Crash of an Embraer EMB-110P2 Bandeirante off Hoskins: 14 killed

Date & Time: Feb 6, 1987
Operator:
Registration:
P2-RDM
Survivors:
Yes
Schedule:
Rabaul - Hoskins
MSN:
110-262
YOM:
1980
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
15
Pax fatalities:
Other fatalities:
Total fatalities:
14
Circumstances:
While descending to Hoskins Airport, the crew encountered poor weather conditions with thunderstorm activity and severe turbulences. Control was lost and the aircraft crashed in the sea few km offshore. Three passengers were rescued while 14 other occupants were killed.
Probable cause:
Loss of control due to severe atmospheric turbulences.

Crash of a Swearingen SA226AT Merlin IVA in Munich

Date & Time: Feb 5, 1987 at 0824 LT
Operator:
Registration:
D-IEWK
Survivors:
Yes
Schedule:
Dortmund - Munich
MSN:
AT-042
YOM:
1975
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
12
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
5606
Captain / Total hours on type:
880.00
Copilot / Total flying hours:
2580
Copilot / Total hours on type:
200
Aircraft flight hours:
6282
Circumstances:
On approach to Munich-Riem Airport, the crew encountered poor weather conditions and limited visibility due to low clouds and fog. On final approach, the crew descended below the MDA until the aircraft struck the runway surface. Upon impact, the undercarriage were torn off and the aircraft slid on its belly for about 300 meters before coming to rest. All 14 occupants escapes with minor injuries and the aircraft was damaged beyond repair.
Probable cause:
Wrong approach configuration on part of the crew who failed to adhere to published procedures and failed to follow the approach checklist. The crew decided to continue the approach after passing the MDA without establishing visual contact with the runway. The following findings were reported:
- Poor flight preparation,
- Poor approach planning,
- The crew was not properly certified to fly in such conditions,
- Poor visibility (below minimums),
- The crew failed to initiate a go-around maneuver.

Crash of a Yakovlev Yak-40 in Tarnogsky Gorodok

Date & Time: Jan 25, 1987
Type of aircraft:
Operator:
Registration:
CCCP-87696
Flight Phase:
Survivors:
Yes
MSN:
9 91 01 05
YOM:
1969
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
22
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
During the takeoff roll, the aircraft deviated from the centerline to the left. The crew tried to counteract this deviation but the aircraft hit an embankment on the left side of the runway before coming to rest. While all 26 occupants escaped uninjured, the aircraft was damaged beyond repair.
Probable cause:
Loss of control during takeoff due to the failure of the nosewheel steering system.

Crash of an Antonov AN-24RV in Ulan Bator

Date & Time: Jan 23, 1987
Type of aircraft:
Operator:
Registration:
BNMAU-7710
Survivors:
Yes
MSN:
2 73 077 10
YOM:
1972
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed upon landing at Ulan Bator-Buyant Uhaa Airport in unknown circumstances. There were no casualties.

Crash of a Swearingen SA226TC Metro II in Salt Lake City: 8 killed

Date & Time: Jan 15, 1987 at 1252 LT
Type of aircraft:
Operator:
Registration:
N163SW
Survivors:
No
Site:
Schedule:
Pocatello - Salt Lake City
MSN:
TC-327
YOM:
1980
Flight number:
OO1834
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
8
Captain / Total flying hours:
3885
Captain / Total hours on type:
1863.00
Copilot / Total flying hours:
4555
Copilot / Total hours on type:
1205
Aircraft flight hours:
15116
Circumstances:
On January 15, 1987, at 1216 mountain standard time, SkyWest flight 1834, a Fairchild Swearingen SA-226TC (METRO II), registration Nl635W, departed Pocatello, Idaho, on a regularly scheduled passenger flight to Salt Lake City, Utah (SLC). The flight was operating under the provisions of Title 14 Code of Federal Regulations Part 121 with two pilots and six passengers aboard. Flight 1834 was handed off from the SLC Air Route Traffic Control Center to the Bear Sector controller at the SLC Terminal Radar Approach Control (TRACON) for a left downwind arrival to SLC International Airport. At 1237:49, the Bear sector controller issued a heading of 100” to flight 1834 and advised the flight to expect vectors for a visual approach to runway 34L. (See Air Traffic Control Transcript in appendix C). During the next few minutes, flight 1834 was given further vectors and descent clearances, and at 1247:21, it was given a frequency change to the TRACON Final controller. At 1250:28, after being cleared to descend to 7,000 feet mean sea level (msl), the Final controller advised, “SkyWest eight thirty four, traffic ten to nine o’clock, four miles, six thousand, Boeing seven, ah, thirty seven three hundred.” Flight 1834 acknowledged, “SkyWest eight thirty four has the traffic.” At 1250:35, the Final controller advised, “SkyWest eight thirty four, plan to follow that traffic, there’s traffic south of him eleven o’clock, six miles north bound, [a] seven thirty seven out of seven thousand five hundred, for the right.” Flight 1834 responded, “OK, we’ll follow the first one, SkyWest eight thirty four.” At 1250:44, the Final controller advised, “SkyWest eight thirty four, wait a minute, report the other one in sight.” Flight 1834 responded, “We’re looking for him.” At 1251:02, the Final controller transmitted, “SkyWest eight thirty four, ten o’clock four miles, seven thousand four hundred.” Flight 1834 replied, “Eight thirty four, we’re looking.” The Final controller then issued instructions at 1251: 15 for flight 1834 to make a left turn to 070”, and the flight acknowledged. At 1251:32, the Final controller transmitted, “SkyWest eight thirty four, traffic’s ten to eleven o’clock, three miles.” Flight 1834 did not acknowledge that transmission, and at 1251:43, the Final controller advised, “SkyWest eight thirty four, turn left heading zero five zero.” The flight acknowledged and reported, “Still have no contact on that traffic.” At 1251:50, the Final controller transmitted, “SkyWest eight thirty four, roger, turn further left heading three six zero.” Flight 1834 acknowledged and at 1251:58, an expletive was transmitted over the TRACON Final control frequency during a transmission from SkyWest flight 575. There were no further transmissions from flight 1834. According to the UNICOM I/ operator at SLC Municipal 2 Airport (SLC 2) about 1115 or 1120, a pilot in Mooney M20C, registration N6485U, operating under 14 CFR Part 91, called to inquire if the runway was clear. The Mooney was occupied by a private pilot in the left seat and an instructor pilot in the right seat. The UNICOM operator advised that the runway was clear, and a few minutes later, a pilot in the Mooney called for and was given an airport advisory. The UNICOM operator observed the Mooney taxi to runway 34 and take off about 1125 or 1130. The Mooney remained in the traffic pattern at SLC 2 performing touch-and-go landings. There were no other aircraft in the traffic pattern at the time. The UNICOM operator stated that she last talked to the Mooney about 1145 to 1150 when a pilot called, “Final for 34.” The UNICOM operator said that she observed the airplane perform a touch-and: go landing, but she did not observe the direction of departure of the airplane. There were no further known communications with the Mooney regarding departing the traffic pattern or any additional aspects of the flight. According to recorded air traffic control (ATC) radar data, after the Mooney departed the SLC 2 traffic pattern at 1235, y the airplane flew south and maneuvered about 25 miles south southeast of SLC International Airport before beginning a turn to the northwest. The airplane continued in a northwesterly direction until it was about 9 miles south of SLC International Airport where it began a gradual left turn until its target merged with the target of SkyWest flight 1834. The targets merged at 1257 :58--the time the expletive was recorded on the ATC tape at the SLC TRACON. The Final approach controller stated that he did observe a visual flight rules (VFR) target about 3 to 4 miles southwest of SLC 2 moving north to northwest when flight 1834 was on downwind. He said he had no more than normal cause to monitor the target. He also stated that it was not unusual to observe VFR targets in the pattern near SLC 2 during visual meteorological conditions. Other controllers at SLC TRACON also stated that it was not uncommon to observe numerous targets operating in the traffic pattern at SLC 2. The Final controller and other controllers added that they normally would observe the VFR targets near SLC 2 disappear from the radarscope and then reappear during practice touch-and-go landings. The Final controller said that he did not recall seeing any VFR targets in the vicinity of SkyWest 1834 as it was turning toward final just before the collision. The Fin.al controller stated that his workload was moderate, and all of his equipment was operating normally before the accident. In addition, the Local controller in the SLC tower stated that he did not observe the target of the Mooney on the tower Bright Radar Indicator Tower Equipment display. There was no evidence that the Mooney pilots were in radio contact with any ATC facility at the time of the accident. Several eyewitnesses were interviewed who observed the airplanes before and after the collision. Some of the witnesses stated that the nose of the METRO II pitched up just before impact. The witnesses stated that the METRO II was headed northeasterly and the Mooney was headed northwesterly just before impact. They stated that the METRO II had made a few left turns as it turned toward the northeast. In general, the eyewitnesses agreed that the two airplanes collided with the Mooney striking the METRO II’s right forward fuselage area with its nose. After the collision, both airplanes fell to the ground with wreckage scattered over 2 square miles in a residential section of Kearns, Utah. There was no fire. The collision occurred at 7,000 feet msl in daylight visual meteorological conditions. All 10 occupants in both aircraft were killed. There were no casualties on the ground.
Probable cause:
Lack of navigational vigilance by the Mooney instructor pilot which led to the authorized intrusion into the Salt Lake City airport radar service area. Contributing to the accident were the absence of a Mode-C transponder on the Mooney airplane and the limitations of the air traffic control system to provide collision protection under the circumstances of this accident.
Final Report:

Crash of a Britten-Norman BN-2A-20 Islander off Toronto City: 1 killed

Date & Time: Jan 12, 1987 at 1110 LT
Type of aircraft:
Operator:
Registration:
C-GIRH
Survivors:
Yes
Schedule:
Saint Catharines – Toronto City
MSN:
404
YOM:
1974
Country:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
While approaching Toronto City-Billy Bishop, the pilote declared an emergency following an engine failure. While trying to reach the airfield, he lost control of the airplane that crashed in Lake Ontario about 5,6 km southwest of the airport. Both occupants were seriously injured but the pilot died of hypothermia few hours later.
Probable cause:
Engine failure for unknown reasons.

Crash of a Boeing 707-379C in Abidjan: 50 killed

Date & Time: Jan 3, 1987 at 0145 LT
Type of aircraft:
Operator:
Registration:
PP-VJK
Survivors:
Yes
Schedule:
Abidjan - Rio de Janeiro
MSN:
19822
YOM:
1968
Flight number:
RG797
Location:
Country:
Region:
Crew on board:
12
Crew fatalities:
Pax on board:
39
Pax fatalities:
Other fatalities:
Total fatalities:
50
Circumstances:
About 20 minutes after takeoff from Abidjan-Port-Bouet Airport, while cruising over the Atlantic Ocean, the fire alarm on engine n°1 sounded. As the fuel temperature was abnormally high, it was decided to shut down the engine. The captain declared an emergency and was cleared to return. On approach, he was cleared to land on runway 03 but preferred to land on runway 21 that was equipped with an ILS system. After completing a back circuit by night but in relative good visibility, the airplane passed over the Abidjan VOR then the pilot-in-command initiated a left turn when the stall warning sounded. While completing a left turn in a flaps and landing gear up configuration, the airplane banked left, stalled and crashed in the forest of Akakro located about 10 km northeast of Abidjan Airport, near the city of Bingerville. A passenger was seriously injured while 50 other occupants were killed.
Probable cause:
It was determined that the fire alarm on engine n°1 also sounded during the first leg from Rio to Abidjan. A check was conducted by Air Afrique technicians who confirmed this was a false alarm. During the last turn completed by a moonless night and without any visual contacts with the ground, the pilot-in-command lost control of the airplane after suffering a spatial disorientation.

Crash of a Let L-410UVP in Sharypovo

Date & Time: Dec 31, 1986
Type of aircraft:
Operator:
Registration:
CCCP-67428
Flight Phase:
Survivors:
Yes
MSN:
83 11 19
YOM:
1983
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
While taxiing, the twin engine airplane went out of control and came to rest in a ditch. There were no casualties but the aircraft was written off.

Crash of a De Havilland DH.114 Heron 2B in Nadi: 11 killed

Date & Time: Dec 27, 1986 at 1348 LT
Type of aircraft:
Operator:
Registration:
DQ-FEF
Survivors:
Yes
Schedule:
Savusavu - Nadi
MSN:
14056
YOM:
1955
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
12
Pax fatalities:
Other fatalities:
Total fatalities:
11
Circumstances:
On final approach to Nadi Airport runway 21, at an altitude of 500 feet, the right flap jammed in a 35° angle while the left one was down at 60°. This caused the aircraft to roll to the left and to crashed short of runway. Both pilots and nine passengers were killed while three others were seriously injured.
Probable cause:
Unsecured non-standard flap attachment pin migrated upward and lodged in a lightening hole.

Crash of a Boeing 737-270C in Arar: 63 killed

Date & Time: Dec 25, 1986 at 1230 LT
Type of aircraft:
Operator:
Registration:
YI-AGJ
Survivors:
Yes
Schedule:
Baghdad - Amman
MSN:
21183
YOM:
1976
Flight number:
IA163
Country:
Region:
Crew on board:
15
Crew fatalities:
Pax on board:
91
Pax fatalities:
Other fatalities:
Total fatalities:
63
Circumstances:
About 50 minutes into the flight, while cruising at an altitude of 26,000 in the Saudi Arabian airspace, four hijackers went into the cockpit and forced the crew to divert to Tehran. In a certain confusion, a first grenade exploded in the cabin and the crew elected to divert to Arar for an emergency landing when a second grenade exploded in the cockpit. On final approach, out of control, the airplane crashed 800 meters short of runway, bursting into flames. 43 occupants were injured while 63 others were killed. The aircraft was destroyed.
Probable cause:
Crashed on final after being hijacked.