Scheduled Revenue Flight

After takeoff from Cuzco-Alejandro Velasco Astete, one of the tyre on the left main gear burst. The crew decided to continue to Lima when, on approach, the left main gear could not be lowered and remained stuck in its wheel well. Upon landing, the aircraft sank on its left side and slid for few dozen metre before coming to rest. All 73 occupants were evacuated safely while the aircraft was damaged beyond repair.

The twin engine aircraft belly landed at Lae-Nadzab Airport. It slid down the runway for few dozen metres before coming to rest. Both occupants escaped uninjured and the aircraft was damaged beyond repair.

Tarom flight 371 was a scheduled passenger service from Bucharest Otopeni Airport (OTP) in Romania to Brussel Airport (BRU), Belgium. On board were 49 passengers and eleven crew members. The first officer was pilot flying, the captain was pilot monitoring. Following de-icing, the Airbus A310 taxied to runway 08R for departure. The flight was cleared via the Strejnic 'STJ' VOR/DME beacon and an initial climb to flight level 260. Takeoff was initiated at 09:04 hours local time. When airborne, the captain announced positive climb and co-pilot requested to retract the landing gear. At 09:07:20 the captain called the Otopeni Approach controller and received a clearance to turn left and proceed direct to STJ. The co-pilot asked the captain to select direct STJ on FMS. The captain confirmed a direct STJ selection and requested the co-pilot to move the control wheel slightly. At an altitude of 1700 feet and speed a 187 knots, with flaps 15/slats 15 and pitch angle of 17.6 degrees, the aircraft was turning left, with a bank angle of 12 degrees, flying towards STJ. At 09:07:36, when the aircraft crossed 2000 feet at 188 knots, an engine thrust asymmetry started developing with continuous decrease of the left engine thrust, approximately 1 degree TRA (throttle resolver angle)/second. At 09:07:53, when the aircraft was crossing 3300 feet altitude at 195 kts turning with a decreasing bank angle of 20 degrees, the first officer called "250 in sight" and asked the captain to retract the flaps. This was carried out. At that moment, the engine thrust asymmetry reached 14.5 TRA degrees and 0.19 for EPRs. The first officer then requested slats retraction, but this action which was not carried out by the captain. At this moment the aircraft was passing through 013 degrees magnetic heading, at 3800 feet altitude and a decreasing speed of 185 kts. The aircraft pitch angle was 16,5 degrees, decreasing, and the left bank angle was 18 degrees, also decreasing. At that time the thrust asymmetry reached was 28 TRA degrees and 0.27 for EPRs. At 09:08:02, the first officer asked the captain: "Are you all right?" The aircraft was passing through 330 degrees magnetic heading, 4200 ft altitude, a decreasing speed of 181 kts, and an increasing 17 degrees left bank angle. At 09:08:08, a noise like an uttering of pain or a metallic noise was heard. The aircraft was crossing 4460 ft altitude, 179 kts speed and an increasing bank angle of 22 degrees. At that time the engines thrust asymmetry reached 0.36 for EPRs. The bank angle continued to increase to 28 degrees and the engine thrust asymmetry reached 0.41 for EPRs. At 09:08:15, the first officer, with a stressed and agitated voice, requested engagement of autopilot no. 1. The aircraft was crossing 4620-ft altitude, continuing its turn at an increasing bank angle of 43 degrees and a steadily decreasing pitch angle of 3.5 degrees. One of the pilots attempted to engage autopilot no. 1 The aircraft started a descent with 45 degrees bank angle and the engine thrust asymmetry had reached the maximum value of 0.42 for EPRs, followed by a continuous thrust reduction of engine n°2. One second later, there was recorded autopilot disengagement followed by the aural warning a level 3 "cavalry charge" lasting several moments. From that moment on, the aircraft started diving, the speed increased and the aircraft performed a complete rotation around its roll axis. At 09:08.28, first officer cried out "THAT ONE HAS FAILED!" without any other comments. The aircraft was descending through 3600 ft at 258 kts speed and an increasing nose down pitch angle at 61.5 degrees. The aircraft continued until it impacted the ground at a nose down attitude of approximately 50 degrees pitch angle with both engines at idle power. The airplane was destroyed and all 60 occupants were sustained fatal injuries.

The aircraft departed Hamilton Airport runway 36 on a scheduled service to New Plymouth on behalf of Eagle Airways. Six minutes after takeoff, while climbing to an altitude of 5,000 feet, the crew informed ATC about the failure of the left engine and was cleared to return for an emergency landing. Four minutes later, the right turn failed as well. The airplane lost height and crashed in an open field located 9 km from Hamilton Airport. All six occupants were killed.

Prior to departing on a scheduled air taxi flight with two passengers, the pilot obtained a weather briefing that included airmets for mountain obscuration, IFR and icing conditions. VFR flight was not recommended. A company flight that departed before the accident flight, returned to the company base due to low ceilings, after the accident flight departed. The flight departed on a VFR flight plan and encountered low ceilings in the area of mountainous terrain. The pilot began maneuvering around the terrain and during a period of obscuration, collided with several trees. The company operations manual specifies that the pilot is responsible for the conduct of the flight; however, procedures are included that detail the dispatch responsibilities, dissemination of weather information, and the director of operations responsibility to monitor and cancel flights if necessary.

Shortly after takeoff from Tabora Airfield, while in initial climb, the twin engine aircraft encountered difficulties to gain height, stalled and crashed 130 metres past the runway end. All six occupants were injured.

Approximately 10 minutes after departure, the pilot was contacted by a company pilot flying in the opposite direction. During their conversation the pilot stated that he was 'looking for wolves.' Shortly thereafter, the company pilot told the pilot that his radio transmissions were breaking up. The pilot replied that it was probably because he was 'behind a ridge.' The company pilot temporarily went off frequency; however, when he switched back he was unable to contact the pilot. The aircraft was later located on the southwest side of a box canyon about 100 feet below the top of the ridge. The normal course line for the route typically flown by company pilots is 6 miles away. The pilot had no prior experience in mountain flying.

The crew of the Beechcraft A100, C-GYQT, were conducting a scheduled flight from Sioux Lookout, Ontario, to Big Trout Lake, Ontario, as Bearskin (BLS) 324. BLS324 departed Sioux Lookout with nine passengers and a crew of two at 1133 central standard time (CST) and arrived in the vicinity of Big Trout Lake at approximately 1240. The captain briefed an instrument approach with a circling procedure to runway 14. On descent to the radio beacon, the crew reportedly encountered flight visibilities of one mile and were in visual contact with the ground. When the aircraft was less than five miles from the airport, the crew heard a position report from another aircraft completing an approach to the airport. To ensure safe separation from the aircraft ahead, the captain elected to fly under visual flight rules to the southwest of the airport. Air Traffic Services radar data was obtained from the Big Trout Lake radar source. The radar data indicated that the crew descended to about 150 feet above ground level (agl) approximately 4.5 miles from the end of the landing runway and maintained 200 to 300 feet agl for some 50 seconds prior to impact. Immediately prior to impact, the radar data indicated that the aircraft was about 3 1/2 miles from the runway at about 300 feet agl and descending at more than 1,200 feet per minute. Throughout the approach, the first officer flew the aircraft visually with occasional reference to his instruments, while the captain navigated and maintained terrain clearance by visual reference to the terrain and issued instructions to the first officer. At approximately five miles from the runway, the crew turned onto the extended centre line of the runway and received a radio report from the other aircraft of local visibilities of less than 1/2 mile. The aircraft flew inbound over a wide expanse of lake, and the captain lowered the flaps in preparation for landing. Shortly thereafter, the captain became concerned with the reducing visibility and looked in the Company Approach Procedures binder that he held on his lap. The captain was aware of the danger of whiteout and intended to revert to instrument flight if whiteout were encountered. He had not previously removed the approach chart for Big Trout Lake and clipped it in the approach chart holder because he had discovered that the binder rings were broken and taped shut when he had performed his initial approach briefing. He intended to provide new approach information to the first officer so that a full instrument approach could be initiated from their current position. When the captain looked up from the binder, he observed the altimeter indicating a descent through 1,000 feet above sea level (asl) and called to the first officer, "Watch your altitude." Before a recovery could be initiated, the aircraft struck the frozen surface of the lake and bounced into the air. The captain initiated a recovery and then, concerned with the airworthiness of the aircraft, reduced power and attempted to land straight ahead. The aircraft crashed onto the frozen surface of the lake about 3/4 mile beyond the initial impact location. All passengers and crew survived the accident. However, the crew and several passengers sustained serious injuries. Rescuers from the local community reached the aircraft about two hours after the crash and all survivors were rescued within four hours. The more seriously injured were experiencing the effects of hypothermia when rescued. The accident occurred at 1248 CST, approximately three miles northwest of Big Trout Lake Airport, at latitude 53°49'N, longitude 089°53'W, at an elevation of 690 feet asl.

While cruising over a mountainous area, the crew encountered below-minima weather conditions and was forced to attempt an emergency landing. The aircraft crash landed on the slope of a mountain (590 metres high) located in the region of the Bolshoya River. All occupants evacuated safely while the aircraft was damaged beyond repair.

Crashed in unknown circumstances and destroyed by a post crash fire. There were no casualties.