Scheduled Revenue Flight

After takeoff from Tep Tep Airstrip, the twin engine aircraft collided with a cliff located in the Finisterre Mountain Range. The aircraft was destroyed and all eight occupants were killed. This was the inaugural flight from the newly constructed Tep Tep Airstrip.

On final approach to Havana-José Marti-Rancho Boyeros Airport by night, the crew encountered poor weather conditions with heavy rain falls. In limited visibility, the aircraft descended too low when it impacted the ground and crashed in a wasteland located less than one km from the runway threshold. All 10 occupants were injured and the aircraft was destroyed.

Shortly after takeoff from Manila-Ninoy Aquino Airport runway 31, while in initial climb, the captain reported technical problems and elected to return for an emergency landing. Finally, he attempted to ditch the aircraft off Manila. While contacting water, the aircraft lost its tail and sank by a depth of about 15 metres. Fifteen people were rescued while 19 others were killed, among them a crew member.

Shortly after takeoff from Tarakan Airport, en route to Long Bawan, the pilot encountered engine problems and decided to return. On approach, the aircraft stalled and crashed on the top of a hill located 1,500 metres short of runway. Three passengers were injured while seven other occupants were killed.

The Fokker 27 Mk050 registered LX-LGB and operated by Luxair left Berlin on 6 November 2002 at 07h 40min on flight LG 9642/LH 2420 with destination Luxembourg. Cruising level was at FL180. At 08h 50min, Frankfurt Control asked the crew to stop descent at FL 90, direct to Diekirch and at 08h 52min the flight was transferred to Luxembourg Approach. They were instructed to enter the Diekirch hold at FL90, to expect later on vectors for an ILS 24 and were given the latest RVR readings. At 08h 59min, well before reaching the Diekirch hold, the aircraft was recleared to 3000ft QNH and to turn left heading one three zero. At this time the aircraft flew in the clear sky above a fog layer. RVR was two hundred seventy five meters. The crew evoked a go-around if the RVR was not three hundred meters whilst passing ELU (it’s minima for a category II approach). At 09h04 min 36s, the aircraft passed overhead ELU maintaining 3000ft QNH. At 09h04 min 57s, the ATC controller transmitted an RVR of three hundred meters. Power was further reduced, flaps 10 were selected and the landing gear was lowered. Immediately after the landing gear was lowered, the pitch angle of the two propellers simultaneously reached a value that is lower than the minimum values for flight. This propeller pitch setting involves a rapid decrease of speed and altitude. During the following seconds, the left engine stopped and then the right engine stopped. The flight data recorders, no longer powered ceased functioning. At 09h05 min 42s (radar time base), the aircraft disappeared from the radar screen. It was immediately found in a field seven hundred meters to the north of runway centreline 24 and three point five kilometres to the east of the threshold. Six people were critically injured while 16 others were killed. Within the following hours, four of the survivors died from their injuries. The only two survivors were a passenger, a French citizen, and the captain.

Some passengers were late and the crew apparently hurried the departure to avoid a night flight to Svetly. Doing so, the crew failed to prepare the flight properly and did not proceed to any engine runup prior to taxi and takeoff. During the taxi manoeuvre, the aircraft suffered controllability problems so the crew selected the propeller lever to the fine pitch position. The takeoff procedure was initiated without checks and the crew forgot that the propeller lever was not in the takeoff position. After liftoff, at a height of 3-5 metres, the aircraft encountered difficulties to gain height and speed. The crew attempted an emergency landing when the aircraft collided with trees and crashed in a wooded area. All 15 occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft, a Fokker F27-500, registration G-ECAT, departed Dublin at 16.05 hrs (local time) for the 4th leg of a Public Service Obligation (PSO) rotation between Sligo in the North West of Ireland and Dublin. The aircraft had earlier departed Sligo for Dublin at 10.00 hrs, returned to Sligo at 12.30 hrs and departed once again for Dublin on time at 14.30 hrs. The Operator held the PSO contract to provide regular air service between Sligo and Dublin and also between Donegal (EIDL) and Dublin. The accident flight was delayed for 10 minutes as the flight to Donegal had been cancelled due to strong crosswinds at Donegal and arrangements had been made to fly these passengers to Sligo and bus them onwards to Donegal. The en-route segment of this flight was uneventful. At 16.22 hrs G-ECAT called Sligo on Tower frequency 122.10 Mhz and requested the latest weather conditions for Sligo. The Tower Controller transmitted the 16.30 hrs actual for Sligo, as presented at Section 1.7 Meteorological Information. At 16.50 hrs, the aircraft was handed over from Shannon Control to Sligo Tower, descending to 3,500 ft to the SLG beacon for NDB/DME approach to RWY 11. Sligo Tower then transmitted the Donegal weather, as presented at Section 1.7 Meteorological Information. At 16.53 hrs, the aircraft called overhead the SLG beacon and was cleared by Sligo Tower for the approach. At 17.00 hrs, G-ECAT reported at the Final Approach Fix (FAF) and was cleared to land by the Tower, giving a wind of 120 degrees 15 kt, gusting 29 kt. At 17.01 hrs, just prior to landing, G-ECAT was given a wind check of 120 degrees 15 kt, gusting 31 kt. At 17.02 hrs the aircraft made an initial touchdown at approximately the mid-point of the runway and appeared to a number of witnesses not to immediately decelerate. The aircraft continued down the runway until it departed the paved surface at the right hand side of the threshold of RWY 29. On seeing the aircraft pass the apron taxiway/runway intersection at an abnormally high speed, the Tower Controller immediately sounded the crash alarm. The aircraft continued on through a prepared run-off area at the end of the runway, for a further 50 metres, before coming to rest (17.02:30 hrs) with the main wheels embedded in boulders that formed part of an embankment leading down to the sea. The main wheels were approximately one metre short of where the boulders fall away into the sea. The nose wheel, cockpit and forward section of the fuselage cleared the top of the boulder embankment and the aircraft tilted approximately 15-20 degrees nose down onto the outgoing tide. Full tide was due at 04.00 hrs the following day at a depth of 3.9 meters. The Tower Controller immediately contacted the Shannon ATC Station Manager advising of the runway excursion and called 999 to request Gardaí, Fire Brigade and Ambulance assistance.

The approach and landing at Monterrey-General Mariano Escobido Airport were completed by night and poor weather conditions with limited visibility due to heavy rain falls and mist. At the time of the accident, runway 29 threshold was displaced by 900 metres, reducing the landing distance available from 3,000 metres to 2,100 metres due to construction works. Following a wrong approach configuration, the aircraft landed too far down a wet runway and was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest 60 metres further with the right partially torn off. 11 passengers were injured while 79 other occupants were unhurt.

Following maintenance at Memphis Airport facilities, a crew of two technicians was ferrying the aircraft from the hangar to the main terminal. While approaching the C2 gate, the aircraft could not be stopped in time and collided with the jet bridge. Both occupants escaped with minor injuries while the aircraft was damaged beyond repair.

The four engine aircraft departed Manila-Ninoy Aquino Airport at 1536LT on a schedule flight to Caticlan with 45 passengers and four crew members. On approach to Caticlan, the crew encountered technical problems with the hydraulic system and could not lowered the right main gear that remained stuck in its wheel well. The captain decided to return to Manila and followed a holding pattern to burn fuel. After touchdown on runway 24, the aircraft went out of control, veered off runway to the right and came to rest in a grassy area. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.