Scheduled Revenue Flight

Crashed while taking off from the Mutoray Airstrip. Occupant fate unknown.

Few minutes after takeoff from Lanzhou-Zhongshan Airport, the crew encountered poor weather and severe icing conditions. The right engine failed and the crew feathered its propeller. After being cleared to return, the crew initiated the descent when control was lost. The airplane crashed in a field located few km from the airport, some 30 minutes after takeoff. Six passengers were killed while 38 other occupants were injured. The aircraft was destroyed.

Originally, flight SU892 was a direct service from Minsk to Berlin but due to poor weather at Berlin, the flight was diverted to the alternate Airport of Prague-Ruzyne. Following an uneventful flight from Prague, the crew started the descent to Berlin-Schönefeld Airport. At that time, weather conditions were marginal with limited visibility to 900 meters and a ceiling down to 60 meters. After the crew was cleared for an ILS approach to runway 25L, ATC turned on the runway 25R lighting system while informing all crews that runway 25R was closed to traffic due to work in progress. These transmissions being done in english, a misinterpretation of the situation conducted the crew to continue the approach to runway 25R. On short final, ATC realized the wrong position of the aircraft and instructed the crew to make a left turn to reach the runway 25L approach path. With flaps down at 38° and at a speed of 263 km/h, the captain initiated a left turn and descended below the glide. With a rate of descent of 7 meters per second, the aircraft struck tree tops then stalled and crashed in a wooded area located 3 km short of runway threshold, bursting into flames. Twelve passengers were seriously injured while 70 other people were killed. Two weeks later, two of the survivors died from their injuries.

While parked at Erie Airport, the BAe Jetstream 31 was hit by a private Cessna 441 registered N117EA. Both aircraft caught fire and were destroyed. There were no casualties.

On approach to Talon, the crew encountered below weather minimums but attempted to land when the aircraft struck the ground and crashed. Occupant fate unknown.

En route, the aircraft collided with a bird that went stuck in the engine air intake. The engine lost power and the crew was forced to attempt an emergency landing. The aircraft crash landed and was damaged beyond repair. There were no casualties.

The pilots lost aileron control shortly after takeoff while in a left turn. The left turning tendencies of the aircraft could not be corrected and the aircraft crash landed in the Caribbean Sea. Post crash inspection of the aircraft revealed the left aileron control cable was trapped within a bundle of electrical wires and cables. This occurred when an electrical cable from a reverse current relay in the right wing to the main junction box in the left cabin area at the center wing was changed and secured. The aileron cable chafed through the protective cover of the large electrical cable. When contact was made with the metal electrical cable the aileron cable arched at several points and separated at two different points causing a loss of aileron control. A passenger was killed while 14 other occupants were rescued.

During arrival, Piedmont flight 467 was vectored for an ILS runway 36R approach. At 2001 cdt (approximately 7 minutes before landing), all arriving flights were advised the weather was (in part): 400 feet overcast, visibility 2 miles with light rain and fog, wind from 090° at 8 knots. Runway 05/32 was out of-svc at that time. Flight 467 was vectored for right turns (from north and west) onto final approach. At 2002:42, the ATC final controller told another flight (same frequency) that there was a 20 to 25 knots right crosswind on final approach. When flight 467 was cleared for landing at 2005:36, the surface wind was reported from 100° at 4 knots. The aircraft was not configured for landing until just before touchdown and the copilot did not alert the captain of the deviation. The aircraft landed approximately 3,200 feet from the threshold and the captain was unable to stop on the wet runway. After departing the runway, the aircraft hit an ILS antenna and a culvert, then went thru a fence and stopped beside railroad tracks. Reportedly, the captain added 20 knots to approach speed for possible wind shear and delayed spoiler option after touchdown. There was evidence of hydroplaning and poor frictional quality on last 1,500 feet of runway. Three passengers received back injuries; both pilots and one flight attendant had minor injuries.

The descent to Peshawar Airport was completed in limited visibility caused by night. The copilot was in command when on final approach to runway 35, he descended below the MDA until the aircraft struck a dyke and crashed upside down about 10 km short of runway. 13 occupants were killed and 41 other were injured. The aircraft was destroyed.

Following an uneventful flight from Sverdlovsk-Koltsovo Airport, the crew started the approach to Kuybyshev-Kurumoch Airport. For training purposes, the captain decided to attempt a 'blind' approach and closed the window blinds on his side, which was prohibited in such conditions. At decision height, he decided to continue and failed to realize the configuration was wrong. The aircraft passed over the runway 15 threshold and one second prior to impact, the flight engineer opened the window blinds but this was too late. At a speed of 280 km/h and with a rate of descent of 5 meters per second, the aircraft struck the runway surface with a positive acceleration of 4,8 g. This caused the left wing to be partially torn off. Out of control, the aircraft continued for about 214 meters then came to rest upside down, bursting into flames. 64 occupants were killed while 30 others were injured, some seriously. Within few hours, six of the survivors died from their injuries.