São Tomé

On 29th July, 2017 at about 0905hrs, an Antonov aircraft Model AN-74TK-100, flight CVK7087, registration UR-CKC, owned by SWIFT SOLUTION FZC and operated by CAVOK Airlines LLC was departing Sao Tome International Airport to Kotoka International Airport, Accra, for positioning with six crew on board. The flight was on an Instrument Flight Rule (IFR) flight plan and Visual Meteorological Conditions prevailed. The aircraft exited runway 29 during a rejected take off. The Flight Navigator sustained an injury and the aircraft was destroyed. On 28th July, 2017 at 0225hrs the aircraft arrived Sao Tome International Airport from Stavanger (Norway), via Luxemburg and Ghardaia (Algeria) as a Cargo flight. On 29th July, 2017 at about 0800hrs, the crew of CVK 7087 comprising the Captain, the First Officer, the Flight Engineer, the Flight Navigator and 2 Maintenance Engineers arrived the airport and commenced the flight preparation; pre-flight inspection, determination of weight and balance, computation of performance and take-off speeds. The crew received flight briefing/weather information and refuelled the aircraft with an uplift of 5,700kg. At 0850hrs, the crew requested engine start-up clearance from Sao Tome Tower and it was approved. After completing the engine start procedures, engine parameter indications on both engines were normal. Appropriate checklist was completed and taxi clearance was requested by the crew. Sao Tome Tower initially cleared CVK 7087 to taxi on runway (RWY) 11 as favoured by the prevailing wind. However, the crew requested RWY 29 for departure. This request was approved by the Tower and the aircraft re-cleared to taxi to RWY 29 for departure. Sao Tome Tower did not provide the flight crew with the information about possible presence of birds at the aerodrome, in particular, on the runway. At 0905hrs, the aircraft began the take-off roll. The First Officer was the Pilot Flying (PF) while the Captain was the Pilot Monitoring (PM). The engines and systems parameters were reported to be normal. According to the Captain, "In the first half of the take-off run from the runway, from five to six eagles got off the ground of the runway and flew dangerously close to the aircraft". He then requested the Flight Engineer to check if the flood lights were ON and to monitor the engine parameters. The crew asserted that they observed a rising and narrowing runway as the aircarft accelerated to a speed of 180 km/hr. They stated further: "At a speed of 180 km/hr, ahead, a flock of eagles, which were not seen before this moment began to get off the ground from the runway." The Captain took control of the aircraft and decided, after assessing the situation within 4 seconds that the best option for the crew was to discontinue the take-off. At that moment, the crew heard a bang, which they suggested could be a bird strike. This was followed by aural and visual indications on the annunciator panel such as “Left Engine Failure”, “Dangerous Vibration”, and “Take-off is prohibited” and the Captain immediately initiated a rejected take-off and instructed the Flight Engineer to deploy thrust reversers. The rejected takeoff was initiated about 5 seconds after sighting the birds, at a speed of 220km/h. According to the Captain, his decision was necessitated by the consideration of losing multiple engines due to bird strike if the take-off continued. The Captain said he pressed the brake pedals completely immediately after initiating the rejected take-off, subsequently he assessed the braking action as not effective and he used the emergency braking at a speed of about 130 km/h. On realizing that the aircraft would not stop within the remaining available runway length (about 272.3m) coupled with the presence of a ravine at the end, the captain intentionally veered to the right in order to extend the runway stopping distance and also avoid the ravine. The aircraft exited the runway at a speed of approximately 76 km/h. As the aircraft’s speed decayed to 60 km/h and just before the aircraft exited the runway, the Captain instructed the Flight Engineer to close the fuel emergency shutoff cock. The aircraft travelled a distance of about 95m from the exit point before plunging into the ravine. In the process, the forward fuselage separated from the bulkhead located immediately after the cockpit section. The aircraft came to rest at a location with coordinates: N002° 2' 51'' and E006° 42' 07''. The accident occurred in daylight at about 0905hrs.

The aircraft was planned to fly from Lanseria airport (FALA) in Republic of South Africa to Bamako airport (GABS) in Mali with a stopover in Ondangwa airport (FYOA) in Namibia, São Tomé International airport (FPST) in São Tomé and Príncipe and Accra airport (DGAA) in Ghana, with a rough estimating time of approximately 15hrs flying, not including the ground time at airports of stopover. The aircraft had been in Lanseria airport (FALA) in Republic of South Africa (RSA) for maintenance check (including but not limited to engine work and interior refurbishing). Prior to the planned flight, the aircraft underwent flight check for 45 minutes after completed planned maintenance on Saturday, April 6th, flown by the Captain and another SAS company pilot. The aircraft departed FALA to FYOA for its first stop over whose flight time was 03:35h. The planned departure from FYOA was delayed due to trouble in starting the right engine. The aircraft took off at 1021hrs contrary to planned 0830hrs. For the second leg of the flight, the aircraft departed FYOA to FPST with filed flight plan of 05 hours and 20 minutes (flight time) having FYOA as alternate. Leaving the Namibian airspace the pilot only contacted Luanda ATC and São Tomé Tower as destination, and at no time did he contact Brazzaville or Libreville for any further clearance within Brazzaville FIR: It is important to emphasize that on that day, the west coast of Africa in the vicinity of Gulf of Guinea had widespread moderate to severe thunderstorm activity with lighting and heavy rain. When initiating descent to São Tomé from FL 200 to 4000 feet as instructed by São Tomé ATC, the pilot was advised that weather was gradually deteriorating at airport vicinity. At 1610hrs the pilot had last transmission with Control Tower informing them about his position which was 9 nm inbound to São Tomé VOR at 4000 feet and also informed the ATC that he was encountering heavy rain. Having lost contact with aircraft at 1613hrs, the São Tomé ATC tried several times to contact the airplane by VHF118.9, 127.5, 121.5 and HF 8903 without success. Facing this situation the ATC sent messages to FIRs of Brazzaville and Accra and Libreville Control as well, some airlines flying within São Tomean an adjacent airspace were contacted for any information but all responses were negative. A Search and Rescue operation started on 7 April 2013 the same day the accident occurred and was conducted on the sea and on the island; no trace of aircraft or its debris, pilot or any cargo were found. The search was terminated on 20 April at 1730hrs.

The pilot, sole on board, was completing a delivery flight from South Africa to the US via Luanda and São Tomé. Upon landing at São Tomé Airport, the left main gear collapsed. The aircraft slid on its belly for few dozen metres and came to rest. The pilot was uninjured.

The airplane was completing a special flight from Lagos to São Tomé, carrying a Nigerian delegation comprising Government officials, Army officers and journalists. En route, the crew encountered poor weather conditions. While cruising in thunderstorm activity, the airplane went out of control, entered a dive and crashed into the sea (Gulf of Guinea) few km off Forcados. None of the 30 occupants survived the crash.

After touchdown at São Tomé Airport, the four engine airplane was unable to stop within the remaining distance, overran and came to rest. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

The crew was performing a cargo flight from Faro to Uli with an intermediate stop in São Tomé with ammunition on board. While overflying Morocco by night, the crew encountered engine problems and informed ATC they want to divert to the nearest airport. The aircraft lost altitude then struck the slope of Mt Tibhirine located near the Mt Toubkal, south of Oukaïmeden, in the Atlas range. All SAR operations were suspended after few days as no trace of the aircraft nor the crew was found. In July 1970, the debris were located on the top of the mountain, at an altitude of 3,900 meters. All eight occupants were killed and the aircraft was totally destroyed by impact forces.

On final approach to Uli Airstrip, the four engine aircraft was too low, struck trees and crashed in a wooded area located few km short of runway threshold. The aircraft was destroyed and all five crew members were killed. They were completing a humanitarian mission on behalf of the International committee of the Red Cross.

The crew was completing a cargo flight from São Tomé to Uli on behalf of Caritas. On final approach, the airplane crashed in unknown circumstances few km short of runway and was destroyed. All four occupants were killed. It is believed that one of the engine was inoperative at the time of the accident for unknown reason.

The airplane was completing a flight from Luanda to Lisbon with an intermediate stop at São Tomé. After takeoff, while climbing in heavy rain falls, the airplane stalled and crashed few km from the airfield. All four crew members and 19 passengers (all civilians) were killed while 14 other occupants were injured. It is believed the aircraft was overloaded at the time of the accident.

While approaching Las Palmas-Gando Airport on a flight from São Tomé, the four engine aircraft crashed into the sea few km off shore. The crew fate remains unknown.