Afghanistan

The airplane departed U-Tapao Airport, Thailand, in the early morning, on an ambulance flight to Moscow-Zhukovsky Airport. Chartered by Gazpromavia, it was carrying four passengers and two crew members. A first fuel stop was made in Gaya, Bihar, and a second fuel stop was scheduled in Tashkent. After three hours and 45 minutes into the flight, while cruising at FL380 over the Afghan mountains, the crew declared an emergency and elected to divert to Kulob, southeast Tajikistan. Few minutes later, one of the engine failed, followed shortly later by the second one. In such conditions, the crew attempted an emergency landing when the airplane crashed on the slope of Mt Topkhana located in the province of Badakhshan, bursting into flames. Four people were rescued and two passengers were killed.

On 27 January 2020, at approximately 1309 hours local time (L), an E-11A, tail number (T/N) 11-9358, was destroyed after touching down in a field in Ghanzi Province, Afghanistan (AFG) following a catastrophic left engine failure. The mishap crew (MC) were deployed and assigned to the 430th Expeditionary Electronic Combat Squadron (EECS), Kandahar Airfield (KAF), AFG. The MC consisted of mishap pilot 1 (MP1) and mishap pilot 2 (MP2). The mission was both a Mission Qualification Training – 3 (MQT-3) sortie for MP2 and a combat sortie for the MC, flown in support of Operation FREEDOM’S SENTINEL. MP1 and MP2 were fatally injured as a result of the accident, and the Mishap Aircraft (MA) was destroyed. At 1105L, the MA departed KAF. The mission proceeded uneventfully until the left engine catastrophically failed one hour and 45 minutes into the flight (1250:52L). Specifically, a fan blade broke free causing the left engine to shutdown. The MC improperly assessed that the operable right engine had failed and initiated shutdown of the right engine leading to a dual engine out emergency. Subsequently, the MC attempted to fly the MA back to KAF, approximately 230 nautical miles (NM) away. Unfortunately, the MC were unable to get either engine airstarted to provide any usable thrust. This resulted in the MA unable to glide the distance remaining to KAF. With few options remaining, the MC maneuvered the MA towards Forward Operating Base (FOB) Sharana, but did not have the altitude and airspeed to glide the remaining distance. The MC unsuccessfully attempted landing in a field approximately 21 NM short of FOB Sharana.

On 10 December 2016, JAV Boeing 737-400 Aircraft, registration JY-JAQ, operating a leased scheduled passenger flight SFW 502, on behalf of SAFI Airways under wet lease contract with the later call sign, departed a domestic flight from Herat Airport (OAHR), at 07:00 Z from RWY 36 to Kabul International Airport (OAKB) Afghanistan. At approximately 07:57:45 Z, the Aircraft touched down RWY 29 at Kabul. The aircraft departed Herat with 164 passengers ,07 Operating Crewmembers and 02 Engineers , Total on board were 173 person. As the flight approached OAKB, the crew received the automatic terminal information service (ATIS) from OAKB station at 07:45 Z indicating normal weather with visibility of 6 Km, temperature 07 degrees Celsius and wind of 150/07. The Aircraft was configured for landing with the flaps set to 30, and approach speed selected of 152 knots (VREF + 10) indicated airspeed (IAS). The Aircraft was cleared to approach ILS 29. The Aircraft was vectored by the radar for RWY 29. Air traffic control cleared the flight to land, with the wind reported to be 190 degrees at 15 knots. The crew stated that a few seconds after the touchdown, they felt the aircraft vibrating, during which they applied brakes and deployed the reverse thrust. The vibration was followed by the aircraft rolling slightly low to the right. It later came to a full stop left of the runway centre line, resting on its left main landing gear and the right engine, with the nose landing gear in the air. The occurrence occurred at approximately 3,806 ft / 1,160 m past the threshold. The PIC declared Emergency to the ATC and the cockpit crew initiated an evacuation command from the left side of the aircraft. Evacuation was successfully accomplished with No reported injuries. Kabul airport RFF reached the occurrence aircraft and observed the smoke coming from right side and immediately deployed their procedures by spraying foam on engine # 2. The aircraft sustained substantial damage due to the separation of the right main gear resulting on the aircraft skidding on the right engine cowlings. No injuries were sustained by any of the occupants during the occurrence or the evacuation sequence. Operating crew of the incident flight were called by the Afghani Civil Aviation Authority (ACAA) for interview and medical examination (alcohol and drugs, blood test). No injuries were reported by the occupants of the Aircraft or the ground crew.

On May 18, 2016 the crew of An-12B 4K-AZ25 aircraft operated by Silk Way Airlines including the Captain, First Officer, navigator, flight mechanic, flight radio operator and loadmaster was planned to fly via route Baku (Azerbaijan) - Bagram (Afghanistan) - Dwyer (Afghanistan) - Mary (Turkmenistan) - Baku. There were also two maintenance mechanics and an engineer on board the a/c. The preliminary training of the crew was conducted on 29.12.2015 by the Chief Navigator of Silk Way Airlines. The pre-flight briefing was conducted on 18.05.2016 by a captain-instructor and a navigator-instructor. The following has been determined so far. According to the information available at the moment the flight to Dwyer aerodrome was conducted in an acceptable way. At 09:11:27 the crew started up the engines at Dwyer aerodrome, Engine #2 was the last to be started up at 09:47:37. Before the takeoff the Captain distributed the duties within the crew, nominating the FO as the PF, and himself as PM. After the engine startup the crew initiated taxiing to perform takeoff with heading 229°. The concrete RWY of Dwyer aerodrome is measured 2439 m by 37 m. The a/c TOW and CG were within the AFM limitations. In the course of the takeoff, at 09:57:56 the flight mechanic reported an increase in MGT of Engine #3 above the acceptable level: "Engine #3, look, engine temperature over six hundred, over seven hundred", which was confirmed by the FO: "Yes, it's getting temperature" while the Captain asked to be more attentive. According to the crew reports the takeoff was performed with Flaps 15. As the checklist was being read, the Captain ordered to lock the propellers. After the Captain's order to lock the propellers a slight increase in torque-measuring device values was recorded on Engine #1 and #4, and in 17 seconds also Engine #2, which indirectly implies that propellers #1, #2 and #4 were at stops. There is no evidence that propeller of Engine #3 was locked. At 09:59:42 the crew initiated the takeoff. Before the takeoff the ATC advised the crew on the wind direction and speed on the RWY: 280° 14 knots (7 m/sec) gusting 26 knots (13 m/sec). Thus it was quartering headwind and the headwind component might have been 5 to 9 m/sec. While performing takeoff the crew first increased thrust on Engines #1 and #4 and then on Engine #2 after 10 seconds. The thrust of the three engines was about 50 kg/sq.cm as per torque indicator (lower than takeoff mode). The third engine was still operating in the ground idle mode, though the CVR did not record any crew callouts concerning Engine #3 operation parameters. Based on the CCTV system of Dwyer aerodrome the takeoff roll was initiated almost from the RWY threshold and was conducted to the left of the RWY centerline. No significant deviations from the takeoff course during the takeoff roll were recorded. During the takeoff roll the rudder was deflected left close to extreme. Probably the pilots were also applying differential control on Engine #2 to decrease the right torque moment. At 10:00:14 at approximately 120 km/h IAS the "Engine #3 negative thrust" signal was started to be recorded and was recorded on up to the end of the record. At that time the a/c was about 430 m away from the start of the takeoff roll. At 10:00:42 Engines #1 and #4 thrust was increased up to 63 kg/sq.cm as per torque indicator (consistent with takeoff mode for the actual flight conditions). At that time the IAS was about 150 km/h Engine #2 thrust was increased up to the same value only 23 seconds later at about 200 km/h IAS. At that time the a/c was about 840 m away from the RWY end. Engine #3 was still operating in ground idle mode. Approximately 260 m before the RWY end at a speed of 220 km/h IAS (maximum speed reached) the FDR recorded the start of nose up input on the control column. The a/c did not lift off After rolling all along the RWY the a/c overran the RWY onto the ground at a speed of 220 km/h While moving on the ground the aircraft sustained significant damage, which led to post-crash fire that destroyed most of the aircraft structures. Out of the nine persons on board seven were killed and two were seriously injured and taken to hospital.

Few minutes after takeoff from Bamyan Airport, the single engine crashed on the top of a rocky mountain. Both pilots were killed while five passengers were injured. The aircraft was destroyed. The aircraft was repatriating the body of a deceased soldier when the accident occurred.

On 2 October 2015, at approximately 0016LT, the airplane crashed after takeoff from runway 31 at Jalalabad Airfield, on the second scheduled leg of a contingency airlift mission. The mishap aircraft was assigned to the 455th Air Expeditionary Wing at Bagram Airfield, Afghanistan. The mishap crew (MC) was from the 774th Expeditionary Airlift Squadron. The MC consisted of the mishap pilot (MP), the mishap copilot (MCP), and two mishap loadmasters. Also on board were two fly-away security team (FAST) members and five contractors travelling as passengers. Upon impact, all eleven individuals onboard the aircraft died instantly. The aircraft struck a guard tower manned by three Afghan Special Reaction Force (ASRF) members, whom also died. The MA and cargo load were destroyed, and a perimeter wall and guard tower were damaged.

The aircraft was completing a geophysical mission on behalf of Xcalibur Airborne Geophysics, with two pilots on board. En route, the crew encountered an unexpected situation and attempted an emergency landing. The aircraft crash landed in a rocky terrain, lost its undercarriage and came to rest. Both occupants escaped uninjured and the aircraft was damaged beyond repair.

Upon touchdown at Kabul Airport runway 29, the right main gear collapsed, causing the right engine nacelle to struck the runway surface. The aircraft slid for few dozen metres before coming to rest. All occupants evacuated safely and the aircraft was damaged beyond repair.

The crew was conducting a daily supply mission to Herat for the troops stationed in the area. For undetermined reason, the four engine aircraft landed hard and the right main gear sank on touchdown and went through the wheels bay. The airplane went out of control and veered off runway to the right before coming to rest. All four occupants were uninjured while the aircraft was damaged beyond repair. The exact cause of the heavy landing remains unknown.

Following an uneventful flight from New Delhi-Indira Gandhi Airport, the crew was cleared for an ILS approach to Kabul Airport Runway 29. On short final, the aircraft entered an area of heavy rain falls. The crew continued the approach and the aircraft landed after the touchdown zone. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage, collided with the ILS antenna and slid for 285 metres before coming to rest. All 132 occupants evacuated safely and the aircraft was damaged beyond repair.