Sweden

The aircraft was originally planned to fly a non-scheduled international flight from Stockholm-Arlanda to Palma de Mallorca. During the take-off run No. 4 engine did not function properly; the take-off was aborted and the aircraft was taxiied back to the apron. Inspection of the engine revealed damage to the compressor. After consultation with the Spantax Operations Department in Madrid, it was decided to ferry the aircraft on three engines to Zurich, where No. 4 engine would be changed. The technical preparation of the aircraft for the ferry flight was supervised by a ground engineer from Spantax. Meanwhile, the flight crew planned the flight. As the ATS briefing office at Arlanda was closed after 2100 hours, the co-pilot phoned the ATS flight plan to Stockholm Control Centre (ACC) . Neither when phoning the flight plan nor at the weather briefing did the crew advise that the flight was a 3-engine ferry flight. However, the Air Traffic Controller (Tower) in some other way had been informed about the nature of the flight. At 2208 hours the crew received a taxi clearance to Runway 08, but as they considered that this runway was too short for a 3-engine take-off , they requested permission to use Runway 19 and this was granted. Another advantage of using Runway 19 was that it made it possible to join the outbound track with minor heading changes. During taxiing the aircraft and the engine anti-icing system were checked according to the checklist. (After checking the engine anti-icing was switched OFF.) At 2221 hours the flight was cleared to take-off, and at 2224 hours the crew reported "Rolling". According to the pilot-in-command,maximum EPR take-off power was set on engines Nos. 1, 2 and 3 with brakes on, then, after having checked the instruments, No. 1 engine was throttled back to 85 per cent and the brakes were released. When the aircraft had rolled for 5-10 seconds the nose wheel skidded to the right and to regain heading he had to retard throttle No. 1 to 80-60 per cent. When back on the centre line he slowly opened the throttle again. Maximum EPR take-off power was set when the aircraft reached a speed of 100 kt. He rotated the aircraft at the calculated speed Vr - 134 kt (27° of flaps) and it became airborne. He retracted the gear when positive climb was indicated. Just after lift off he was blinded by the aircraft landing lights illuminating unexpectedly low clouds over the runway. Initially he kept the speed at V2 (145 kt) and noticed a rate- of-climb of 800 ft/min. He had to apply extremely hard left rudder to centre the turn indicator (ball). He did not observe any bank or turn tendency, but noted that the indicated airspeed (IAS) was not increasing normally and shortly thereafter that the rate-of-climb and speed decreased. The pilot-in-command felt they urgently needed more power, but all happened very quickly and shortly after he had noticed the speed drop the aircraft collided with the terrain. From the time take-off power had been set on the runway the throttle positions were not changed. The co-pilot stated that they had to taxi down the runway to avoid ice patches on the first part of the runway. He could not say how far they taxiied and it was not possible to determine it in any other way. During preparation for take-off he asked the pilot-in-command if they should use 10° flaps, but the decision of the pilot- in-command to uae 27° was not changed. He completed the pre-take-off instrument check and did not notice any abnormal readings. The three gyro horizons indicated no differences. When rolling he kept the control column forward, to increase the friction on the nose wheel, and gave full left aileron. Gradually he decreased the pressure on the column and reduced left aileron deflection. At V1 the pilot-in-command took mr the controls. The co-pilot kept his left hand on the throttles and verified that no changes were made on throttles Nos. 2 and 3 after takeoff power was set, but he noticed that the pilot-in-command had to vary the No. 1 throttle setting several times during the roll. After lift-off when the gear was retracted the co-pilot received a message from the tower giving the take-off time and instruction to change over to STOCKHOLM RADAR on 124.1 MHz. He never acknowledged the message but when leaning forward to select the new frequency he noticed on his horizon a banking to the right of 4 to 60. He also observed the gyro horizon of the pilot-in-command indicating o bank to the right. Zhe speed had dropped to 10 kt belau V2 and he called: "The speed, the speed". Ifc felt no buffeting in the aircraft aud noted no tendency to Dutch roll. Be also stated that he observed a power drop of about 2 per cent below EPR take-off power. Shortly after the first contact with the treetops the banking to the right had increased to 10-lSO and the co-pilot retarded the throttles. The flight and the ground engineers sitting in the cockpit observed nothing abnormal until the crash. None of them observed any indications of power changes on the instruments. No buffeting was felt in the aircraft, neither were any warning signals heard. Whilst in a right bank of 4-6° the aircraft collided with tree-tops approximately 26 m above and 1 060 m from the far end of Runway 19, or about 1 800 m from the point of lift-off, having turned through about 25 degrees from the runway heading. The aircraft came to a final stop approximately 500 m after first contact with the trees on a heading of 240°. The aircraft was destroyed and five occupants were killed while five others were injured.

Shortly after takeoff from Bromma Airport, the airplane encountered difficulties to gain height. It stalled then crashed onto a building located by the airport. The aircraft was destroyed upon impact and both crew members were killed. There were no casualties on the ground.

The crew was completing a local training mission at Stockholm-Arlanda Airport. On takeoff, the instructor reduced power on the left engine to simulate a failure. After rotation, during initial climb, the crew elected to restore the power on the left engine when the airplane banked left, causing the left wing to struck the ground. Out of control, the airplane crashed on the left of the runway and came to rest. All four crew members were uninjured while the aircraft was damaged beyond repair.

The flight NB821, a non-scheduled air transport operation from Stockholm-Arlanda Airport to Gothenburg-Torslanda Airport, took off from Arlanda on 23 December 1967 at 0637 hours GMT. The aircraft was flown in accordance with an approved flight plan. The first approach was discontinued at critical height due to insufficient visual references. During the second approach the pilot-in-command took over the aircraft at a low altitude and landed. A heavy touchdown was made on runway 22 approximately 3,000 feet after the threshold at 0801 hours GMT. The aircraft sustained substantial damage and all 55 occupants were evacuated safely.

The airplane departed Stockholm-Bromma Airport at 1946LT bound for Ängelholm-Helsinborg Airport with intermediate stops at Hultsfred and Halmstad. Due to poor weather en route, the crew was instructed by ATC to fly directly to Ängelholm and continued at an altitude of 12,000 feet. On final approach by night, the aircraft was off course and too low. In a relative flat attitude, the airplane struck the ground with its starboard wing tip and landing gear. Eighty meters further, it collided with the overhead lines of the West Coast Railway Line, knocking off two concrete posts. It continued for another 170 meters, struck again the ground, went upside down and slid for 150 meters before coming to rest. Both pilots and 29 passengers were killed while two other crew members and 10 passengers were injured, some of them seriously. The aircraft was totally destroyed.

Crashed on takeoff from Hemavan-Tärnaby Airport. All six occupants escaped uninjured while the aircraft was written off.

Bounced on landing off Hägernäs and came to rest partially submerged. All four occupants were rescued while the aircraft was damaged beyond repair.

The crew was performing a local training flight out from Norrköping-Kungsängen Airport. In flight, the captain informed ATC that an engine caught fire and obtained the permission for an emergency landing. Following technical issues, the crew was unable to lower the undercarriage and a belly landing was carried out. The airplane slid for several yards and came to rest in flames. All five crew members escaped uninjured while the aircraft was destroyed.

Shortly after takeoff from Västerås Airport, while on a local training flight, the left engine failed and caught fire. The pilot-in-command elected to maintain a safe altitude but as he was unable to feather the propeller, the airplane lost height, past just over a 70,000 volts high voltage power line and eventually crashed in flames in a wooded area. Six occupants were killed while five others were seriously injured. Three days later, one of the survivor died from his injuries.
Source:
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After landing on the Stora Värtan off Hägernäs, the single engine aircraft caught fire, came to a halt and was partially destroyed by fire. There was no injuries. It is believed the engine caught fire following a carburetor issue.