Douglas C-47 Skytrain (DC-3)

During the takeoff roll, the aircraft deviated to the left then veered off runway and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Shortly after liftoff, one of the engine failed. The aircraft lost height and crashed near the runway end. All occupants evacuated safely except the captain who was killed by the propellers of the left engine that detached and penetrated the cockpit.

After takeoff from Eskişehir Airport, while in initial climb, the crew declared an emergency after the right engine exploded and caught fire. The crew was able to return when the aircraft crash landed and came to rest, bursting into flames. All three crew members escaped uninjured while the aircraft was destroyed by fire.

Buffalo Air Flight 526, a Douglas DC-3C freighter based in Yellowknife, was hauling jet fuel to Trout Lake from Fort Simpson, Northwest Territories, in support of forest fire suppression operations. Before the departure from Yellowknife to Trout Lake, the flight crew checked the en route weather and filed a company flight itinerary. Dispatch issued the flight crew an aircraft-fuel-load receipt which indicated that the aircraft had been fuelled the night before with a total fuel quantity of about 436 imperial gallons (imp. gal.): full main tanks (336 imp. gal.), and 50 gallons in each auxiliary tank (100 imp. gal.). The first officer confirmed this quantity with a fuel dip-stick borrowed from the refueller. At 07:40 mountain daylight saving time, the flight crew departed Yellowknife in accordance with visual flight rules (VFR). On board the aircraft were 17 full 45-imperial-gallon drums of Turbo-B jet fuel. At 09:25 the aircraft landed at Trout Lake, and the 17 drums of jet fuel were off-loaded; the aircraft then departed for Fort Simpson at 0945. The 82-nautical-mile (nm) flight to Fort Simpson was flown at an altitude of about 2,500 feet above sea level (asl); the flight crew reported encountering light headwinds. At 10:20 the aircraft landed at Fort Simpson. Once again 17 drums of jet fuel were loaded on board, then the aircraft departed at 10:49. The captain climbed the aircraft to an altitude of 3,500 feet asl. After he levelled off the aircraft, the captain adjusted the engines to 575 brake horsepower (bhp) settings. At 11:20, the aircraft landed at Trout Lake and the drums were off-loaded, and at 11:35 the aircraft was once again airborne on the second round-trip shuttle flight. Thirty-five minutes later the aircraft landed at Fort Simpson. While the cargo was being loaded on the aircraft, the flight crew discussed their different calculations regarding the aircraft's fuel quantity. The first officer indicated that the aircraft required fuel. The captain calculated that the aircraft had sufficient fuel remaining. The captain decided that they would refuel at Fort Simpson on the next shuttle flight; nonetheless, since the flight crew considered the cockpit fuel gauges unreliable, the captain requested that the first officer confirm the fuel quantity using a dip-stick. At 12:28, the aircraft departed Fort Simpson and climbed to 5,000 feet asl. About eight minutes later, the flight crew noticed that the fuel pressure was fluctuating, indicating that the auxiliary tanks were empty. The captain repositioned the fuel tank selectors to their respective main tanks and enquired about the dip-stick measurements. The first officer responded that he had not checked the fuel quantity because the fuel dip-stick was missing. The crew discussed the fuel quantity remaining and the captain calculated that the aircraft had approximately 45 minutes of fuel remaining. Following the 13:00 touchdown at Trout Lake, the cargo was unloaded and 31 empty fuel drums were loaded on board the aircraft for Fort Simpson. At 13:25 the aircraft departed Trout Lake. The first officer was the pilot flying (PF) the aircraft, and was in the right seat. The captain performed the duties of the pilot not flying (PNF). Twenty miles southwest of Fort Simpson, the PNF reported their position to Fort Simpson Flight Service Station (FSS). He also requested that the aircraft refueller be advised that they would require fuel on arrival. The flight crew then completed the descent checks and, at 10 miles southwest of the airport, the PNF updated FSS of their position and received the airport advisory. Approximately six miles from the airport, at an altitude of about 400 to 500 feet above ground level (agl), the PF advised the PNF that the left engine was losing fuel pressure. Shortly thereafter, the left engine lost power. Immediately, the PNF switched the left fuel boost pump to the ON position, and the left fuel selector from LEFT MAIN to LEFT AUXILIARY tank position. The engine resumed power momentarily, but lost power again. The PNF then switched the left fuel selector to the RIGHT AUXILIARY tank position and the engine regained power; however, it promptly lost power again. Realizing that the fuel had been depleted in three of the four tanks, the captain took control of the aircraft and headed straight for runway 31. As the captain called for the engine failure check for the left engine, the first officer advised the captain that the right engine was losing power. With a loss of power in both engines, and without sufficient altitude to glide to the airport, the first officer called the Fort Simpson FSS to advise that the flight crew would attempt a landing on the road (Mackenzie Highway) north of the Liard River. However, the approach to the road was unsuccessful and the aircraft crash-landed into a treed area. At about 14:03, several witnesses at the Liard River ferry crossing observed the aircraft flying low in a northwesterly direction. The aircraft was estimated to be at about 40 feet agl when it crossed overhead the ferry terminal and was descending. The witnesses reported that they heard the sound of the engines cutting in and out before the aircraft passed overhead their vantage points. They also reported seeing the landing gear being extended. The aircraft then disappeared from view behind the trees. Immediately thereafter, the aircraft struck trees near the road, and crashed about 1/2 nm short of runway 31. The aircraft had been flown for approximately 4 hours and 37 minutes since its last refuelling.

After takeoff from Bloemfontein, the crew encountered engine problems. The aircraft lost height and crash landed in Bloemspruit, south of the airport. Both pilots were rescued and the aircraft was written off.

This accident involved a DC-3 aircraft which was owned and operated by South Pacific Airmotive Pty Ltd, who were based at Camden, NSW. It was flown on commercial operations under an Air Operators Certificate held by Groupair, who were based at Moorabbin, Vic. The aircraft had been chartered to convey college students and their band equipment from Sydney to Norfolk Island to participate in Anzac Day celebrations on the island. A flight plan, submitted by the pilot in command, indicated that the aircraft was to proceed from Sydney (Kingsford-Smith) Airport to Norfolk Island, with an intermediate landing at Lord Howe Island to refuel. The flight was to be conducted in accordance with IFR procedures, with a departure time from Sydney of 0900. The aircraft, which was carrying 21 passengers, was crewed by two pilots, a supernumerary pilot and a flight attendant. Preparations for departure were completed shortly before 0900, and the aircraft was cleared to taxi for runway 16 via taxiway Bravo Three. The pilot in command occupied the left control position. The co-pilot was the handling pilot for the departure. The aircraft was cleared for takeoff at 0907:53. The crew subsequently reported to the investigation team that all engine indications were normal during the take-off roll and that the aircraft was flown off the runway at 81 kts. During the initial climb, at approximately 200 ft, with flaps up and the landing gear retracting, the crew heard a series of popping sounds above the engine noise. Almost immediately, the aircraft began to yaw left and at 0909:04 the pilot in command advised the TWR that the aircraft had a problem. The co-pilot determined that the left engine was malfunctioning. The crew subsequently recalled that the aircraft speed at this time had increased to at least 100 kts. The pilot in command, having verified that the left engine was malfunctioning, closed the left throttle and initiated propeller feathering action. During this period, full power (48 inches Hg and 2,700 RPM) was maintained on the right engine. However, the airspeed began to decay. The handling pilot reported that he had attempted to maintain 81 KIAS but was unable to do so. The aircraft diverged to the left of the runway centreline. The co-pilot and the supernumerary pilot subsequently reported that almost full right aileron had been used to control the aircraft. They could not recall the skid-ball indication. The copilot reported that he had full right rudder or near full right rudder applied. When he first became aware of the engine malfunction, the pilot in command assessed that, although a landing back on the runway may have been possible, the aircraft was capable of climbing safely on one engine. However, when he determined that the aircraft was not climbing, and that the airspeed had reduced below 81 kts, the pilot in command took control, and at 0909:38 advised the TWR that he was ditching the aircraft. He manoeuvred the aircraft as close as possible to the southern end of the partially constructed runway 16L. The aircraft was ditched approximately 46 seconds after the pilot in command first advised the TWR of the problem. The four crew and 21 passengers successfully evacuated the aircraft before it sank. They were taken on board pleasure craft and transferred to shore. After initial assessment, they were transported to various hospitals. All were discharged by 1430 that afternoon, with the exception of the flight attendant, who had suffered serious injuries.

The aircraft was completing a humanitarian flight to Chemba, carrying three crew members foodstuffs. On final approach, at a height of about 500 feet, the left engine lost power. The aircraft rolled to the left then stalled and crashed on the top of a hill. A pilot was seriously injured while both other occupants were killed.

The pilot stated that on initial climb, at about 400 feet agl, the crew smelled something burning, followed by light smoke in the cabin. Both engines appeared normal visually. The odor and smoke increased, and the left fire warning light illuminated. The left engine was shut down and the prop feathered. The pilot increased power on the right engine; however, the airplane would not climb or maintain airspeed. A gear and flaps up forced landing was made into a field. The pilot stated that he believed an exhaust clamp broke allowing a segment of exhaust to scorch cowling and activate the fire warning system. Examination of the left engine revealed that the lower fire detection elements were fused and broken free, and that the hydraulic lines were burned through.

Shortly after takeoff from Florencia-Gustavo Artunduaga Paredes Airport, while in initial climb, the left engine failed. The aircraft lost height and crashed near the runway end, killing both pilots.

Shortly after takeoff, while in initial climb, the left engine failed. The aircraft lost height and crashed on the apron, near hangars. Both pilots were killed.