Cargo

After takeoff from Phnom Penh-Pochentong Airport, while climbing, the crew reported technical problems and elected to return. After being cleared, the captain reduced his altitude but realizing he could not make it, he attempted an emergency landing in a rice paddy field located about 25 km west of Phnom Penh. The aircraft crash landed and came to rest, broken in several pieces. All five crew members were rescued, one of them was injured.

After takeoff from Kinshasa-N'Djili Airport, while climbing, the right engine failed. The aircraft stalled, hit tree tops and crashed onto several houses located in Kingasani neighbourhood. A crew member survived while 21 other occupants and at least 28 people on ground were killed. The Ministry of Transport was sacked after the accident due to inability to reform all aviation problem existing in DRC. The present accident is the worst occurring in DRC since 8 January 1996 when an Antonov AN-32 crashed also in Kinshasa, killing 237 people.

The four engine aircraft departed Kisangani Airport on a cargo flight to Goma, carrying 7 crew members and a load consisting of minerals. As the aircraft failed to arrive in Goma, SAR operations were initiated but eventually abandoned a week later. In November 2012, the debris of an Antonov AN-12 were found by the team of the TL2 Project, a team led by Dr. Terese Hart, in a dense wooded area about 210 km south of Kisangani.

The airplane's right engine experienced a complete loss of power immediately after takeoff and the airplane began to slow. The airplane reached an altitude of approximately 91 feet above ground level and then entered an uncontrolled descent consistent with the onset of a velocity minimum control (VMC) roll to the right. No evidence of any preimpact failures or malfunctions with either the engine or airframe was discovered, and evidence at the scene indicated that the landing gear had been retracted and the right engine propeller feathered. Examination of the cockpit revealed the right engine fuel selector was positioned between the "60 GAL RIGHT AUX" detent and the "RIGHT ENG OFF" detent. Examination of the fuel system between the selector and the right engine indicated that it was in this position prior to impact. Also, placards next to the fuel selectors stated, "WARNING POSITION SELECTORS IN DETENTS ONLY. NO FUEL FLOW TO ENGINES BETWEEN DETENTS." The pilot loaded the majority of the cargo and performed the weight and balance calculations. Examination of the fuselage revealed that all six cargo bins were full. The investigation also discovered that the furthest aft bin contained 265 pounds of cargo even though placarded for a maximum of 75 pounds. All other bins were loaded considerably below their maximum weight limits. Weight and balance calculations revealed the information listed on the weight and balance form produced by the pilot was erroneous and that the actual center of gravity (CG) of the airplane was rear of the aft CG limit, which would have created instability in the handling characteristics of the airplane, especially after a loss of engine power. In addition, the aft-of-limit CG would have increased the airspeed needed to prevent the airplane from entering a VMC roll. Performance calculations indicate that with the right engine having lost power immediately after takeoff, the airplane would most likely not have been able to continue the departure on one operating engine.

The four engine aircraft departed Kisangani on a cargo flight to Bukavu with an intermediate stop in Goma, carrying 3 passengers, 5 crew members and a load consisting of 18 tons of palm oil. After landing, the aircraft was unable to stop within the remaining distance and overran. While contacting petrified lava, it lost its undercarriage and came to rest, bursting into flames. The aircraft was totally destroyed and all 8 occupants were killed. It was reported that the certificate of airworthiness expired last March and was not renewed since.

The pilot stated that he was on a repositioning flight to Tampa, Florida. He was cruising at 11,000 feet msl when, with no warning or spool down time, the engine failed. The engine indications instantly went to zero. The pilot declared an emergency to the air traffic controller and was advised that the nearest airport was 29 miles away. He maneuvered the airplane toward the airport and went through the engine failure procedures. The attempts to restart the engine were unsuccessful. The pilot configured the airplane for best glide speed. After gliding for 22 miles, the airplane's altitude was about 300 feet msl. The pilot slowed the airplane to just above stall speed before impacting small pine trees pulling back on the yoke and stalling the airplane into the trees. The engine was examined at Pratt and Whitney of Canada, with Transportation Safety Board of Canada oversight. The engine compressor turbine blades were fractured at varying heights from the roots to approximately half of the span. Materials analysis determined the blade fractures to display impact damage and overheating. The primary cause of the blade fractures could not be determined. There were no other pre-impact anomalies or operational dysfunction observed to any of the engine components examined. Impact damage to the blade airfoils precluded determination of the original fracture mechanism.

The aircraft completed a cargo flight from Villavicencio to Mitú, carrying four crew members and a load consisting of fuel drums. After all fuel drums were offloaded by ground crew, the pilot contacted the fire brigade because fuel leaked on the cabin floor and around the aircraft. Airport firefighters approached to attend the event but were not allowed the use or foam or water due to electrical and electronic equipment that could be affected by the liquid. After starting the APU and the right engine for the flight back to Villavicencio, an explosion occurred. The crew shut down the engines and evacuated the aircraft. Firefighters were unable to extinguish the rapidly developing fire and the aircraft was totally destroyed.

The aircraft departed Kongolo on a cargo flight to Goma with 12 passengers, a crew of 3 and a load consisting of 9 tons of cassiterite on board. Ten minutes after takeoff, the crew informed ATC about engine problem and decided to return to Kongolo. On approach, the aircraft stalled, collided with trees and crashed in a wooded area located 3 km short of runway. A young boy aged two survived while 14 other occupants were killed. Not sure if the image here above refers to this accident.

The aircraft departed Moscow-Domodedovo Airport on a cargo flight to Komsomolsk-on-Amur with intermediate stops in Omsk and Bratsk, carrying seven crew members and a load of 9,043 kilos of various equipments for the Gagarin Aircraft Manufacturing Plant in Komsomolsk. The aircraft took off from Domodedovo Airport runway 32C at 0415LT. While climbing at a height of about 70-75 metres and a speed of 295 km/h, the aircraft collided with a flock of birds that struck both engines n°3 and 4. Almost simultaneously, both right engines stopped and their respective propeller autofeathered. The aircraft lost speed, rolled to the right to an angle of 45° then entered an uncontrolled descent before crashing a wooded area located 4 km from the airport, bursting into flames. The aircraft was totally destroyed and all 7 occupants were killed.

Shortly after takeoff from Dire Dawa-Aba Tenna Dejazmach Yilma Airport, while climbing to an altitude of 3,500 feet, one of the engine failed. The captain decided to return for an emergency landing but the aircraft crashed in a desert area located near Shinile, about 5 km north of Dire Dawa Airport. Upon impact, the aircraft broke in three. A passenger was killed while 8 other occupants were injured. The aircraft was completing a cargo flight to Djibouti City on behalf of Djibouti Airlines, carrying a load of 6 tons of qat.