Vickers Viscount

Upon landing, the nose gear collapsed. The airplane skidded for about 500 yards before coming to rest in flames. All 59 occupants were evacuated safely while the aircraft was destroyed by a post crash fire.

The Viscount was taxiing along the runway after landing when a hydraulic system pressure loss occurred. Wheel brakes and nosewheel steering were inoperative and the plane left the runway, rolling down an area of downslope. Because of the hydraulic system pressure loss an attempt by the pilot to raise the gear, failed. The aircraft came to rest against the control tower. Investigation revealed a fractured pipe line and faulty operation of a non-return valve intended to conserve pressure if there were a pressure loss in the main hydraulic system.
Source:
https://aviation-safety.net/database/record.php?id=19600105-0

While approaching Rio de Janeiro-Galeão Airport in good weather conditions, the Viscount collided with a Brazilian Air Force Fokker T-21 (S.11) registered 0742. Its pilot was completing a local training flight when the collision occurred about 4 km south of the airfield. While the pilot of the trainer plane was able to eject and was later recovered uninjured, his aircraft crashed in Joaquim de Queiroz street. Out of control, the Viscount dove into the ground and crashed in the Peçanha Póvoas street, in the district of Ramos. Several houses were destroyed and all 32 occupants on board the Viscount were killed as well as 10 people on the ground.

The Viscount was being used for a semi-annual flight crew check involving a simulated two engines out emergency landing. The aircraft was approaching Ciampino runway 16R with engines number 3 and 4 out when it suddenly went into a right bank, some 400 meters short of the runway threshold. The Viscount struck the ground with the right wingtip, crashed and burned. Both pilots were killed.

On approach to Toronto-Malton Airport, the crew encountered poor weather conditions with thunderstorm activity and heavy rain falls. The aircraft descended below the glide until it struck the ground. On impact, then undercarriage and the engines were sheared and the airplane slid for several yards before coming to rest 3,400 feet short of runway threshold. All 38 occupants were evacuated, ten of them were injured. The aircraft was destroyed.

The aircraft took off from Karachi at 14:30 GMT for a training flight. The aircraft returned to Karachi at 16:39 and took off again at 16:48 for further training. At 17:07 the crew were cleared to land. The aircraft (probably carrying out an ILS approach) was not properly lined up with the runway, so a go around was carried out. On the second time, the Viscount was seen flying very low over the runway with the engines no. 3 and 4 inoperative. During the overshoot, the Viscount yawed almost 90° to starboard, causing the right wing to strike a blast pen wall. The aircraft then crashed in flames. Two crew members were killed while the third occupants was injured. Christened 'City of Dacca', the airplane had been delivered just 5 months prior to the accident.

After touchdown on a wet runway due to monsoon, the airplane skidded, veered off runway and lost successively its undercarriage and its right wing before coming to rest in a drainage ditch. All 43 occupants were evacuated safely while the aircraft was written off. Brand new, it was delivered four month ago.

Flight 75 taxied away from the terminal at 1520, 20 minutes late. The last-minute delay occurred when Captain Paddack found an error in the aircraft gross weight computation and questioned the weight for the existing runway restriction. At 1455 the flight radioed for runway temperature. The senior operations agent came aboard and he and the captain rechecked the computations to make sure the weight was correct and below maximum allowable for the runway length, the existing surface wind, and temperature. The problem was satisfied and it was determined that the gross weight was 60,507 pounds, 103 pounds less than the maximum allowable of 60,610 pounds. During taxi Flight 75 was issued an instrument clearance according to an instrument flight rules flight plan filed earlier. At 1529 a no takeoff from runway 22 was observed. Executing the clearance, Flight 75 made numerous radio communications in the New York area and proceeded uneventfully to its assigned cruising altitude. 14,000 feet, and onto the assigned airway Victor 3. Regular position reports were made as the flight progressed. At 1602 Flight 75 contacted the Washington Center. It reported that it was over Westchester on the hour, 1600, at 14,000, estimating Westminster at 1617, with Herndon next. In the same message it advised, ". . . ah, we've got a pretty good string of thunderstorms along that course . . . ah, if we could stay in the clear and stay a little bit south of Westminster, is that O. K. with you?" The center controller replied "Capital 75, that'll be all right and report passing Westminster." The flight acknowledged. At 1610 the flight advised, "Ah, Washington Center, this is Capital 75, we've reduced to one seven zero knots account rough air." This was the last message from the flight on the center recorders and the last which could be determined as having been made. The aircraft entered a near vertical dive, partially disintegrated at an altitude between 3,000 and 7,000 feet and eventually crash in Chase, two miles northeast of Martin Airport. The aircraft was totally destroyed and all 31 occupants were killed.

Shortly after takeoff from runway 29 at Managua-Las Mercedes Airport, while in initial climb, the aircraft banked left and crashed in flames in a field located 2,4 km from the airport. The aircraft was destroyed by impact forces and a post crash fire and 15 people were killed, among them two crew members. Four occupants survived the crash.

The aircraft was on a special flight from Ankara to London via Rome with Adnan Menderes the Prime Minister of Turkey and a party of Turkish Government officials on board. The aircraft left Rome at 13:02. TC-SEV called London Airways at 15:56 after passing Abbeville and was cleared by ATC to the Epsom Radio Range station, the holding point for London Airport. Because of poor visibility at destination London (Heathrow) Airport, the London Airport Commandant decided to inform the Turkish captain that he should divert to Gatwick. At 16:21 hrs the aircraft reported over the Epsom range and was given diversion instructions. At 16:27 it left Epsom for Mayfield, the holding point for Gatwick, where it was informed by Gatwick Approach Control that it would be positioned by radar for an ILS approach to runway 09. The latest weather report for Gatwick was given as wind calm, visibility 1.1 nm, mist, cloud 3 oktas at 600 feet, QFE 1036 mb. Over the Mayfield NDB at 4,000 feet the flight was instructed to steer a course of 280 and to descend to 2,000 feet. This was acknowledged. A further descent clearance was given to 1500 feet. The aircraft overshot the centre line slightly as it turned on to the ILS approach path. At 5nm from touchdown, the aircraft affirmed that it could continue on the ILS. TC-SEV was then asked to change to tower frequency and this request was acknowledged. This was the last communication with the aircraft. At a position of some 5 km from the runway threshold and 550 feet to the north of the approach path centre line, the aircraft contacted tops of trees 390 feet amsl at the edge of Jordan's Wood. The aircraft began to disintegrate as it descended through the trees at an angle of about 6 degrees from the horizontal until the wheels made contact with the ground. After rising again slightly the main part of the wreckage came to rest about 100 yards further on and then caught fire. The Prime Minister Adnan Menderes survived the accident with nine other people while 14 other occupants were killed, among them five crew members.