Charter/Taxi (Non Scheduled Revenue Flight)

The twin engine aircraft departed Linz-Hörsching Airport on a taxi flight to Stuttgart with five passengers and two pilots on board. During the takeoff roll on runway 27, at a speed of 105 knots, the crew started the rotation. Immediately after liftoff, the aircraft adopted a high nose attitude with an excessive angle of attack. It rolled to the left, causing the left gear door and the left propeller to struck the runway surface, followed shortly later by the right propeller. After the speed dropped, the aircraft stalled and crash landed on the runway. It slid for few dozen metres and came to rest 2,752 metres past the runway threshold. All seven occupants were evacuated, one passenger suffered serious injuries. The aircraft was damaged beyond repair.

The aircraft departed Hassi R'Mel-Tilrhempt Airport at 2030LT on a 15-minutes charter flight to Ghardaïa, carrying three crew members and two employees of the Sonatrach (Société Nationale pour le Transport et la Commercialisation d’Hydrocarbures). At 2044LT, the crew was cleared for a right hand circuit in preparation for an approach to runway 30. At that moment a Boeing 727 inbound from Djanet was on long finals. The copilot stated that he intended to carry out an NDB/ILS approach to runway 30. The captain however preferred a visual approach. The copilot carried out the captain's course and descent instructions with hesitation. At 2057LT, the EGPWS alarm sounded. Power was added and a climb was initiated from a lowest altitude of 240 feet above ground level. The captain then took over control and assumed the role of Pilot Flying. The airplane manoeuvred south of the airport until 2101LT when the copilot saw the runway. The captain rolled left to -57° and pitched down to -18.9° in order to steer the airplane towards the runway. Again the EGPWS sounded but the descent continued until the airplane impacted the ground and broke up. All five occupants were injured and the aircraft was destroyed. A day later, the copilot died from his injuries.

During the takeoff roll on runway 29, the aircraft did not accelerate as expected. The captain decided to abort the takeoff procedure but the aircraft could not be stopped within the remaining distance. It overran and collided with trees located 100 meters further. A crew member was injured and the aircraft was damaged beyond repair.

Following a night takeoff from runway 22R at Sharm el Sheikh-Ophira Airport, the plane climbed and maneuvered for a procedural left turn to intercept the 306 radial from the Sharm el Sheikh VOR station. When the autopilot was engaged the captain made an exclamation and the autopilot was immediately switched off again. The captain then requested Heading Select to be engaged. The plane then began to bank to the right. The copilot then warned the captain a few times about the fact that the bank angle was increasing. At a bank angle of 40° to the right the captain stated "OK come out". The ailerons returned briefly to neutral before additional aileron movements commanded an increase in the right bank. The aircraft had reached a maximum altitude of 5,460 feet with a 50° bank when the copilot stated 'overbank'. Repeating himself as the bank angle kept increasing. The maximum bank angle recorded was 111° right. Pitch attitude at that time was 43° nose down and altitude was 3,470 feet. The observer on the flight deck, a trainee copilot, called 'retard power, retard power, retard power'. Both throttles were moved to idle and the airplane gently seemed to recover from the nose-down, right bank attitude. Speed however increased, causing an overspeed warning. At 04:45 the airplane struck the surface of the water in a 24° right bank, 24° nose-down, at a speed of 416 kts and with a 3,9 G load. The aircraft disintegrated on impact and debris sank by a depth of 900 metres. All 148 occupants were killed, among them 133 French citizens, one Moroccan, one Japanese and 13 Egyptian (all crew members, among them six who should disembark at Cairo). Weather at the time of accident was good with excellent visibility, outside temperature of 17° C and light wind. On January 17, the FDR was found at a depth of 1,020 metres and the CVR was found a day later at a depth of 1,050 metres.

At approximately 0900 eastern standard time (EST), the pilot arrived at the airstrip and prepared the ski-equipped de Havilland DHC–3 (Otter) aircraft (registration C–GOFF, serial number 65) for the morning flight. This Otter was equipped with a turbine engine. Two passengers, with enough supplies for an extended period of time, including a snowmobile and camping gear, were to be flown to a remote location. The pilot loaded the aircraft and waited for the weather to improve. At approximately 1200 EST, the pilot and passengers boarded the aircraft and took off in an easterly direction. The aircraft got airborne near the departure end of the airstrip, and, shortly after take-off, the right wing struck a number of small bushes and the top of a birch tree. The aircraft descended and struck the frozen lake surface, approximately 70 feet below the airfield elevation in a steep, nose-down, right-wing-low attitude. When it came to rest, the aircraft was inverted and partially submerged, with only the aft section of the fuselage remaining above the ice. All of the occupants were wearing lap belts. The pilot and front seat passenger received fatal injuries. The rear seat passenger survived the impact and evacuated the aircraft with some difficulty due to leg injuries. The following morning, about 22 hours after the accident, a local air operator searching for the missing aircraft located and rescued the surviving passenger.

During an on-demand air taxi flight, the airline transport certificated pilot was preparing to land an amphibious float-equipped airplane near a cabin that was located on the shore of a coastal bay. A 10 to 15 knot wind was blowing from the bay toward the land, and the pilot decided to approach over land. As the airplane descended over a small creek bed, adjacent to a hill, the airplane encountered a downdraft, and descended rapidly. The left wing collided with alder trees which spun the airplane 180 degrees. The right wing and float assembly were torn off the airplane. The closest official weather observation station, located 30 miles away, was reporting calm wind.

The turbojet airplane was destroyed during a forced landing and post accident fire after a loss of power in both engines during takeoff climb. The pilot reported that both engines operated
normally during taxi and pre-takeoff checks. He reported that, "We rotated positive rate gear up, V2 plus 30 flaps up, and at that point we struck birds taking No. 2 engine out. Upon losing No. 2 engine I advanced thrust levers forward and realized that the No. 1 engine was only producing approximately 70% RPM with EGT over read line." He executed a forced landing to a field and the crew and passengers evacuated the burning airplane. The copilot reported, "At approximately 500 to 1,000 ft. above ground level, I observed a large flock of birds straight ahead of us, and then passing just off our nose to the left side. I immediately heard an engine flameout. As I started to go to the checklist for single engine operations, I quickly realized that we were loosing airspeed and unable to maintain altitude. The PIC said we were going down and heading for the best emergency-landing stop." The Cockpit Voice Recorder (CVR) recorded the pilot stating, "We hit a bird," and the copilot stating, "Yep," immediately following the CVR recording a "sound similar to decrease in engine RPM." The inspection of the airplane's fuel system, pneumatic system, engines, fuel controls and fuel pumps revealed no pre-impact anomaly. No physical evidence of bird ingestion was found in either engine. A CVR sound spectrum plot and a flight profile analysis revealed that one engine flamed out almost immediately after the sound of a "thump" on the CVR. The other engine's speed decreased and experienced stalls until the engine speed was reduced to flight idle. The original engine certification tests indicated that compressor stalls occurred when a 2-4 ounce starling was shot ingested into the engine, but physical damage from bird ingestion was very slight due to the all steel construction and geometry of the engine. Engine flameouts, however, were not recorded during the certification tests. A wildlife specialist conducted a bird count at the accident airport two days after the accident occurred, and he reported counting a flock of about 800 European Starlings.

One minute after takeoff from Georgetown-Ogle Airport runway 24, the pilot declared an emergency after an engine failed. He elected to return for an emergency landing but eventually attempted to land in a sugarcane field when the aircraft crashed near the airport. Five people were seriously injured while two others were killed.

Following technical problems, the crew was forced to attempt an emergency landing. The aircraft crash landed and came to rest, bursting into flames. There were no casualties.

The PA-31-310, registration C-FARL, serial number 31306, operated by Les Ailes de Gaspé Inc., with one pilot and two passengers on board, was on a visual flight rules flight from Îles-de-la-Madeleine, Quebec to Gaspé, Quebec. While en route to Gaspé, the pilot was informed about weather conditions at his destination, which were a ceiling at 500 feet and visibility of ¾ mile in fog. The pilot requested clearance for an instrument approach, which he received at approximately 1857 eastern daylight time. A few seconds later the pilot switched on the aerodrome lights with his microphone button. That was the last radio transmission received from the aircraft. When the aircraft did not arrive at its destination, emergency procedures were initiated to find it. The wreckage was found the next day at 1028 eastern daylight time on a hilltop 1.2 nautical miles (nm) north-east of the airport. The aircraft was destroyed, but did not catch fire. The three occupants were fatally injured.