Scheduled Revenue Flight

The approach to Sana'a Airport was completed in a nose-down attitude, causing the aircraft to land nose gear first. The aircraft bounced four times then landed firmly. Unable to stop within the remaining distance, it overran, lost its undercarriage and came to rest. All 18 occupants escaped uninjured while the aircraft was damaged beyond repair.

Loganair flight LC 621 was scheduled to fly from Kirkwall, on Orkney Island, to the Islands of Stronsay and Sanday, departing from Kirkwall at 07:30. The weather at Kirkwall was predominantly misty with low cloud and thus unsuitable for an on-schedule departure; accordingly, the commander decided to delay the flight pending an improvement. Because there are no formal weather reporting facilities at Stronsay or Sanday, crews must rely upon the area forecast and on any informal information passed by the respective aerodrome attendants. At about 07:25 hrs, the two airfield attendants telephoned, in turn, to say that the weather at Sanday was suitable for landing and that at Stronsay the visibility was then about 1½ miles. At 07:50 the commander decided that the weather conditions at Kirkwall were now better than the published takeoff minima and that the flight could be conducted under the Visual Flight Rules (VFR). Accordingly, the BN-2 Islander took off for Stronsay with six passengers on board. The flight was uneventful and the aircraft landed at Stronsay at 07:58. There two passengers disembarked and three joined for the 6 mile flight to Sanday, which departed at 08:03. As they passed the south-west tip of Sanday Island, the visibility was 2 miles with very low patchy stratus and with a higher layer of cloud. The pilot therefore flew the route below the upper layer of cloud, at 300 feet amsl and at a reduced airspeed of 90 knots, compared with the normal cruising speed of 130 knots. When the aircraft was about 3/4 mile out from Sanday airfield the commander recognised the chequered marker boards near the end of the grass runway 03. He next saw the windsock, which showed the wind to be about 140°/15-20 knots, and slowly descended to 250 feet amsl (190 feet above the aerodrome) to position the aircraft downwind for runway 11. Whilst doing so, he lost sight of the airfield in deteriorating visibility and, as the cloudbase ahead appeared to be getting lower, he climbed away in a northwesterly direction and levelled off above the layer of cloud, at 600 feet amsl. Whilst establishing the aircraft on the track to Kirkwall, the commander noticed some areas clear of cloud about 3 miles off the northwest coast of Sanday. As, in the opinion of the commander, these provided a safe area for descent over the sea, he used them to descend to 300 feet again and approached the northwest coast at 90 knots with the intention of map-reading his way back to Sanday aerodrome. Having carried out the descent and the relevant aircraft checks the commander saw the headland, which he knew to be Whale Point, some 2-3 miles distant. By reference to his map he was aware that he could follow the road which ran in a southwesterly direction and then turn southeast to a specific point which would lead him directly onto the final approach to runway 11. However, having failed to recognise the turning point, he navigated by reference to his map around the south, east and north of the aerodrome in order to intercept the road running southwest and thus relocate the turn-in point to the runway. The commander stated that he was aware that the meteorological conditions were very conducive to the formation of carburettor icing, so he applied the normal period of carburettor heat to each engine just before the final approach. He then turned the aircraft onto the final approach and, not yet seeing the airfield, used the school - which he could see and knew to be almost directly beneath the final approach path - to align the aircraft with the runway. As the aircraft passed abeam of the school the commander was able to identify the runway markers of runway 11. By this time the aircraft speed had reduced from the 65 knots at which the approach had been flown, but the speed actually achieved is not known. The left wing of the aircraft then dropped and the aircraft established a rate of sink. The stall warning system activated and the application of full throttle could not arrest the descent before ground contact. During this final descent, the aircraft turned through 55° to the left and struck the ground in a manner quoted by some passengers as not very different from a normal landing, although at a point some 450 feet (137 metres) short of the runway threshold. Thinking that the aircraft had merely bounced on the ground, the commander left the power applied and attempted to climb away. With full throttle still applied, the aircraft continued through two barbed wire fences, across a small quarry and a shallow ditch. It finally came to rest, after passing through another barbed wire fence, some 1,065 feet (325 metres) from the initial impact point. The commander then closed the throttles and shut down the engines.

Suffered an accident somewhere in Panama.

Upon touchdown at St John's Airport, the left main gear collapsed. The airplane came to rest on its belly and was damaged beyond repair. All eight occupants evacuated safely.

Suffered an accident somewhere in Mexico in May 1984. The exact date remains unknown.

On approach to Imperatriz Airport following an uneventful flight from São Luíz, the Bandeirante collided with a second Votec Taxi Aéreo Bandeirante. Registered PT-GKL, the second aircraft was also approaching Imperatriz Airport following a flight from Belém with 17 people on board. Following the collision, the Bandeirante registered PT-GJZ went out of control and crashed in the Rio Tocantins and sank. All 18 occupants were killed. The crew of the second Bandeirante was able to make an emergency landing in a prairie despite the left engine was torn off following the collision. A passenger was killed while 16 other occupants escaped uninjured.

On approach to Imperatriz Airport following an uneventful flight from Belém, the Bandeirante collided with a second Votec Taxi Aéreo Bandeirante. Registered PT-GJZ, the second aircraft was also approaching Imperatriz Airport following a flight from São Luíz with 18 people on board. Following the collision, the Bandeirante registered PT-GJZ went out of control and crashed in the Rio Tocantins and sank. All 18 occupants were killed. The crew of the second Bandeirante was able to make an emergency landing in a prairie despite the left engine was torn off following the collision. A passenger was killed while 16 other occupants escaped uninjured.

Pacific Western Airlines scheduled early morning flight 501 to Edmonton was pushed-back from the gate at 07:35. After engine start the aircraft taxied to runway 34 for departure. Takeoff was begun at 07:42 from the intersection of runway 34 and taxiway C-1. About 20 seconds into the takeoff roll, at an airspeed of approximately 70 knots, the flightcrew heard a loud bang which was accompanied by a slight veer to the left. The captain immediately rejected the takeoff using brakes and reverse thrust. Both the crew members suspected a tire on the left main landing gear had blown. The captain decided to taxi clear of the runway at taxiway C-4. Approaching C-4, the crew a.o. noted that left engine low pressure unit rpm was indicating 0 per cent. Twenty-three seconds after the initiation of the rejected takeoff, the first officer called clear of the runway on tower frequency: "501 clear here on Charlie 4". The purser then entered the flight deck and reported a fire on the left wing. The control tower then confirmed that there was a fire: "Considerable amount off the back - on the left side engine there - and - eh - it's starting to diminish there. Eh - there's a fire going on the left side." One minute and two seconds had passed since the initiation of the rejected takeoff. Immediately after this the purser further stated that "the whole left-hand side, the whole back side of it is burning". The captain discharged a fire bottle into the engine and the first officer requested emergency equipment. At an elapsed time of 1 minute 36 seconds, the cockpit fire warning bell activated. Simultaneously, the purser re-entered the cockpit and reported that it was getting bad at the back. The captain stopped the aircraft the crew then carried out the procedures for an emergency evacuation, which was initiated at an elapsed time of 1 minute 55 seconds. All 119 occupants were evacuated, among them 29 were injured. The aircraft was destroyed.

The crew started the descent to San Borja-Capitán Germán Quiroga Guardia Airport in limited visibility when, at an altitude of 3,000 meters, the aircraft struck the slope of Mt Pilón located about 80 km southwest of San Borja Airport. The aircraft disintegrated on impact and all 23 occupants were killed.

Just after liftoff, while in initial climb, one of the engine failed. The aircraft stalled and crashed in a swamp located past the runway end. All occupants escaped uninjured while the aircraft was damaged beyond repair.