Italy

The twin engine aircraft was performing a charter flight from Frankfurt to Nice, carrying a crew of two and four passengers, among them the German Industrialist Harald Quandt, owner of BMW. While cruising by night over Italy, the airplane went out of control, dove into the ground and crashed in a mountainous area located southwest of Saluzzo, Piedmont. The aircraft was totally destroyed and all six occupants were killed.

The crew was completing a training mission out from Catania when the airplane crashed in unknown circumstances into the Ionian Sea some 32 km east of Catania. Both pilots were killed.

The crew departed Milan in the afternoon on a flight to Cortina d'Ampezzo with an intermediate stop in Venice. Few minutes after takeoff from Venice-Marco Polo Airport, while flying above the Dolomites Mountain Range, the crew encountered foggy conditions. The pilot decided to reduce his altitude in an attempt to establish a visual contact with the ground when, in the Fadalto Valley, the twin engine aircraft struck the slope of Mt Col Visentin (1,763 meters high). The wreckage was found on the Colcanin Hill, north of Vittorio Veneto. Both pilots and two passengers were killed while a third passenger was injured.

The crew was completing a local training mission at Venice-Marco Polo Airport. On approach, the visibility decreased due to foggy conditions and the pilot-in-command continued the descent at a too high speed, causing the airplane to land at an IAS of 100 knots instead of 70 knots as prescribed. Unable to stop within the remaining distance, the airplane overran, lost its undercarriage and plunged into the sea. All three crew members were injured and the aircraft was destroyed as the right wing was torn off.

The single engine aircraft departed Albenga Airport at the end of the afternoon on a return flight to Aosta, carrying seven passengers and the pilot, the Italian politician Corrado Gex. While approaching Castelnuovo di Ceva, weather conditions worsened and the visibility was limited due to low clouds. While cruising at low height, the airplane struck trees and crashed onto a hill, killing all eight occupants.

The aircraft had taken off from Brussels at 0010 hours GMT on 18 February 1966 on a cargo flight to Milan-Malpensa, Italy, to transport 214 calves. The flight was routine until the aircraft arrived over the Saronno VOR/NDB at 0148 hours. It was then cleared by Milan ACC to fly directly to the Malpensa radio beacon with a 6 000 ft "clearance limit" and to contact Malpensa APP directly. The aircraft was duly transferred to this latter unit at 0150 hours. At 0153 hours the aircraft was over NDB Malpensa at 6 000 feet and was cleared by Malpensa APP to carry out a STANDARD/ILS (SIA) approach procedure to runway 35R. The aircraft was also provided with complete meteorological data for Malpensa Airport; runway visibility was given as 250 m. The aircraft left the 6 000 ft level at 0153:20 hours outbound on track 1550 as specified in AIP/ITALY MAP/050/1. At 0157:33 hours the pilot reported on approach inbound (352°) at 4 000 feet. At 0159:49 hours the Malpensa airport PAR controller provided the pilot with the current parameters: distance 7 NM/on track/ on the glide path. At 0200:44 hours the pilot reported 2 000 ft at the outer marker. It was cleared by Malpensa APP to land on runway 35R and instructed to report runway in sight. The ground/air/ground communications log indicates that the approach procedure was being carried out correctly and at 0202:50 hours the radar controller informed the pilot that he was over the approach end of the runway. This was the last contact between the aircraft and the control services. The aircraft had actually carried out a night-time final approach phase procedure in extremely critical visibility conditions because of fog, and in such conditions it had crossed the threshold of runway 35R deviating about 8° to the right in relation to the runway centre line; it then continued alongside the runway for about 2 400 m and struck the top of a group of trees beyond which it crashed to the ground approximately 3 000 m from the runway threshold and 435 m from its centre line. The aircraft caught fire following fuel spillage after impact with the ground. All the occupants were killed and the cargo was destroyed.

The twin engine aircraft departed Naples-Capodichino Airport at 2330LT for a local training mission with a crew of four on board. While flying in the vicinity of Ischia Island, the airplane crashed in unknown circumstances into the Bay of Naples. Two crew members were rescued while two others were killed, Lt Col Guido Meglio, pilot, and Lt Pier Francesco De Angelis.

The aircraft took off from London Airport (Heathrow) at 1627 hours GMT on a scheduled international freight flight to Milan-Linate Airport, Italy, and the flight proceeded normally as far as the boundary of Milan TMA (Monteceneri NDB). Control of the aircraft was transferred to Milan ACC from Zurich ACC at FL 170, and after the first air- ground communication the aircraft was cleared to Linate Airport via Saronno and Linate NDB at 1844: 30 hours GMT. Before reaching Saronno VOR the pilot asked for and was given permission to make a slight diversion to the south-west in order to avoid a considerable thunderstorm formation which, as forecast, arrived over the area of Milan CTR at 1952 hours. At the pilot's request, the ATC cleared the descent with a clearance limit of 6 000 ft, confirming the previous clearance for descent. The pilot confirmed that he had received the clearance and reported that he was south-west of Saronno on a heading of 1800. At 1855 hours, the pilot reported that he was still maintaining a heading of 180° to avoid the thunderstorm area; the estimate for Linate NDB was however 1904-1905 hours. Following this communication, the control at Milan ACC amended the previous descent clearance, limiting it to FL 130 in order to safeguard other air traffic south of the CTR. At 1903 hours, the pilot unexpectedly reported that he was heading for Voghera VOR, without having been cleared for this by Control. After a few seconds he reported that he was over Voghera VOR at FL 130 and asked far further descent clearance which he was not given, in view of the unexpected and unorthodox position reported. He was asked to maintain FL 130 until he reached Linate NDB. At 1909 hours, the pilot reported that he was close to Linate NDB at FL 130-135 in a severe thunderstorm. After 30 seconds he reported his position over Linate NDB with certainty and was therefore cleared to descend to holding pattern down to 6 000 ft. At 1911 hours, Approach control gave clearance for the descent to be continued down to 2 000 f t, the minimum safe altitude over Linate NDB. At 1917 hours the pilot, speaking in a slightly agitated manner and sometimes with words which were incomprehensible, said repeatedly that he was not in fast certain of his actual position in relation to Linate NDB, that he was aligned with Linate ILS but that ha was not able to establish his exact position in relation to the radio beacon, the Latter being subject to considerable interference from the heavy electrical discharges due to the thunderstorm. The pilot also stated that he could not hear the ILS Outer Marker. At 1919 hours, the pilot confirmed his uncertainty regarding his position and asked to maintain 4 000 ft for another holding pattern; he was again given the QFE and at 1922 hours reported that he had come down to 2 000 ft, that he was inbound and that he would call over the Outer Marker. After he had been given the clearance, there were no further communications and no reply to the repeated calls from Milan Approach Control. It was subsequently found that the aircraft, which was aligned with the ILS localizer, struck the top of a hill at an altitude of 675 m, 35 NM from the threshold of runway 36, between 1923 and 1925 hours. A crew member was injured while the second was killed.

Flight 800 was a scheduled international flight from Rome, Italy to Athens, Greece. It departed the parking area at 1300 hours GMT with the copilot at the controls and the take-off run on runway 25 started at 1307 hours. The aircraft bad reached a speed above 80 kt when the pilot-in-command noticed that the No. 4 engine pressure ratio gauge was reading 1 (zero thrust) and, immediately thereafter, the amber light indicating thrust reversal of No. 2 engine came on. Since the speed was still below V1 for the weights and runway conditions, he decided to abort take-off and took over the controls to carry out the required manoeuvre. The tower was advised of this decision when the aircraft had reached a point 800 to 900 m after the threshold. The aircraft started to decelerate but at a much slower rate than expected, and at the same time veered strongly to the right with the result that the right landing gear was grazing the runway edge. Reverse thrust on the two right engines was reduced in an attempt to bring the aircraft back to the centre Line. The aircraft continued travelling beyond the declared runway limit and struck with No. 4 engine a pavement roller which was being used for maintenance work on taxiway 16/34 in an authorized area. After travelling a further 260 m, the aircraft came to a stop with fire on board. After a series of explosions, it was engulfed in flames and completely destroyed. The accident occurred at 1309 hours GMT. Five crew members and 44 passengers were killed, 24 others occupants were injured, some of them seriously.

The aircraft was involved in an aerial photography mission between Rome and Palermo, carrying two photographers and a pilot. While flying along the shore, one of the engine failed. The pilot decided to ditch the aircraft off Marina di Fuscaldo. While all three occupants were quickly rescued by the crew of a boat, the aircraft sank and was lost.