but said he did not move the pump handle. Turbulence was present during the takeoff, and during a left turn, the pilot encountered a severe gust at the time he positioned the flap lever. The airplane stalled in a left turn that steepened to almost a 90 degree bank. The airplane descended and the left wing contacted the surface of the lake. The left wing was torn off the fuselage, and the floats were crushed upward. Both flaps are activated by a common torque tube connected to a double-acting flap actuating cylinder. At the accident scene, the right wing flap and right aileron were observed to be extended to an intermediate position. The weather conditions included 20 kts of wind, turbulence, and rain. The pilot expressed a concern that the flaps may have retracted without being pumped to the up position. An examination of the flap system and the ratchet valve assembly was conducted after the airplane was recovered and the wings were removed. Leakage of hydraulic fluid and air was observed through the ratchet valve. Additional testing of the ratchet valve at an overhaul facility did not reveal any leakage.

The pilot, sole on board, was completing a positioning flight from Watson Lake to Desolation Lake. While cruising at an altitude of 5,000 feet, the single engine aircraft struck trees and crashed in a wooded area located in hilly terrain, about 114 km southwest from Watson Lake. The wreckage was found a day later and the pilot was killed.

The pilot of the air taxi cargo flight departed his base of operations in Juneau, Alaska for a series of flights in southeast Alaska that would ultimately return him to Juneau. On the accident leg of the intended round robin, the pilot was en route from Hoonah to Elfin Cove. The flight would originate and end at sea level, and traverse a mountain pass, with minimum obstruction clearance in the pass estimated at 500 feet msl. The airplane collided with steeply rising terrain at the 1,250-foot level about one mile south of the proposed flight path. The airplane was partially consumed by a post impact fire. The operator initiated a helicopter search within two hours of the time of the accident. The helicopter pilot and his passenger both reported that the area where the accident airplane was eventually located was obscured in low clouds, and that many of the other valleys and mountain sides were covered in clouds. Low clouds persisted in the area of the crash site for the following two days.

Parked at La Ronge, the single engine aircraft was stolen by a drunk 'pilot' who was able to run the engine but attempted to take off with controls locked. At a speed of about 60 knots, the aircraft struck obstacles and crashed on a hill. The aircraft was written off.

The single engine aircraft was on a delivery flight from Campbell River to the seaplane base of Seal Cove in Prince Rupert. En route, in unclear circumstances, the aircraft crashed near Captain Cove, about 50 km southeast of Prince Rupert. Both passengers Mark Jonathan Cholomondeley and Ferlie Bating were killed while the pilot Spike Nasmyth survived.

The certificated airline transport pilot of N1348 and 3 passengers were northwest bound at 200 feet over a remote river. The business flight was en route to a fishing lodge after picking up lodge clients from a remote lake. The certificated commercial pilot and sole occupant of N7832H was southbound at 200 feet over the same area of the river. Witnesses observed the two airplanes collide and descend into the river. The witnesses did not observe either airplane take evasive action. The weather conditions were reported as scattered clouds at 3,500 feet and a visibility of 25 miles.

Crashed in unknown circumstances shortly after takeoff from Pine Lake, killing all five occupants.