Delivery

Brand new, the aircraft was took over by ASA crew to be delivered to Atlanta, Georgia. He was cleared by the São José Tower controller to follow the 010° radial to the SJC VOR, and cross the VOR at 5,000 feet. Some time after takeoff São José Tower instructed the flight to climb to FL280 out of 5,000 feet and intercept the 352 radial of the SJC VOR. The flight crew failed to follow the instructions and continued at an altitude of 5,000 feet. In limited visibility due to low clouds, the airplane struck the slope of a mountain located in the Mantiqueira Mountain Range. The wreckage was found 700 feet below the summit. All five occupants were killed.

The crew was completing a delivery flight from Russia to India. The aircraft departed Muscat-Seeb Airport at 1328LT bound for Jamnagar, Gujarat. While in cruising altitude, the aircraft disappeared from radar screens and the crew did not send any distress message. SAR operations were initiated but eventually abandoned few days later as no trace of the airplane was found. It is believed that it crashed in the Oman Sea about 450 km west of the Indian coast of Gujarat State.

The aircraft had not flown for two years and was being checked out for a ferry flight to the USAF Air Museum in Fargo, ND. During initial climb from Cox Field at Paris, TX, the left engine lost total power and the right engine lost partial power. An off airport forced landing was attempted, however, the aircraft impacted the terrain and trees. The reason for the power loss was not determined. Both pilots escaped with minor injuries.

The Fokker F-27, registration YN-BZF, was engaged on a delivery flight from North Yemen to Nicaragua. For the purpose of extended range two 200 US gal auxiliary ferry fuel tanks had been installed in the cabin of the aircraft. YN-BZF departed on 11 April 1985 from North Yemen (Sanaa) via Saudi Arabia (Jeddah), Egypt (Cairo) to Greece (Athens). The flight proceeded from Greece on 19 April 1985 via Italy (Genoa) to Scotland (Prestwick). On 20 April 1985 the flight proceeded from Prestwick via Stornoway to Reykjavik (Iceland) where it arrived at 15:48 hours. Since the crew had been unable to retrieve fuel from the auxiliary ferry fuel system during the preceding part of the flight, they checked the system during the stay at Reykjavik, and they found it to be in working order. An additional check was done by experienced Icelandic F-27 engineers. In the opinion of the ground engineers the auxiliary fuel system "was not very professionally looking" and they "got the feeling that the crew was not quite certain of how to operate it". They advised the crew on how to operate the fuel system and do a ground run to see if it worked. After having received weather information and ATC clearance, the crew took off at 17:21 hours, heading for Kangerlussuaq-Søndre Strømfjord Airport. At 18:32 the Pilot-in-Command transmitted a message to Iceland radio, whom he asked to extend his thanks to the Icelandic engineers with the message that the auxiliary ferry fuel system was working correctly. This message was transmitted prior to passage of Kulusuk at 19:35 hours. During the flight from Reykjavík, Iceland to Greenland the crew informed the air traffic control that problems had arisen with retrieving fuel from the auxiliary ferry fuel system. At 19:50, approximately 50 NM west of Kulusuk, the crew radioed to the radar station BIG GUN about fuel problems, as it had been discovered that the auxiliary ferry fuel system did not function after all. Thus encountering a reduction of fuel reserves by approximately 400 US gal together with a ground speed of only 180 knots the crew decided to return for landing at Kulusuk Airport. However, due to deteriorating weather conditions the aerodrome could not be located. The flight diverted hereafter westbound for an emergency landing at a radar station, "SOB STORY", on the icecap. During descent the aircraft collided with the icecap.

The crew was in charge to deliver the aircraft in Europe and departed Windhoek bound for Abidjan. While cruising over the water, the aircraft crashed in unknown circumstances in the Atlantic Ocean. No trace of the aircraft nor the crew was found.

The aircraft crashed after starting a go-around or aborted landing at Norman, OK. The aircraft was on a cross-country flight from Dallas to Wichita. There was no radio communication with the aircraft after it was cleared to land. The approach looked ok but on short final the aircraft suddenly turned right, leveled then entered a steep climbing right turn and continue to roll until inverted then pitched nose down until crashing. The pilot in the right seat had reportedly worked late the night before installing what appeared to be an auxiliary fuel system in the cabin. The aircraft had just been sold and the identity and location of the owner was not established. No one claimed the wreckage. Evidence revealed that both propellers were rotating at high rpm at impact. The fire after impact burned most intensely and persistently in the center of the cabin where the remains of what appeared to be an auxiliary fuel system were found. No pre-impact malfunctions or failures were found. Both occupants were killed.

The airplane was just coming out from the PZL-Mielec factory in Mielec, Poland. Three crew members and one passenger were in charge to deliver the plane to Novosibirsk via Lvov, Samara and Omsk. The crew departed Omsk at noon on the last leg to Novosibirsk and continued in good weather conditions bound to the east. While approaching Tatarsk, weather conditions deteriorated with clouds down to 150 meters above the ground. The pilot-in-command reduced his altitude in an attempt to maintain visual contact with the ground. At an altitude of 199 meters, the single engine airplane struck with its both right wings a relay antenna (202 meters high) located about 5 km northeast of Tatarsk. Out of control, the aircraft lost height and crashed 280 meters further in a snow covered field, bursting into flames. All four occupants were killed.

The aircraft had been on sales demonstration flights and was on a delivery flight from Memphis, TN to Dallas, TX. The plane was observed departing at 1550 CDT in a max performance climb. Radar info from mode C of the transponder returns indicated that the aircraft climbed from 1,000 to 16,000 feet in 7 min and 14 seconds. Level flight was indicated at 16,300 ft from 1558:16 to 1601:17 CDT. The last alt return was from 16,000 ft at 2201:07. Two more returns were received at 2201:49 and 2202:08, but with no altitude readout. At about that time, the aircraft was observed spiraling down, counterclockwise, with a portion of the left wing missing. The wing tip (outer wing panel outboard from about wing station 190), left aileron and left engine tail cone panel were found about 3 miles from the main wreckage impact point. An examination revealed that the wing panel separation occurred upward from positive overload forces. No evidence was found of fatigue or pre-existing failure. Light to moderate turbulence was reported between 14,000 and 18,000 ft msl. The pilot, sole on board, was killed.

The pilot, sole on board, was completing a delivery flight, the airplane being transferred to its new owner. In unclear circumstances, the aircraft crashed into the sea off Honolulu. Despite intensive search, the aircraft and the pilot were not recovered.

The crew was engaged in a delivery flight from Israel to Manzini-Matsapha Airport, Swaziland. In unknown circumstances, the twin engine airplane crashed in Zomba, Malawi. Both pilots were killed.