Swearingen SA226AT Merlin IV

VH-SWP was operating on a standard company flight plan for the route Bankstown-Tamworth-Armidale-Glen Innes-Inverell and return, and the flight plan indicated the flight would be conducted in accordance with IFR procedures. The classification of the flight was shown as non-scheduled commercial air transport although the aircraft was operating to a company schedule, and departure and flight times for each route segment were indicated on the flight plan. The aircraft departed Bankstown at about 0640 and proceeded as planned to Inverell where the pilot rested until his departure that afternoon for the return journey. The schedule required an Armidale departure at 1721. At 1723 the pilot reported to Sydney Flight Service that he was departing Armidale for Tamworth. The planned time for the flight was 17 minutes. Although the flight-planned altitude for this sector was 6,000 ft, the pilot was unable to climb immediately because a slower aircraft, which had departed Armidale for Tamworth two minutes earlier, was climbing to that altitude. In addition, there was opposite direction traffic at 7,000 ft. The next most suitable altitude was 8,000 ft, but separation from the other two aircraft, which were also IFR, had to be established by the pilot before further climb was possible. The published IFR lowest safe altitude for the route was 5,400 ft. The pilot subsequently elected to remain at 4,500 ft in visual meteorological conditions (VMC) and at 1727 requested an airways clearance from Tamworth Tower. A clearance was issued by ATC to the pilot to track direct to Tamworth at 4,500 ft visually. At about 1732 the pilot requested a descent clearance. He was cleared to make a visual approach with a clearance limit of 5 NM by distance measuring equipment (DME) from Tamworth, and was requested to report at 8 DME from Tamworth. The pilot acknowledged the instructions and reported leaving 4,500 ft on descent. Transmissions from ATC to the pilot less than two minutes later were not answered. The aircraft was not being monitored on radar by ATC, nor was this a requirement. At about 1740, reports were received by the police and ATC of an explosion and possible aircraft accident near the mountain range 8 NM north-east of Tamworth Airport. The aircraft wreckage was discovered at about 2115 by searchers on the mountain range.Soon after the aircraft was reported missing, a search aircraft pilot, who had extensive local flying experience, reported to ATC that the top of the range (where the accident occurred) was obscured by cloud, and that there was very low cloud in the valley nearby.

For unknown reasons, the aircraft completed a gear up landing at Hamilton-Civic Airport. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

On approach to Munich-Riem Airport, the crew encountered poor weather conditions and limited visibility due to low clouds and fog. On final approach, the crew descended below the MDA until the aircraft struck the runway surface. Upon impact, the undercarriage were torn off and the aircraft slid on its belly for about 300 meters before coming to rest. All 14 occupants escapes with minor injuries and the aircraft was damaged beyond repair.

While on an IFR flight plan in IMC, the pilot executed a missed approach after flying a localizer back course 27 approach. During a subsequent ILS runway 09L approach, radio and radar contact with the aircraft were lost. The aircraft wreckage was located on the inbound approach course 1/2 mile east of the Saige locator outer marker. The aircraft was destroyed by impact forces and a post impact fire. The autopsy and medical history of the pilot led to a conclusion that he was incapacitated at the time of impact. The pilots flight time was not reported and his logs were not located. The pilot, sole on board, was killed.

The aircraft was completing flight DX386 from Stauning to Copenhagen. It departed Stauning at 1724LT with 13 passengers and a crew of two on board. During approach to runway 22L at Kastrup Airport, the captain noticed a faint smell of burnt insulation and asked the copilot if he could smell anything "hot". The copilot who could not confirm the smell was asked by the captain to turn the cabin temperature - which was operated in manual mode - towards cold. The captain checked indication and warning systems for generators, batteries, circuit breakers and continued the approach. After a normal approach and landing at 18:07 hours the aircraft was cleared to the parking area via taxiway two and to change frequency to Apron Tower when clear of the runway. After contact with Apron Tower instructions were received for taxi to parking via taxiway two and inner perimeter but one minute later new instructions were received to taxi via runway three zero. While taxiing the left engine was shut down as is normal company procedure and taxiing continued on the right engine. Suddenly the captain noticed a flash outside the aircraft. The captain's first thought was that fire had started in the left engine or in the brakes and he brought the aircraft to a halt to investigate. Very shortly after a flash fire erupted in the left hand cockpit side console aft of and close to the captain's left leg. The crew made no radio transmissions about the fire since all electrical power was immediately turned off, in accordance with emergency procedure, after the aircraft was brought to a stop. The captain shouted towards the cabin: "It is burning, out". The passengers and crew then vacated the aircraft. The accident occurred at or about 18:11 hours on runway 30 during darkness. All 15 occupants escaped uninjured.

Shortly after takeoff from Hat Yai Airport, the crew declared an emergency after one of the engine failed. Cleared to return for an emergency landing, the crew could not make it and the airplane lost speed then crash landed in a field and came to rest, bursting into flames. All eight occupants escaped with minor injuries while the aircraft was destroyed by a post crash fire. The aircraft had the dual registration L6-2/21 and 29-999.

Following an uneventful flight from Windhoek, the twin engine airplane was descending to Waterkloof AFB when it collided with a Bon Air Piper PA-31-350 Navajo Chieftain registered ZS-KTX that was approaching Pretoria-Wonderboom Airport with five people on board. Following the collision, both aircraft entered a dive and crashed between the districts of Laudium and Erasmia, southeast of Pretoria. Both aircraft were destroyed and all 13 occupants were killed.

After takeoff from Sakhon Nakhon Airport, while climbing, the airplane went out of control and crashed in a field near the airport. All five occupants were killed, three pilots and two mechanics.

On approach to Southern Pines-Moore County Airport, the captain informed ground he would complete a visual approach to runway 05. On short final, the airplane struck tree tops and crashed half a mile short of runway threshold. The aircraft was destroyed and both crew members were killed. At the time of the accident, the visibility was limited due to the night, low ceiling, raing and localised patches of fog.