Charter/Taxi (Non Scheduled Revenue Flight)

The airplane collided with obstructions following a loss of power in one engine during a missed approach. Following the collision sequence the airplane came to rest upright about 500 feet from the approach end of the runway and was destroyed in a post-impact ground fire. The pilot told a responding sheriff's deputy and a Federal Aviation Administration (FAA) inspector that he made the ILS approach to land and initiated a missed approach. When he added power, the left engine sputtered and the airplane veered to the left. He activated the fuel boost pump, but the airplane contacted obstructions and crashed. The responding sheriff's deputy also observed the accident. He heard an engine of an airplane making unusual sounds. The engine "seemed to get quiet and then revved higher as if to climb." He looked in the direction of the sound and saw a series of blue flashes and then an orange fireball. The deputy reported that there was a dense fog in the area at the time. At the time of the accident, the airport's weather conditions were reported as 100 feet overcast and 1/4-mile visibility in fog. The landing minimums for the ILS approach are 200 feet and 1/2-mile. According to the operator's records, when the airplane departed from Ukiah, its gross takeoff weight was about 5,909 pounds. The pilot operating handbook (POH) for the airplane lists the following items in the single engine go around checklist: 1) Throttle full forward; 2) wing flaps up; 3) when positive climb rate achieved, gear up; 4) ensure the inoperative engine is feathered. For a gross weight of 5,900 pounds, and the existing atmospheric conditions, the single engine climb performance chart shows an expected positive rate of climb of 500 feet per minute if the airplane was configured correctly. The chart also lists the following subtractions from that performance for the listed condition: 1) -400 fpm for wind milling inoperative engine; 2) -350 feet for landing gear down; 3) -200 fpm for flaps extended to 15 degrees. Examination of the wreckage disclosed that neither engine's propeller was feathered, the landing gear was down and the flaps were extended to 10 degrees. Without the airplane configured correctly for the single engine missed approach, the net climb performance would be a negative 400 feet per minute. There were no discrepancies noted with the airframe examination. The engine examination revealed no mechanical anomalies with either engine that would have precluded normal operation. 14 CFR 135.224 states that a pilot cannot initiate an approach if the weather conditions are below landing minimums if the approach is started outside of the final approach fix. The pilot can continue the landing if they are already established on the approach and the airport goes below landing minimums. According to the operator's FAA approved operating specifications, the operator had not been approved for lower than standard landing minimums.

Shortly after takeoff, about 300 feet agl, the engine lost all power. The pilot activated the electric fuel pump, and moved the fuel selector several times. However, the engine did not regain power, and the pilot performed a forced landing into trees. After the accident, the pilot stated to a police officer that he might have departed with the fuel selector positioned to an empty tank. The pilot subsequently stated that both fuel gauges indicated "1/4" full, and he could not remember which tank was selected during the takeoff. Additionally, a passenger stated that he did not smell or observe fuel when he exited the airplane. The passenger added that in the past, the pilot had exhausted one fuel tank, then switched to the other tank and the engine re-started. Examination of the wreckage by an FAA inspector revealed that fuel selector was positioned to the right tank. The right fuel tank contained some fuel, and left fuel tank had ruptured. Following the accident, a successful engine test-run was performed.

During the takeoff roll at Yacuiba Airport, at V2 speed, the right engine lost power. The captain decided to continue the takeoff procedure. During initial climb, decision was taken to return for an emergency landing and the crew shut down the right engine and feathered its propeller. After touchdown on runway 20, the aircraft was unable to stop within the remaining distance, overran, lost its nose gear and collided with bushes and small trees, coming to rest about 50 metres past the runway end. All 21 occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft overran the runway and came to rest in a parking lot, while landing at Herrera International Airport, Santo Domingo, Dominican Republic, while on a 14 CFR Part 91 positioning flight. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The airplane received substantial damage and the airline transport-rated pilot, copilot, and two passengers received minor injuries. The flight originated from Las Americas International Airport, Santo Domingo, Dominican Republic, the same day, about 1810. The pilot stated they made a normal approach and landing on runway 19 at Herrera International Airport. Once on the ground they activated lift dump spoilers, but the system failed. They were unable to stop the airplane on the remaining runway. The airplane came to a stop, inverted beyond a street that is at the end of the runway.

The pilot was carrying out an IFR flight from Chambery in France to Dunkeswell Aerodrome using Exeter Airport as his diversion. Before departure from Chambery he had checked the weather conditions at Exeter and other airfields in its vicinity from the available TAFs and METARs covering the period of the flight and he was satisfied that conditions were suitable. He had also contacted a friend who was also a commercial pilot at about 1530 hrs. This friend lived near Dunkeswell Aerodrome and had estimated the cloud base to be approximately 1,500 feet. The aircraft departed Chambery at 1605 hrs and, apart from some airframe icing on departure, it had an uneventful transit at FL270. Approaching the south coast of England, the aircraft was descended to FL60 and it left controlled airspace at Southampton in good VMC with the lights along the south coast clearly visible. The weather at Exeter at 1720 hrs was: surface wind 130°/08 kt, varying between 110° and 170°; visibility 6,000 metres; cloud SCT 005, BKN 012; temperature +9° C; dew point +8° C and QNH 1011 mb. With approximately 50 miles to run to his destination, the pilot attempted to contact Dunkeswell Radio but received no reply so he assumed the airfield had closed for the night. The lights of Dunkeswell village and the industrial site at the north-eastern edge of the aerodrome were visible but they had a milky appearance as if shining through scattered mist pockets. The aircraft was descended to 2,600 feet on the Exeter QNH and the main altimeter was set to the Dunkeswell QFE by subtracting 31 mb from the Exeter QNH to allow for the Dunkeswell elevation of 850 feet. The pilot was utilising two GPS navigation systems programmed to provide him with centreline information for Runway 23 on a CDI (Course Deviation Indicator) scale of 0.3 nm for full deflection. Whilst there was no runway lighting at Dunkeswell, the pilot had placed white reflective panels on the right edge of Runway 23. When illuminated by the aircraft landing light, these panels would show the right hand edge of the runway and also indicate the touchdown zone of the runway. The panels measured 18 cm by 9.5 cm and were mounted vertically on low, black plastic supports. The threshold for Runway 23 is displaced 290 metres from the road which runs along the northern aerodrome boundary and the first reflector was 220 metres beyond the displaced threshold. The reflectors had been positioned over a distance of 460 metres with the distances between them varying between 15 and 49 metres. The white centreline markings would also have been visible in the landing light once the aircraft was low enough. The end of the 46 metre wide runway was 280 metres from the last reflector. The pilot had carried out night approaches and landings to Runway 23 at Dunkeswell using similar visual references on many previous occasions. The pilot identified the lights of the industrial site earlier than he expected at six miles whilst maintaining 2,600 feet on the Exeter QNH. He cancelled his radar service from Exeter, which had also provided him with ranges and bearings from Dunkeswell, and made blind transmissions regarding his position and intentions on the Dunkeswell Radio frequency. Having commenced his final approach, the pilot noticed there was scattered cloud in the vicinity of the approach path. At about 2.5 nm from the runway threshold and approximately 800 feet agl, the pilot noticed a mist pocket ahead of the aircraft and so he decided to initiate a go-around and divert to Exeter. At that point the aircraft was configured with the second stage of flap lowered, the landing gear down and the airspeed reducing through 135 kt with all three aircraft landing lights selected ON. The pilot increased power and commenced a climb but he became visual with the runway once more and so he reduced power and resumed the approach. A high rate of descent developed and the radio altimeters automatic 50 feet audio warning sounded. The pilot started to increase engine power but he was too late to prevent the severe impact with terrain that followed almost immediately. The aircrafts wings were torn off as it passed between two trees and the fuselage continued across a grass field, remaining upright until it came to a stop. The passenger vacated the aircraft immediately through the normal exit in the passenger cabin and then returned to assist the pilot. Having turned off the aircraft's electrical and fuel systems the pilot also left the aircraft through the normal exit. There was a leak from the oxygen system, which had been disrupted in the accident and the pilot was unable to remove the fire extinguisher from its stowage due to the deformation of the airframe. He contacted Exeter ATC using his mobile telephone to inform them of the accident and they initiated the response of the emergency services.

The aircraft departed Kharkiv Airport on a charter flight to Isfahan, Iran, with an intermediate stop in Trabzon, carrying 38 passengers and six crew members. All the occupants were engineers working for Antonov and flying to Isfahan to conduct test flights on the first Iran-140, a prototype built under licence by HESA Company. While descending to Isfahan Airport by night and marginal weather conditions, the aircraft struck the slope of a mountain located 30 km from the airport. The aircraft was totally destroyed and all 44 occupants were killed.

The single engine airplane departed Palma de Mallorca-Son Bonet Airport at 1146LT on a flight to Sabadell with two passengers and one pilot on board. After takeoff, the pilot was instructed by ATC to proceed to the north. Seven minutes after its departure, while flying in reduced visibility due to rain falls, the aircraft struck a rocky wall located on Mt Mola de Montserra (600 metres high) located near the village of Bunyola, about 20 km north of the airport. The aircraft disintegrated on impact and all three occupants were killed. At the time of the accident, the ceiling was at 5,000 feet with a visibility of 8 km and rain. The mountain was shrouded in cloud and thick fog.

While descending to Hahn Airport, the pilot encountered marginal weather conditions with limited visibility due to clouds down to 500 feet. On approach, the twin engine aircraft collided with trees and crashed about 11 km from the runway 03 threshold. The aircraft was destroyed and both occupants were killed.

After takeoff from Musiara Airport, during initial climb, the crew raised the landing gear and flaps. About 45 seconds after liftoff, the left engine failed. The crew elected to restart it but without success and decided to divert to Olkiombo Airport located 18 km from their position. On approach to runway 09, the aircraft stalled and crashed in an open field. The copilot was killed while 19 other occupants were injured, some seriously. The aircraft was destroyed.

The aircraft was completing a charter flight from Asmara to Antalya with intermediate stops in Port Sudan and Hurghada, carrying helicopter crews back in Russia. On approach to Antalya by night, the crew was informed about the poor weather conditions at destination with thunderstorm activity, visibility limited to two km, wind from 220 gusting at 35 knots. ATC advised the crew to maintain heading and to initiate a go-around in case they would not establish a visual contact with the runway. On short final, the left engine struck a 10 metres high electric pole. The aircraft lost height and crashed on a road located 1,325 metres short of runway and 550 metres to the left of its extended centerline. All 27 occupants were rescued, among them eight were injured. The aircraft was destroyed.