Let L-410

After touchdown on a wet earth runway, the airplane went out of control. It veered off runway to the right, struck a shoulder and lost its nose gear before coming to rest. All 18 occupants escaped uninjured while the airplane was substantially damaged.

The twin engine airplane was returning from Walgak to Juba on a cargo flight, carrying two passengers and two crew members. En route, weather conditions worsened and the crew decided to perform an emergency landing. The aircraft crash landed in the bush about 12 km south from Bor Airport and came to rest with its right wing partially torn off and the cockpit severely damaged. All four occupants were injured and transferred to local hospital.

On 14 April 2019, around 0322Hrs, Aircraft Industries' L410UPV-E20, registration 9NAMH, owned and operated by Summit Air Pvt. Ltd. met with an accident at Tenzing-Hillary Airport, Lukla when it veered right and excurred the runway during take-off roll from runway 24. The aircraft first collided with Manang Air's helicopter, AS350B3e, registration 9N-ALC, with its rotor blade running on idle power and then with Shree Airlines' helicopter, AS350B3e, registration 9N-ALK just outside the inner perimeter fence of the aerodrome into the helipad before coming to a stop. The PIC and Cabin Crew of 9N-AMH survived the accident, whereas the Co-pilot and one security personnel on ground were killed on the spot. One more security personnel succumbed to injury later in hospital during the course of treatment. 9N-AMH and 9N-ALC both were substantially damaged by impact forces. There was no post-crash fire. Prior to the accident the aircraft had completed 3 flights on Ramechhap-Lukla-Ramechhap sector. According to PIC, he was in the left seat as the pilot monitoring (PM) and the co-pilot, in the right seat was the pilot flying (PF). According to CCTV footages, the aircraft arrived at the apron from VNRC to VNLK at 0315Hrs and shut its LH engine. The PIC started the LH engine at about 0318 Hrs after unloading cargo and passengers. At 0322:30 Hrs, the PIC aligned the aircraft with the runway at the runway threshold 24 and then handed over the controls to the co-pilot for the take-off roll. The take-off roll commenced at 0322:50 Hrs. CCTV footage captured that within 3 seconds the aircraft veered right and made an excursion. The aircraft exited the runway and travelled about 42.8 ft across the grassy part on right side of runway 24, before striking the airport inner perimeter fence. It then continued to skid for about 43 ft, into the upper helipad, crashing into 9N-ALC. Eye witnesses statements, CCTV footages and initial examination of the wreckage showed that rotor blades of helicopter 9N-ALC were on idle when RH wing of the aircraft swept two security personnel (on ground) before slashing its rotor shaft. The moving rotors cut through the cockpit on the right side slaying the Co-pilot immediately. The helicopter toppled onto the lower helipad 6 ft below. The LH wing of the aircraft broke the skid of helicopter 9NALK and came to a halt with toppled 9N-ALC beneath its RH main wheel assembly. Due to 2impact, 9N-ALK shifted about 8 ft laterally and suffered minor damages. There was no post-crash fire. The PIC switched off the battery and came out of the aircraft through emergency exit along with the cabin crew. The captain of the helicopter 9N-ALC was rescued immediately. 9N-ALC's crew sustained a broken tail-bone whereas 9N-ALK's crew escaped without sustaining major injuries. All three deceased were Nepalese citizens. Aircraft 9N-AMH and helicopter 9N-ALC were substantially damaged while the helicopter 9N-ALK endured partial damages.

On approach to Yiral Airport in poor visibility due to fog, the twin engine aircraft descended too low, impacted the surface of the Yirol Lake and crashed about 2 km north of the airfield. The aircraft was destroyed upon impact and four occupants were rescued while 19 others were killed. A day later, one of the survivor died from his injuries. The three survivors are two children and a Italian doctor. The flight was completed on behalf of the Slaver Company based in Ukraine.

The twin engine airplane was carrying two technicians and two pilots bound for a mine field located near Lero, Kankan. It made an intermediate stop at Conakry on a flight from Sal, Cape Verde. En route, the crew encountered poor weather conditions with low clouds and fog when the airplane impacted the slope of a mountain. The airplane disintegrated on impact and all four occupants were killed.

On 14.11.2017, Khabarovsk Airlines' representative submitted the flight request for L-410UVP-E20 RA-67047 A/C flight to Joint ATM System Khabarovsk regional unit; the flight (NI 463) was planned along the route Khabarovsk – Nikolayevsk-on-Amur – Nelkan. On 14.11.2017 at 22:00 (local time: on 15.11.2017 at 08:00) at Khabarovsk airport, the preflight preparation was started including the medical examination. While the preflight preparation was being performed, new information was received that Nikolayevsk-on-Amur airport was closed due to the RWY snow removal. In coordination with ATC of Nikolayevsk-on-Amur airport, it was decided to change the route as follows: Khabarovsk – Chyumican – Nelkan. Before coming onboard the crew passed all mandatory preflight procedures as required by the normative documentation. On 15.11.2017, before the departure, Khabarovsk Airlines' technicians provided the line maintenance check in accordance with the F-A Form (Maintenance Job Card #687). No findings in relation to the aircraft and/or systems' operation were reported. The total amount of fuel on board was 1250 kg. The flight crew obtained all the necessary weather information (actual and forecast) during of the preflight weather briefing. The actual weather and the weather forecast for the departure aerodrome, on route weather, the weather forecast for the destination and alternate aerodromes – all met the FAP-128 (Russian FAR) requirements stated in items 5.30 and 5.38, and did not preclude the PIC's decision for departure. There were 2 crew members, 5 passengers and 410 kg of cargo (personal luggage and mail) onboard. The A/C takeoff mass was 6368 kg and the A/C center of gravity was at 25.5% MAC, which was within the AFM limits for the flight. The takeoff from Khabarovsk airport was performed at 23:33. 50 minutes before the approach to Chyumikan aerodrome, the flight crew checked the remaining fuel and requested the Khabarovsk ATC controller for the route change (AFIL): after passing of the OGUMI waypoint to follow the B226 airway to Nelkan destination airport without a stop at Chyumikan. According the initial flight plan, the stop at Chyumikan was intended only for refueling. On 15.11.2017 at 01:47 the Khabarovsk ATC approved the AFIL. At 02:35 the crew contacted the Nelkan Tower controller and received the approach conditions and the actual weather at the landing site. During the approach, at the true height of about 100 m and IAS of about 100 knots, developing the aggressive right roll and losing its altitude, the aircraft left the descending glidepath, collided with the ground and was destroyed. The crew and 4 passengers were killed. A 3-and-half year old child was taken to hospital with serious injuries. Nobody was killed on ground and there was no on-ground damage. The accident area is mountainous, marshy, with broad-leaved and needle-leaved trees. In winter, the area is covered with snow which is about 50-100 cm deep. The accident place ASL elevation is 304 m, the magnetic dip is minus 15°.

The crew was completing a local training flight at Comayagua-Palmerola AFB when the twin engine aircraft crashed in unknown circumstances onto a building. The captain was killed while the copilot and the flight engineer were injured. The aircraft was destroyed.
Crew:
Cpt Olvin Emanuel Florez Meraz, pilot, †
Lt Cesar Augusto Banegas Corea, copilot,
Cdt Brayan Daniel Zavala Amaya, flight mechanic.

On May 27, 2017 9N-AKY, LET 410 UVP-E20 of Goma Air (now Summit Air), a domestic carrier of Nepal had a published program to operate 5 flights to Lukla from Kathmandu. The first flight departed Kathmandu at 0026 UTC. By the time 0647 UTC they had completed 4 flights. The fifth and the last flight departed Kathmandu at 0744 UTC for Lukla as call sign Goma Air 409. Goma Air 409 was the cargo flight carrying 1680 kg cargo for Lukla. There were two cockpit crews, one cabin crew and no passengers on board the flight. It was pre-monsoon period. Lukla weather on that particular day was cloudy since morning. But ceiling and visibility were reported OK. However, CCTV footage shows rapidly deteriorating weather condition before and after the crash. Automatic VHF recorder of Lukla Tower and CVR recording showed Tower was regularly updating pilots of deteriorating weather. All the pre-and post-departure procedure of the flight was completed in normal manner. Before departure from Kathmandu Pilots were found to have obtained latest weather of Lukla, Phaplu and Rumjatar. PIC decided to remain south of track to avoid the terrain and cloud. When Goma 409 was about 11 miles East from Kathmandu they were informed that Lukla was having heavy rain and airport closed. By that time air traffic congestion in TIA was slowly developing. Traffics were holding in the air and in the ground as well. So Goma 409 continued for Lukla. However, after crossing 26 miles from Kathmandu, they were again informed that the rain had ceased and airport was open. An AS350 helicopter, 9N AGU which departed Lukla at 0803 UTC for Kathmandu had reported unstable wind on final Runway 06. Enroute weather reported by 9N AGU upon request of Lukla Tower was good beyond the Lukla valley. However, it was apprehended that for fixed wing, weather might be difficult to enter valley. Lukla Tower relayed all available information when Goma Air 409 had first established contact at time 0810 UTC. Later, Goma Air and 9N AGY, two reciprocal traffics were also in contact each other. 9N AGY relayed the actual weather status to GOMA AIR. Lukla valley's ceiling and visibility was OK for VFR until 0812UTC ( 6 minutes before crash). Weather started to deteriorate very fast. Mountain Ridges were visible through thin layer of foggy cloud until 0814 UTC. After one minute (approx.) Right Base for Runway 06, was covered up and cloud from left base was moving towards final. Duty ATS Officer of Lukla Tower was regularly up dating pilots about deteriorating weather condition. However, Tower was found to be failed to close the runway as per SOP in spite of rapidly deterioratingweather. Pilots ventured to continue though the weather was marginal. Aircraft reported entering valley at 0816. CVR record showed that First Officer sighted the runway at 0817 (64 seconds before the impact). Instantly PIC acknowledged he had also the runway in sight. Aircraft was at 9100 ft (approx.) when the cockpit crews sighted the runway. It maintained 9000 feet (approx.) for further 21 seconds. At time 0817:12i.e. 48 seconds before the impact Tower gave the latest wind as Westerly 04 knots and runway was clear. PIC was still in doubt and asked whether there was rain. Upon confirmation of having no rain from the Tower the aircraft started to descend further. The PIC, who was also the PF, found to have lost situational awareness deviated to the right with continued descend. At 0817:35 (25 seconds before impact) when the flight was descending through 8650 ft First Officer warned PIC that they were too low. PIC did not respond the F/O's call-out and continued descend. On reaching 8500 ft. F/O again warned PIC in panic. Then PIC asked in panic where the runway was. F/O directed towards the runway. But it was already too low and too late. There was initially two short stall warning sound. Then a continuous stall warning sounded till the impact, which lasted for 13 seconds. The last words in CVR records was "w]/ gtfg " (Do not pull too much). Abrupt change in aircraft attitude in an attempt to climb and reach threshold height at 8900 ft. (on Kathmandu QNH) in a landing configuration, with landing gears down and on full flaps, created excessive drag resulting the aircraft to stall. Subsequently, its left wing first hit a small tree branch 180 ft. short of the threshold. Then impacted the sloppy terrain 100ft. short of the runway. After the crash aircraft engine was reported to be running for about a minute. But there was no postcrash fire. Aircraft was totally damaged by the impact.
Crew:
Paras Kumar Rai, pilot, †
Srijan Manandhar, copilot, †
Pragya Maharjan, cabin crew.

During the takeoff roll, at a relative high speed, the pilot-in-command rejected takeoff and initiated an emergency braking procedure, apparently following an engine problem. The twin engine aircraft deviated to the left and veered off runway. While contacting soft ground, the nose gear collapsed and the airplane came to rest in the bush. All 20 occupants were rescued, among them both pilots were slightly injured.

The crew, one Russian and one Congolese, was performing a cargo flight from Bukavu to Shabunda, carrying various goods for a total weight of 1,300 kilos. After touchdown, after a course of about 300 metres, it is believed that the tire on the right main gear burst. The aircraft veered off runway and eventually collided with banana trees. Both pilots were uninjured while the aircraft was damaged beyond repair.