Charter/Taxi (Non Scheduled Revenue Flight)

The single engine aircraft departed Voronezh at 2117LT on a special flight to Moscow-Domodedovo Airport with 6 pax and 2 pilots on board, ETA Moscow 2240LT. While approaching Stupino and descending to Domodedovo Airport by night, the crew encountered poor weather conditions with snow falls, poor visibility, icing conditions and turbulences. Passing Stupino at an altitude of 1,500 metres, the aircraft pitched up in an angle of 9° and at a speed of 102 knots, it nosed down 40° then entered an uncontrolled descent until it crashed at a speed of 226 knots in a wooded area located in Staroye, about 10 km from Stupino. The aircraft was destroyed by impact forces and a post crash fire and all 8 occupants were killed.

The aircraft was performing a charter flight from Belize City to the private airstrip of Privacion desserving Blancaneaux Lodge with two US citizens in honeymoon and one pilot on board. At 1016LT, the pilot reported over La Democracia and all on board seems to be ok. While descending to Privacion Aerodrome, weather conditions deteriorated when the twin engine aircraft crashed in a wooded area located about 5 km from the destination. The wreckage was found at the end of the day in a mountainous terrain. Weather conditions deteriorated due to the tropical storm Gamma approaching Belize. All three occupants were killed.

The twin-engine airplane was destroyed by impact with terrain about 2.5 miles northeast of the airport while returning to the airport with an engine problem. A witness reported that the FAR Part 135 on-demand passenger flight had been scheduled for a 0900 departure, but because the flight had not been confirmed, a pilot was not scheduled to fly the flight. The accident pilot arrived at the airport about 1005. A witness reported that the pilot was not in the office for more than two minutes when he "grabbed the status book," walked straight to the airplane, and boarded. A lineman serviced both engines at 0930 with oil, but failed to put the dipstick back in the right engine oil filler tube. Witnesses reported that they did not see the pilot perform a preflight. The pilot was unaware that the dipstick was left on the right wing of the airplane. The pilot taxied the airplane forward about 5 feet and abruptly stopped and shut down both engines. The pilot got out of the airplane. The lineman reported that he approached the pilot and asked what was wrong. The lineman reported that the pilot closed the oil flap door on the right engine, and said that the oil flap door had been left open. The pilot restarted the engines and departed about 1008. About three minutes after takeoff, the pilot informed departure control that he needed to return to the airport due to an oil leak. The pilot reported over the Unicom radio frequency that he was returning because he was having trouble with the right engine. Radar track data indicated that about 1013, the airplane's position was about 1.5 miles directly north of the airport about 1,800 feet msl, heading south at 126 knots calibrated airspeed (CAS). The airplane continued to fly south directly to the airport. The radar track data indicated that instead of landing on runway 18, the airplane flew over the airport, paralleling runway 18. About 1014, the airplane's position was over the airport at an altitude of about 1,460 feet msl (550 feet above ground level), heading south at about 97 knots CAS. The airplane continued to fly south past the airport, entered a left turn, and turned back to the north. The last radar return was recorded about 1016. The airplane's position was approximately 1.5 miles east of the approach end of runway 18 at an altitude of about 1,116 feet msl (344 feet agl), heading north at about 99 knots CAS. The impact site was located about 2.5 miles north of the last radar return. A witness, located about 1/4 mile from the accident site, observed the airplane flying "really low." He reported, "The motor on the plane wasn't cutting out or sputtering." Another witness reported, "The plane lifted up over power lines then went across a field about 50 to 80 ft off ground." The airplane impacted a harvested cornfield in a Page 2 of 11 CHI06FA026 steep nose-down attitude, and traveled 45 feet before stopping. The inspection of the airplane revealed that the landing gear was down, flaps were found in a 20-degree down position, and neither propeller was feathered. The post accident inspection of the airplane's engines and airframe revealed no preexisting anomalies that could be associated with a pre-impact condition.

The aircraft departed Kisangani on a flight to Bunia, carrying 96 soldiers and four crew members on behalf of the Congolese Army Forces. Upon landing at Aru Airstrip, the right main gear collapsed and the aircraft veered to the left and came to rest on the left side of the runway. Two soldiers were killed while walking into the still running propellers. Eleven people were injured.

On 19 September 2005, the type F-Swearingen SA227-AC aircraft with registration PH-DYM was scheduled to make a charter flight from Rotterdam Airport to Birmingham Airport. Seventeen passengers and two cockpit crew members were on board. The planned departure time was 07.30 hours. The aircraft taxied to the beginning of runway 24 and lined up for take-off. During line-up, the speed levers for the engines were moved from taxi position to flight position. The nose wheel steering fault indicator lit up and the first officer, who was steering the aircraft, responded by saying that he had no nose wheel steering. The captain informed the first officer that he had forgotten to press the switch on the throttles, which activates the nose wheel steering system. The first officer then confirmed that he had nose wheel steering. With the engines in the low RPM range (taxi position, up to 70% of maximum RPM), the pilot can steer the aircraft using the rudder pedals while taxing. When the engines are operated in the high RPM selection (flight position, between 70% and 100% of the maximum RPM), the switch on the throttles, which activates the nose wheel steering system, must be pressed in during the first part of the take-off roll in order to be able to operate the nose wheel with the rudder pedal. At a speed around 50 knots, the switch which activates the nose wheel steering system is released. The aerodynamic forces of on the rudder are then sufficient to take over the steering from the nose wheel. Once take-off clearance was given by air traffic control, the first officer engaged power and started the take-off roll. He stated that once the nose wheel operating switch had been released, the aircraft almost immediately began moving towards the left hand side of the runway. He tried to use the brakes and the directional rudder, to return the aircraft to the centre of the runway. The aircraft had a speed of between 50 and 60 knots at that point. The crew rejected the take-off but could not prevent the aircraft ending up alongside the runway, on the left hand side. The captain stated that various forces influence the directional control of an aircraft during the take-off, such as wind, propeller wash, increasing air speed, etc. These forces necessitate steering corrections during the take-off. Only when the nose wheel steering system was disengaged the captain realized something was wrong. The grass area alongside the runway is lower than the runway and the ground was soft. The left landing gear sank in the soft ground first and, as a result, the aircraft decelerated heavily and the left landing gear broke off almost immediately. The tip of the left wing struck the ground. This caused a ground loop effect and turned the aircraft further left. As a consequence the right landing gear and the nose gear also broke off. Once the aircraft had come to a standstill, the captain switched off all onboard systems and cut off the fuel supply to the engines. Simultaneously, the first officer was given the task of evacuating the passengers. The passengers were calm and left the aircraft without problems via the left hand door at the front of the aircraft. A moment later, the airport fire service arrived at the location of the accident. One of the passengers was taken to hospital for a check-up; he was able to leave hospital the same morning. There was severe damage despite the relatively slow speed at which the aircraft left the runway.

Few minutes after takeoff from San Juan de Manapiare, while flying in marginal weather conditions, the single engine aircraft impacted a rocky face of Mt Morrocoy located about 8 km west of San Juan de Manapiare. The aircraft was totally destroyed by impact forces and all four occupants were killed.

After landing on runway 15 (2,207 metres long) at Rome-Ciampino Airport, the aircraft was unable to stop within the remaining distance. It overran, collided with the localizer antenna and came to rest. While the aircraft was considered as damaged beyond repair, all five occupants escaped uninjured. It was raining at the time of the accident and the runway was wet.

Shortly after takeoff from Bogotá-Guaymaral Airport runway 10, while in initial climb, the crew initiated a left turn in accordance with procedures. The copilot contacted ATC and declared an emergency following technical problems. The crew was immediately cleared to land at his discretion when the aircraft entered an uncontrolled descent and crashed in a prairie located 600 metres from the runway 28 threshold. The aircraft was totally destroyed and all eight occupants were killed.

The pilot accompanied by five passengers took off from Manzengwenya Aerodrome on a chartered flight to Virginia Aerodrome, (FAVG). The pilot reported that although it was drizzling, visibility was good. He reported his position to the FAVG Air Traffic Controller and requested joining instructions to FAVG. The ATC cleared the pilot to land on Runway 05. When he was on short finals, the tower noticed that the aircraft was drifting away from the runway centerline and called the pilot. The pilot stated that he is experiencing an engine problems and he is initiating a go around. The aircraft turned out to the left and away from the runway centerline, and the pilot allowed the aircraft to continue flying over the nearby “M4” highway and then towards a residential area. The aircraft then impacted the roof of a private residential property, (house) with its left wing first and the nose section. It came to rest in a tail high and inverted position. Although the wreckage was still fairly intact, both the aircraft and the residential property were extensively damaged. The aircraft’s left wing failed outboard of the engine on impact. The nose of the aircraft as well as the cabin instrumentation area was crushed towards the front seated passengers. Both main wing spars, the nose wheel, the engine mounts, the propellers, and the fuselage were also damaged. The aircraft had a valid Certificate of Airworthiness which was issued on 17 September 2004 with an expiry date of 16 September 2005. The last Mandatory Periodic Inspection was certified on 03 September 2004 at 7594.2 airframe hours and he aircraft had accumulated a further 75.8 hours since the last MPI was certified. The aircraft was recovered to an Approved AMO for further investigation. Both flight and engine controls were found satisfactory. Ground run test were conducted with both engines still installed to the aircraft, and both engines performed satisfactorily during these performance tests. The Aircraft Maintenance Organisation was audited in the last two years and the last audit was on 01 July 2005.

The MD-82 arrived at Panama City-Tocumen after a flight from Medellín-José María Córdova Airport (MDE). The plane was then prepared to carry out a flight to the Caribbean island of Martinique. Flight WCW 708 departed Panama City at about 06:00 UTC and climbed to its cruising altitude of FL310. This altitude was reached at about 06:25 UTC. Sixteen minutes later the airplane began a normal climb to FL330. At 06:49 the speed began to steadily decrease from Mach 0.76. The horizontal stabilizer moved from about 2 units nose up to about 4 units nose up during this deceleration. At 06:51 UTC the crew reported at FL330 over the SIDOS waypoint, over the Colombian/Venezuelan border, and requested a direct course to the ONGAL waypoint. The controller instructed the crew to continue on the present heading and to await further clearance direct to ONGAL. The flight crew meanwhile discussed weather concerns that included possible icing conditions and the possible need to turn on engine and airfoil anti-ice. At 06:57 UTC the flight crew requested permission to descend to FL310, which was approved. The autopilot was disconnected and the airplane started to descend. As the airplane descended past about FL315, the airspeed continued to decrease and the engine EPR decreased to about flight idle. Two minutes later a further descent to FL290 was requested, but the controller at Maiquetía did not understand that this was a request from flight 708 and asked who was calling. Flight 708 responded and immediately requested descent to FL240. The controller inquired about the state of the aircraft, to which they responded that both engines had flamed out. The controller then cleared the flight to descent at pilot's discretion. In the meantime, the altitude alert warning had activated, followed by the stick shaker and the aural stall warning alert. The airspeed had reached a minimum of about 150 indicated air speed (IAS) knots at about FL250. The crew reported descending through FL140 and reported that they were not able to control the airplane. The aircraft descended at 7,000 ft/min, and finally crashed in a swampy area. The aircraft disintegrated on impact and all 160 occupants were killed. Debris were found on an area of 205 metres long and 110 metres wide. The entire descent from FL330 had taken approximately 3 minutes and 30 seconds.