Douglas C-47 Skytrain (DC-3)

After takeoff from runway 13 at Manila-Ninoy Aquino Airport, while climbing, the pilot-in-command initiated a left turn when the left engine lost power and failed. He was cleared to return but realized he could not make it so the crew attempted an emergency landing in a field located in Fort Bonifacio, less than 5 km northeast of the airport. The aircraft struck an electric pole and crashed, bursting into flames. Seven passengers were killed while 17 other occupants were injured. The aircraft was destroyed.

The aircraft was completing a flight from Guanaja to San Pedro Sula with an intermediate stop in Roatán. After landing, the crew encountered strong crosswinds when the aircraft veered off runway and crashed in the Caribbean Sea. A crew member and six passengers were killed while 25 other occupants were injured.

Crashed on the Mt Sangangüey located 11 km east of Tepic Airport. The wreckage was found two days later. All five crew members were killed.

Immediately after takeoff at 200-300 feet agl, a portion of fabric separated from the right aileron. While maneuvering the aircraft the pilot's control wheel became free, and he elected to ditch using full rudder and differential power. Examination of the pilot's control wheel aileron control chain revealed that the chain failed due to overload. The right seat was occupied by a mechanic employed by the operator and held a private pilot certificate with single and multi engine rating. He stated that he suggested to the pilot that his controls were functioning normally, but the pilot disagreed and proceeded to ditch the aircraft. Examination of the right control yoke revealed aileron movement in the correct direction.

Upon landing, the right main gear collapsed. The aircraft veered off runway and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

On final approach to Bronson Creek Airport, the right engine caught fire. The crew reduced his altitude and completed an emergency landing in an open field. After touchdown, the aircraft slid for few dozen meters and eventually came to rest, bursting into flames. Both pilots evacuated safely.

While taking off, an engine failed. The aircraft crash landed and was damaged beyond repair. All 18 occupants were injured.

The flight (a Monroe County Mosquito Control operation) began at about 1740 edt to conduct low altitude spraying. When it did not return, a search was initiated. At about 0245, the aircraft was found in a remote area on water key near the town of Summerland Key, FL. Evidence at the accident scene suggested the aircraft struck 40 feet high mangrove trees with the left wing as the pilots were making a procedure turn to start another spray run. No preimpact failure or malfunction of the aircraft or engines was found. There were no known witnesses, but the accident was estimated to have occurred at about 2030 edt. Sunset was at 1952 edt. About 22 miles southwest at Key West, the 1750 weather was in part: 1,500 feet scat, 10 miles visibility, wind from 330° at 10 knots. Aprx 85 miles north-northeast, the wind was from 100° at 11 knots. Both pilots were killed.

A DC-3C, registration C-FBZN, owned by Transfair was destroyed in an accident shortly after take off from the La Grande-LG-4 airstrip, QC. Both crew members were fatally injured. The system used for de-icing the wings on the ground was available at the airport, but it was not used. A broom was used to remove snow and ice from the wings. The airplane departed with some ice still present on the wings. The airplane took off at 06:35 for a visual flight rules (VFR) charter flight to Lac Bienville, QC. The aircraft, with two crew members, was transporting drums of kerosene (Jet B) for a Hydro-Quebec contractor. An eye witness said that the takeoff from runway 10 was normal and that the pilot initiated a left turn at low altitude immediately after the landing gear was retracted. But shortly after takeoff the crankshaft of the left engine failed between the two banks of cylinders. The rear section of the engine continued to operate because it was still connected to its key accessories, including the magnetos; however, its power could not be transmitted to the propeller. The tachometer, which was also mounted on the rear section of the engine, was still providing an engine rpm reading. The failure of the crankshaft caused the front part of the engine to misfire, and the pistons were no longer synchronized with the ignition timing of the magnetos. This seriously disrupted engine operation and caused a rapid decay of rpm in the front section of the engine, which drives the propeller governor. The propeller governor regulates propeller rpm by adjusting the blade pitch angle, thus maintaining the selected rpm despite variations in engine power. When the propeller governor detected a decrease in engine power, it adjusted the blades to a lower pitch angle to reduce the torque required to maintain rpm. The additional drag generated by the left propeller operating at a low pitch angle was further aggravated by the requirement for more power to windmill the propeller, as it was affected by the resistance created by the erratic functioning of the cylinder bank with which it was engaged. The crew may not have recognized the engine failure and was not able to feather the left propeller in time. A left hand turn was initiated in an attempt to return for a landing. While the pilot was trying to maintain the aircraft in flight, its critical angle of attack was probably exceeded, and the aircraft stalled in the turn.

The pilot stated that during takeoff from runway 35L, the copilot on the flight controls reduced left propeller and right engine power at an altitude of less than 100 feet agl. He attempted to restore takeoff power while applying forward pressure on the control yoke, but lost control of the aircraft and impacted the terrain adjacent to the departure runway. He further stated that the cargo may have shifted to the rear of the aircraft during takeoff. The aircraft was destroyed and both pilots were seriously injured.