Scheduled Revenue Flight

At the time flight AA102 landed at DFW Airport, it was raining and there were numerous thunderstorms in the area. Shortly after touchdown on runway 17L, the pilot loss directional control when the airplane began to weathervane and the captain failed to use sufficient rudder control to regain the proper ground track. The airplane eventually departed the right side of the runway. At the time of landing the wind (a cross wind) was blowing at 15 knots with gusts approximately 5 knots above the steady wind speed. The aircraft was damaged beyond repair and all 202 occupants were evacuated, among them 40 were injured, two seriously.

The approach to Guatemala City-La Aurora Airport was completed in poor weather conditions with rain falls, a visibility of three miles below a 2,000 feet cloud ceiling. The crew was cleared to land on runway 19 with a tailwind component as the wind was from 030° at 8 knots. The aircraft landed 1,070 metres past the runway threshold (runway 19 is 2,763 metres long) at a speed that was 17 knots above Vref. The crew started the braking procedure and thrust reversers were deployed. At a distance of 300 metres from the runway end, the captain decided to veer off runway to the left. At a speed of 90 knots, the aircraft went through a perimeter fence, down an embankment and eventually came to rest into several houses. All 236 occupants evacuated safely while the aircraft was damaged beyond repair. Three people on the ground were slightly injured.

The aircraft landed nose first at Stepanavan Airport. Upon impact, the nose gear collapsed and the aircraft slid for about 600 metres before coming to rest. All 32 occupants evacuated safely and the aircraft was damaged beyond repair.

Pireps provided to the pilot by FSS prior to takeoff indicated that fog and low visibility had been encountered on the pilot's route to the east, forcing airplanes to return to Nome. In addition, as the flight taxied for takeoff, the pilot was told '... VFR is not recommended to the east...'. The airplane impacted flat snow covered terrain in a steep left wing down attitude approximately 4 miles east of the departure end of the runway. The area was a treeless, snow covered flat coastal plain bordered by a sea frozen with white ice. The pilot had returned to work 4/1 after a 30-day suspension following a takeoff accident, and was assigned only to Cessna 207 'VFR only' airplanes. The poi did not discuss the earlier accident or the pilot with the operator's management.

The crew miscalculated speed and propeller pitch on approach to Yuzhno-Kurilsk. The seaplane landed at an excessive speed and while making a right turn in shallow water (1,6 metre deep), the right float struck the water surface and was torn off. In the meantime, the aircraft collided with a sandbank, causing a tear in the fuselage. Water entered the cabin and the aircraft came to rest about 20 metres from the shore. All 38 occupants escaped uninjured and the aircraft was damaged beyond repair.

About 42 minutes after takeoff from Cuiabá Airport, while cruising at 10,000 feet, the captain obtained the permission to reduce his altitude to 8,000 feet to avoid a low pressure area with thunderstorm activity and heavy rain falls. Few seconds later, the twin engine aircraft went out of control, dove into the ground and crashed in an open field located in Tangará da Serra. All four passengers and both pilots were killed. The aircraft was destroyed upon impact.

While in cruising altitude between Dar es-Salaam and Addis Ababa, the crew encountered unfavorable winds and the aircraft deviated from the prescribed course. After the left engine failed in flight, the crew reduced his altitude and attempted an emergency landing in a plantation located in the region of Hareto. Upon touchdown, the aircraft struck obstacles and the left wing was partially torn off. All 35 occupants escaped uninjured and the aircraft was damaged beyond repair.

Palair Macedonian Airlines flight PMK301 was destroyed when it crashed immediately after takeoff from Skopje Airport, North Macedonia. Fourteen of the 97 occupants survived the accident. The aircraft, a Fokker 100 jet, was leased to Palair by Aircraft Financing and Trading (AFT) of the Netherlands since January 1993. AFT provided route training captains, while Palair provided the first officer or candidate Palair captain and the cabin crew. The aircraft arrived on a scheduled flight from Frankfurt to Skopje at 09:40 hours local time with a 35 minute delay. The new crew arrived at Skopje Airport at approximately 10:30 and they went straight to the aircraft. It was snowing lightly. The temperature was 0° Celsius, dewpoint -1° Celsius. The AFT Director Flight Operations was the pilot-in-command and was sitting in the right seat. He performed the first officer duties and was the pilot not flying (PNF). He was also giving route-instruction. A captain-under-training was sitting in the left seat. He was acting captain and was pilot flying (PF), receiving route-training. The dispatch officer checked both wing leading edges and saw they were not contaminated with ice or snow, but were only wet of melted snow. The Flying Station Engineer subsequently performed the walk around and was accompanied by three Palair ground handling crew members. The ground handling crew members stated that they had a brief discussion with the FSE about the weather and asked if the aircraft needed deicing since there was some snow on the right wing inner flap. The FSE replied that de-icing was not necessary and that any deposit would blow off the wing during take off. The total time the aircraft remained on the ground at Skopje Airport was about 1 hour 35 minutes. At 11:05 hours start-up was approved and clearance was given to taxi to holding point runway 34. During taxying, a Yak-42D from Vardar Air, which was standing on the apron, was de-iced. This was the first aircraft that day being deiced. In the meantime the snowfall had increased to moderate. According to the Cockpit Voice Recorder, no discussion about the weather conditions took place by the pilots. At 11:11 Palair 301 was cleared for take off, the wind was given as 010° with 3 knots. The tower controller stated that the visibility was 900 meters and it was snowing. The aircraft rotated normally and the PNF then called "positive", followed by the call "gear up" from the PF, which was confirmed by the PNF. Two seconds after lift off the aircraft experienced heavy vibrations followed by a sudden right bank to approximately 10°, immediately followed by approximately 50° left bank and 55° right bank in sequence within 2 seconds. The roll movements were counteracted by aileron and rudder input. Approximately 10 seconds before impact the PNF called "deselect" followed by sounds which were determined to be the autopilot cavalry charge (twice) followed by the GPWS aural alert, "sink rate" (twice). The aircraft right wingtip hit the ground 382 meters beyond the end of the runway with approximately 90° bank, the fuselage was more or less in a horizontal position. The right wing disintegrated towards the wing-fuselage attachment, followed by major impact of the fuselage, which broke up into three major parts, and the impact of the right engine and stabilizer. The right engine separated and subsequently impacted and penetrated the aft fuselage. The stabilizer and the upper part of the vertical tail plane also separated. Witnesses stated that explosions followed shortly after impact and several residual fires broke out on the debris.

The approach to Lanyu Islands Airport was completed in poor weather conditions with heavy rain falls when the aircraft struck the water surface and crashed in the sea few km offshore. All six occupants were killed.

The airplane was removed from a hangar about one hour before departure. During the interim period, the ambient temperature was about 32° F and it was snowing lightly. No deicing fluid was used on the airplane. The pilot reported observing only water on the plane's wings. The passenger (a rated pilot) reported to an alaska state trooper that the airplane had accumulated a little ice before the flight departed. The airplane became airborne about 1,000 feet from the end of the 5,576 feet long runway. Shortly after rotation, the airplane began to buffet and would not climb. The airplane impacted in a near horizontal attitude on level snow covered tundra. The pilot reported that immediately after exiting the airplane, he observed a coarse layer of ice on the aft two thirds of the wings. During the test run of both engines, no problems were noted that would have caused and/or contributed toward the inability of the airplane to sustain flight.