Cargo

The cargo flight collided with mountainous terrain in controlled flight while executing an instrument approach procedure. Two pilots were aboard; the company's training and check captain/pilot-in-command in the right seat, and a newly hired commercial pilot in left seat, who was in training for captain The flight had been cleared for the VOR or GPS-B approach via the 7 DME arc. According to the approach plate, the transition to the approach is via a DME arc at 9,000 feet with no procedure turn. The flight is to track inbound on the 127 degree radial, descending down to, but no lower than, 7,700 feet to the initial approach fix (IAF). After crossing the IAF, the flight is to turn to 097 degrees for 10 nautical miles and descend to 6,900 feet. The remainder of the 1.5 nautical miles to the runway is to be flown under visual conditions. Documentation of the accident site indicated that the aircraft collided with trees and subsequently the mountainous terrain on a heading of approximately 127 degrees and about 6,900 feet mean sea level. The initial impact point was located approximately nine nautical miles on a magnetic bearing of 130 degrees from the IAF. Documentation of the horizontal situation indicator (HSI) on the left side instrument panel indicated that the course arrow was positioned to approximately 127 degrees, the inbound heading to the IAF. The copilot (right side) course arrow was positioned to 115 degrees. The location of the wreckage and the 127 degree heading on the HSI indicate that the pilots failed to follow the approach procedure and turn to a heading of 097 degrees after crossing the IAF. Instrument meteorological conditions were reported in the area consisting of icing conditions, heavy snow fall, with poor visibility and mountain obscuration. No pre-impact mechanical malfunctions or failures were identified.

The aircraft departed from its home base at Vancouver, British Columbia, with two crew members on board. The aircraft was being repositioned to Powell River (a 30-minute flight) to commence a freight collection route. On arriving at Powell River, the crew joined the circuit straight-in to a right downwind for a visual approach to Runway 09. A weather system was passing through the area at the same time and the actual local winds were shifting from light southwesterly to gusty conditions (11 to 37 knots) from the northwest. The aircraft was lower and faster than normal during final approach, and it was not aligned with the runway. The crew completed an overshoot and set up for a second approach to the same runway. On the second approach, at about 1639 Pacific standard time, the aircraft touched down at least halfway down the wet runway and began to hydroplane. At some point after the touchdown, engine power was added in an unsuccessful attempt to abort the landing and carry out an overshoot. The aircraft overran the end of the runway and crashed into an unprepared area within the airport property. The pilot-in-command suffered serious injuries and the first officer was fatally injured. A local resident called 911 and reported the accident shortly after it occurred. The pilot-in-command was attended by paramedics and eventually removed from the wreckage with the assistance of local firefighters. The aircraft was destroyed, but there was no fire. The ELT (emergency locator transmitter) was automatically activated, but the signal was weak and was not detected by the search and rescue satellite.

The single engine aircraft departed Tshikapa on a flight to Kamonya with five passengers, one pilot and a load of various goods on board. Few minutes after takeoff, the pilot encountered technical difficulties and elected to return. The aircraft crashed near Lubanimanga, about 35 km from Tshikapa. All six occupants were seriously injured and the aircraft was destroyed by a post crash fire.

While in cruise flight at 16,000 feet, the pilot requested from ATC and was cleared to make a 360-degree turn to the left. Shortly after this, the pilot requested a 360-degree turn to the right. The pilot then requested radar vectors to the closest airport and was given this. ATC asked the pilot if he had an emergency and the pilot reported he had an asymmetric fuel condition. The pilot then asked for a lower altitude and was cleared by ATC to 4,000 feet. About a minute later the pilot transmitted "Mayday" six times and shortly after this radar and radio contact with the flight was lost. Recorded radar data showed that at 1803:13 the accident airplane was proceeding on a southerly heading at 16,100 feet mean sea level (MSL). At 1803:53 the airplane turned left to a southeasterly heading. At 1804:13 the airplane turned right returning to its original southerly heading. At 1805:14 the accident airplane turned to the right on a southwesterly heading, and maintained that heading until 1809:04 at which time the airplane turned due west and was at an altitude of 15,400 feet. The last radar contact was at 1810:06 at an altitude of 13,800 feet. The airplane wreckage was located due north from this last recorded radar contact. Witnesses observed the airplane descend in a near vertical attitude, collide with the ground, and then explode. Components from all areas of the aircraft structure and flight control surfaces were located at the crash site along with components from both engines and propellers. Impact and post crash fire damage precluded the examination of the airplanes fuel system and components.

On February 7, 2006, about 2359 eastern standard time, United Parcel Service Company flight 1307, a McDonnell Douglas DC-8-71F, N748UP, landed at its destination airport, Philadelphia International Airport, Philadelphia, Pennsylvania, after a cargo smoke indication in the cockpit. The captain, first officer, and flight engineer evacuated the airplane after landing. The flight crewmembers sustained minor injuries, and the airplane and most of the cargo were destroyed by fire after landing. The scheduled cargo flight was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Night visual conditions prevailed at the time of the accident.

The aircraft was performing a cargo flight from Goma to Mbuji-Mayi with a crew of 4 and a cargo consisting of fuel drums. The aircraft landed hard, causing both wings to break down. The undercarriage partially collapsed then the aircraft skidded for about 500 metres before coming to rest on the left side of the runway. A fire erupted in the rear of the cabin and the aircraft was destroyed.

The Buffalo Airways Limited Douglas C-54G-DC (DC-4), registration C-GXKN, serial number 36090, departed from Norman Wells, Northwest Territories, at 1749 mountain standard time for a visual flight rules flight to Yellowknife, Northwest Territories, with a crew of four and 2000 pounds of cargo. While climbing through an altitude of approximately 3500 feet above sea level, the crew experienced a failure of the number 2 engine and a nacelle fire. The crew carried out the Engine Fire Checklist, which included discharging the fire bottles and feathering the number 2 propeller. The fire continued unabated. During this period, an uncommanded feathering of the number 1 propeller and an uncommanded extension of the main landing gear occurred. The crew planned for an emergency off-field landing, but during the descent to the landing area, the fuel selector was turned off as part of the Engine Securing Checklist, and the fire self-extinguished. A decision was made to return to the Norman Wells Airport where a successful two-engine landing was completed at 1804 mountain standard time. The aircraft sustained substantial fire damage, but there were no injuries to the four crew members on board.

The pilot stated that during takeoff, "after becoming airborne, the airplane quit accelerating and a positive climb rate was not established." He pushed the power lever all the way forward, but did not feel a response from the airplane. Witnesses reported that the airplane became airborne, but failed to gain altitude and struck an antenna array and a fence off the departure end of the runway. The airplane continued across a slough, struck an embankment and came to rest about 900 feet from the departure end of the runway on a golf course located adjacent to the airport. Examination of the airplane revealed no pre-mishap airframe anomalies. Examination of the engine revealed that the compressor and power turbines displayed moderate circular rubbing damage to the blades suggesting engine operation at impact, likely in the low to mid power range. Examination of the airframe and engine revealed no anomalies that would have prevented the engine from producing power prior to impact. The reason for the partial loss of engine power was not determined.

At 1834 Pacific standard time, the Nav Air Charter Inc. Mitsubishi MU-2B-36 aircraft (registration C-FTWO, serial number 672) took off from Runway 15 at the Terrace Airport for a courier flight to Vancouver, British Columbia. The left engine lost power shortly after take-off. The aircraft descended, with a slight left bank, into trees and crashed about 1600 feet east of the departure end of Runway 15 on a heading of 072° magnetic. The aircraft was destroyed by the impact and a post-crash fire, and the two pilots were fatally injured.

The pilot had flown the airplane the day before the accident and after landing on the morning of the accident; she ordered fuel for the airplane. While exiting the airplane another pilot informed her that he had heard a "popping noise" coming from one of the engines. The pilot of the accident airplane elected to taxi to a run up area to conduct an engine run up. The fuel truck arrived at the run up area and the pilot elected not to refuel the airplane at that time and continued the run up. No anomalies were noted during the run up and the airplane was taxied back to the ramp and parked. The pilot arrived back at the airport later on the day of the accident and did not re-order fuel for the airplane nor did she recall checking the fuel tanks during the preflight inspection of the airplane. The pilot departed and was in cruise flight when she noticed the fuel light on the annunciator panel flickering. The pilot checked the fuel gauges and observed less than 100 pounds of fuel per-side indicated. The pilot declared low fuel with Columbia Approach Control controllers and requested to divert to the nearest airport, Orangeburg Municipal. The controller cleared the pilot for a visual approach to the airport and as she turned the airplane for final, the left engine lost power followed by the right engine. The pilot made a forced landing into the trees about 1/4 mile from the approach end of runway 36. The pilot exited the airplane and telephoned 911 emergency operators on her cell phone. The pilot stated she did not experience any mechanical problems with the airplane before the accident. Examination of the airplane by an FAA inspector revealed the fuel tanks were not ruptured and no fuel was present in the fuel tanks.