Scheduled Revenue Flight

During the takeoff roll at Osh Airport, the captain decided to abort for unknown reasons. Unable to stop within the remaining distance, the aircraft verran and came to rest in a ravine. All 36 occupants evacuated safely while the aircraft was damaged beyond repair.

Upon landing at Dubai Airport, the right main landing gear collapsed. The aircraft skidded for few dozen metres then veered off runway to the right and came to rest in a sandy area. All 205 occupants evacuated safely and the aircraft was damaged beyond repair.

The airplane was parked outside on the ramp the night before the accident and was subjected to rain, snow, and temperatures that dropped below 32 degrees F. Other pilots whose airplanes were also parked outside overnight stated that about 1/4 to 1/2 inch of snow/frost covered a layer of ice on their airplanes the morning of the accident. Because of these conditions, ramp personnel deiced the accident airplane with a heated mixture of glycol and water. The PenAir ramp supervisor who conducted the deicing stated that he believed the upper surface of the wing was clear of ice but that he did not physically touch the wing to check for the presence of ice. Investigators were unable to determine whether the accident pilot visually or physically checked the wing and tail surfaces for contamination after the accident airplane was deiced. However, the airplane's high-wing configuration would have hindered the pilot's ability to see residual clear ice on the surface of the wing after the deicing procedures. Company records indicate that the certificated commercial pilot completed his initial CE-208 flight training 2 months before the accident and had accumulated a total of 74 hours in this make and model of airplane. The airplane, with the pilot and nine passengers onboard, crashed shortly after takeoff from runway 01. A witness observed that the airplane's flight appeared to be normal until the airplane suddenly pitched up, rolled 90 degrees to the left, and yawed to the left. The airplane then descended nose-down until it disappeared from view. Data from the engine monitoring system revealed that the maximum altitude obtained during the accident flight was about 651 feet mean sea level. The airplane crashed in a level attitude. Investigators found no evidence of pre-impact failures in the structure, flight control systems, or instruments. Further, examination of the engine and propeller revealed no pre-impact failures and that the engine was running when the airplane hit the ground.

A brand new Cessna 525A CitationJet 2, D-IEVX, arrived at Milan-Linate following a flight from Köln. The Cessna was to carry out a return flight to Paris-Le Bourget, carrying two pilots, a Cessna sales manager and a prospective customer. The plane arrived at 06:59 and was taxied to the General aviation apron, also known as 'West apron'. It was a foggy morning at Milan and one of the passenger flights parked on the North apron was SAS MD-87 "Lage Viking" which was being prepared for flight SK686 to Copenhagen, scheduled to depart at 07:35. At 07:41, the pilot of the MD-87 contacted Linate Ground Control for his engine start clearance, as the boarding of 104 passengers had been completed. The Ground controller cleared the pilot to start engines and advised that the slot time for takeoff of the flight was at 08:16. Thirteen minutes later flight 686 was cleared to taxi to runway 36R: "Scandinavian 686 taxi to the holding position Cat III, QNH 1013 and please call me back entering the main taxiway." A few minutes later, the Cessna pilot requested permission to start the engines. The ground controller then gave start-up clearance. The ground controller then requested flight 686 to contact the Tower controller. From this moment on the crew of the MD-87 and the crew of the Cessna were tuned on two different radio frequencies. At 08:05 the pilots of the Cessna received taxi clearance: "Delta Victor Xray taxi north via Romeo 5, QNH 1013, call me back at the stop bar of the ... main runway extension." The pilot acknowledged by saying: "Roger via Romeo 5 and ... 1013, and call you back before reaching main runway." The Cessna started to taxi from the General Aviation parking position, following the yellow taxi line. After reaching the position where the yellow taxi line splits into two diverging directions, the pilot erroneously took the taxi line to right and entered taxiway R6. At 08:09 the Ground controller cleared the Cessna to continue its taxi on the North apron. At the same time the Tower controller cleared the MD-87 for takeoff: "...Scandinavian 686 Linate, clear for take off 36, the wind is calm report rolling, when airborne squawk ident." The pilot advanced the throttles and acknowledged the clearance: "Clear for takeoff 36 at when...airborne squawk ident and we are rolling, Scandinavian 686." When the MD-87 was speeding down the runway, the Cessna crossed the runway holding sign and entered the active runway 18L/36R. At 08.10:21 the nose landing gear of the MD-87 had left the ground and main gears were extending the shock absorbers but the main wheels were still on the ground at an airspeed of 146 knots (270,5 km/h). At that moment the MD-87 crew probably saw a glimpse of the Cessna through the fog and reacted with additional large nose-up elevator. At that moment the MD-87 collided with the CitationJet. The right wing of the MD-87 sustained damage at the leading edge and the right hand main landing gear leg broke off. It damaged the right flap and struck the no. 2 engine which then separated from the pylon. The pilot of the MD-87 gradually advanced the throttles and then the aircraft was airborne for a total of 12 seconds, reaching an estimated height of about 35 feet (11 meters). The left hand engine suffered a noticeable thrust reduction as a result of debris ingestion, which became insufficient to sustain flight. The airspeed had increased up to 166 knots (307,6 km/h), but the MD-87 descended abruptly making contact with the runway with the left hand maingear, the truncated right hand maingear leg and the tip of the right hand wing. Prior to touch down the pilot reduced engine thrust and after ground contact the engine reverse levers were activated and deployed (on the left hand engine only). Maximum available reverse thrust was selected and the brakes applied. The plane skidded past the grass overrun area, across a service road, crashing sideways into a baggage handling building, which partly collapsed. This building was located 20 m/67 feet to the right of the runway, and 460 m/1500 feet from the runway end.

While cruising at an altitude of 36,000 feet over the Black Sea on a weekly schedule service from Tel Aviv to Novosibirsk, the aircraft disappeared from radar screens at 1344LT. The crew did not send any distress call. The aircraft entered an uncontrolled descent and crashed in the sea about 185 km off Adler, and sank to a depth of 2,000 metres. All 78 occupants were killed. Ten days after the crash, the President of Ukraine confirmed officially that the aircraft has been shot down by a surface-to-air missile (Type S200) as the Ukrainian Army was completing exercices off Feodosia, south Crimea.

For unknown reasons, the aircraft landed hard and bounced several times before landing firmly. On touchdown, the nose gear collapsed and the airplane slid for few dozen metres before coming to rest. All 21 occupants escaped uninjured while the aircraft was damaged beyond repair.

Following an uneventful flight from Moscow, the crew started a night approach to Dubai Intl Airport. Despite this was a non standard procedure, the captain requested that the landing gear circuit breaker be switched off so he could extend the flaps earlier and prior to gear extension. Later on approach, the flight engineer completed the checklist and mistakenly confirmed that gear were down after the crew forgot to turn the circuit breaker on again. The captain continued the approach without proceeding to a verification/confirmation that gear were down, causing the aircraft to land on its belly. It slid for few dozen metres and came to rest with both engines n°2 and 3 on fire as well as the rear part of the cargo compartment. All 321 occupants were evacuated safely while the aircraft was damaged beyond repair.

After takeoff from runway 01 at Guatemala City-La Aurora Airport, while climbing to a height of 200 feet, the twin engine aircraft rolled left and right then stalled and crashed beside the runway, about 550 metres from its end. The copilot and four passengers were injured while eight other occupants including the captain were killed. The aircraft was totally destroyed.

On final approach to Goiânia-Santa Genoveva Airport, the crew encountered poor weather conditions with a limited visibility due to rain. The aircraft landed about 500 metres past the runway threshold but as it was misaligned, the right main gear touched down on the left side of the runway. The crew attempted to steer the plane back onto the runway when the right main gear collapsed. The aircraft went out of control, lost its right engine then its nose gear and came to rest on the runway. All 67 occupants evacuated safely.

The Boeing 757 departed Newark Airport at 0847LT on a regular schedule service to San Francisco, carrying 37 passengers and a crew of seven. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and apparently attempted to fly over Washington DC. At 1030LT, the aircraft crashed in an open field located about 4 km north of Shanksville. The aircraft disintegrated on impact and all 45 occupants were killed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.