Sud-Aviation SE-210 Caravelle

The crew was completing a local training flight at Bombay-Santa Cruz Airport. On final approach, while at an altitude of 800 feet, the crew voluntarily shut down an engine to simulate a failure when the airplane struck a hill and crashed. All four crew members were killed.

Indian Airlines Corporation, Caravelle, VT-DPP, while on scheduled domestic passenger service from Calcutta Airport to Palam Airport on 15 February 1966, undershot the runway while attempting to land under conditions of poor visibility due to fog at Palam, with the result that it struck a cement pillar and subsequently several other obstructions until it came to rest on its belly near the threshold of the runway in use. Fortunately, all crew and passengers were able to get out before the aircraft was consumed by the fire which had broken out as a result of the earlier impact with obstructions. Some of the passengers received injuries and burns of varying degrees. Unfortunately, two passengers succumbed to their injuries subsequently. The aircraft was completely destroyed.

Flight ME 444 departed Beirut (BEY) at 17:09 UTC and climbed to its cruising altitude of FL300. At 19:04 the aircraft reported to Bahrain Control that it was estimating Dhahran (DHA) at 19:28, and was cleared to descend to reach FL50 over the Dhahran beacon. At 19:06 weather information was reported to flight 444, which read a NNE/10 knots wind, gusting to 16, and 0,5nm visibility (in a sandstorm). At 19:26 the pilot reported estimating the Dhahran NDB in two minutes. At 19:28 it contacted Dhahran and reported "5 000 feet descending" and was cleared for an ADF approach. The controller requested the crew to report at 4000 feet and outbound at 2000 feet. One minute later it reported leaving 4000 feet and at 19:30 passing 2500 feet and turning inbound. It was then cleared to final approach and requested to report reaching minimum and runway in sight. At approximately 19:32 a short loud transmission noise was recorded by the Tower. No further message was received from the flight. It was subsequently found that the aircraft struck the sea at the completion of the procedure turn 4 NM off shore and 10 NM south of Dhahran Airport. The investigation team concluded that there was no mechanical failure that could have caused the accident. Several theories were investigated, a.o. erroneous radio altimeter indications as a result of the sandstorm (these effects have been proven in tests done by Air France), but the team was not able to prove any of those theories.

The Caravelle was operating on a flight from Salvador to Recife and was cruising at 8700 m in VMC. The flight contacted Recife Control over Maceio and received clearance to descend to 6150 m. Recife Approached later cleared the aircraft for 900 m and informed the crew about another aircraft descending from 900 to 600 m on the same direction in IMC. When descending through 1800 m the crew were surprised by the lights of another aircraft. To avoid possible collision the Caravelle was brusquely manouevred upwards. Landing at Recife-Guarapes at 22:09 was normal. After returning to Rio de Janeiro-Galeao, the aircraft was thoroughly inspected by Panair maintenance. It appeared the plane had suffered serious damage to the structure, rendering the aircraft damaged beyond repair.

Flight SR-306 was a scheduled international flight from Zürich to Rome, with an intermediate stop at Geneva. Dense fog was existing at the time of departure and at 0600 hours the flight was informed that the RVR was 180 m for runway 34 and 60 m for runway 16, and that there was a light northerly wind (1 to 2 kt). At 0604 hours the flight was authorized to taxi to runway 34 behind an accompanying vehicle. At 0605 the crew reported that they will taxi half way down runway 34 to inspect the fog condition and then return to takeoff position. This was done, using at times considerable engine power probably in an attempt to disperse the fog: Around 0612 hours the aircraft was back to the threshold of runway 34 and permission to takeoff was granted. The flight took off at 0613 hours and started to climb to flight level 150, its cruising altitude. Four minutes later witnesses on the ground noticed a whitish trail of smoke on the left side of the aircraft and suddenly a long flame from the left wing-root. Around 0620 hours the aircraft reached an altitude of approximately 2700 m, it then began to lose height, entered a gentle left turn loosing height more rapidly and finally went into a steep dive. Parts of the aircraft became detached and at 0621 hours a "MAYDAY" message was received. At 0622 hours the aircraft crashed into the ground on the outskirts of Dürrenäsch, at an elevation of 559 m, approximately 35 km from Zürich-Kloten Airport. The aircraft disintegrated on impact, causing a huge crater at the point of impact and all 80 occupants were killed, among them 43 habitants of the small village of Humlikon (200 habitants in total). Farmers specialized in milk business, they were flying to Geneva to visit a milk-farm.

Flight AR-527/03 was a scheduled domestic flight from Mendoza to Buenos Aires Aeroparque, Argentina, via Pajas Blancas Airport. The flight plan for the trip was prepared in Mendoza by the airline's dispatcher and was approved by the chief of the Operations Office as well as by the Northwest Regional Control Area. The aircraft was cleared to fly at 8700 m with reporting points along the airway at Chanar-Pampa Salinas and at the entrance to the Terminal Area. The aircraft took off from Mendoza at 1750 hours and made its first contact by radio with Pajas Blancas Airport control tower at 1840 hours. Six minutes later it was cleared for an instrument approach to runway 17. The approach was initiated at a height of 1500 m which was contrary to the regulation height of 3300 m prescribed for jet aircraft. A magnetic heading of 400 was flown on the outbound track and the aircraft was above the cloud layer at a height of 1054 m above the ground. After the time prescribed in the airline's approach chart had elapsed, a left hand turn was initiated, to intercept QDM 200 degrees. During the turn the height was maintained with landing gear extended, flaps at 20° and an indicated airspeed of 140 kt. On completion of the turn a magnetic heading of 200° was flown towards the beacon, and the aircraft resumed its descent until intercepting VOR radial 168. At this point the pilot thought he was 250 m above the ground and, still flying on instruments, he intercepted the VOR and changed course to 170 degrees. When he did not make visual contact with the runway at a height of 150 m he started a go-around, climbing on a magnetic heading of 105 degrees. He then initiated a right-hand turn to intercept the radio beacon again and asked for another clearance from the tower to come in again. He flew over the beacon at a height of 1050 m, then followed a magnetic heading of 40° during about 2 min 30 sec and, while still descending, initiated a left-hand turn until he obtained QDM 200. The landing gear was extended and locked, flap setting 20°, and a normal descent at 500 ft/min. was maintained. He intercepted VOR radial 168, announced that he was at 160 m and then initiated a turn to align himself with runway 17. Shortly thereafter the aircraft's port wing struck some trees five meters high and the port landing gear came into contact with the ground. The pilot-in-command reduced power and pushed the control column forward. After having traveled during approximately 60 m on its port landing gear, the aircraft rolled on its whole undercarriage another 700 m. At 390 m from initial impact the port wing struck some other trees, the fuel tanks burst out and fire broke out. The aircraft then came into contact with the General Belgrano Railway tracks, broke its undercarriage, tearing away 25 m of railway rails and finally came to rest 280 m before the threshold of runway 17.

Following an uneventful flight from Rio de Janeiro, the pilot-in-command completed the approach at Brasília Airport. Following a wrong approach configuration, the aircraft landed hard and struck violently the runway surface. On impact, the undercarriage were damaged and the airplane went out of control and veered off runway to the left. While contacting soft ground, the undercarriage were sheared off and the airplane came to rest in flames. All 71 occupants were quickly evacuated and the aircraft was totally destroyed by a post crash fire.

After a normal flight from Orly Airport, Paris, Flight 2005, Paris-Rabat-Casablanca, reported over the Rabat-Sale Airport, where meteorological conditions were unfavorable owing to thick, low fog which reduced horizontal visibility and ceiling. The pilot reported his intention to attempt a break-through over the non directional beacon; the control tower immediately replied that that facility was not in line with the runway, but the message was not acknowledged. The aircraft crashed to the ground at 2109 hours GMT. The aircraft was completely destroyed by impact and the fire which followed.
Crew:
Mr. Seaume, pilot,
Mr. Simeoni, copilot,
Mr. Nicora, mechanic,
Mrs. Metenier, stewardess,
Mr. Duhamel, steward,
Mr. Jacomon, steward.

On an instrument approach to Ankara-Esenboğa Airport, while descending to an altitude of 3,500 feet heading 031, the airplane struck a hill located 9,6 km short of runway 03 threshold. The airplane was destroyed upon impact and all 42 occupants have been killed. For unknown reason, the aircraft passed below the glide and was 1,100 feet too low at the time of the accident.