Training

The crew (one pilot and one copilot) were completing a local training flight out from Beaune-Challenges Airport. In unknown circumstances, the airplane crash landed in a vineyard located in Magny-lès-Villers, about 10 km north of the airfield, bursting into flames. Both occupants evacuated the cabin and were seriously injured. The airplane was destroyed by fire.

The crew departed Toronto-Lester Bowles Pearson Airport in the morning to perform training at Lake Simcoe Regional Airport under flight number TOR804. After performing several approaches and touch-and-go, the crew was completing an approach to runway 28 when the airplane belly landed. It slid for few dozen metres before coming to a halt, bursting into flames. All three crew members evacuated safely but the airplane was totally destroyed by fire.

The crew was completing a local training flight at Kayseri-Erkilet Airport on behalf of the 12 Wing. While flying in the vicinity of the airport, he encountered technical problems and elected to return for an emergency landing. The crew performed a very low approach over the surrounding districts before landing on runway 25. After touchdown, the airplane apparently encountered issues with the left main gear, slid for few hundred metres then veered off runway to the left and came to rest in a grassy area. All crew members escaped uninjured.

The check pilot of the multi engine airplane reported that he was conducting a familiarization flight with a pilot that his company was in the process of hiring (pilot applicant.) On final approach, at approximately 100 ft above ground level, the pilot applicant made a pitch adjustment and the airplane’s nose pitched down excessively. Both pilots pulled back on the yokes to arrest the descent, but the airplane impacted terrain short of the runway, which resulted in substantial damage to the right wing and fuselage. The check pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The crew departed Auburn-Lewiston Municipal Airport on a local training mission under callsign WIG634. After making a circuit over Sebago Lake located southwest of the airport, the crew continued to the northeast when control was lost. The airplane entered a descent with a rate of 7,300 feet per minute until it crashed in a wooded area located near Mt Oak Hill, about 25 km northeast of Auburn-Lewiston Municipal Airport. The airplane was destroyed and both occupants were killed.

The crew was completing a local training flight at Chrcynno Aerodrome. After takeoff from a grassy runway, the single engine airplane went out of control and crashed onto a hangar located nearby the control tower. Two pilots were injured while a third was killed as well as five people in the hangar. Weather conditions were considered as marginal at the time of the accident with a thunderstorm passing over the area.

On the day of the occurrence, six Learjet flight crews of the operator involved planned to take off almost at the same time from Hohn Military Airport to different missions. The airplane involved was the third to take off. Two pilots were on board of the Learjet 35A. The Pilot Flying (PF) sat in the left-hand seat and the Pilot Monitoring (PM) in the right. It was planned to fly from Hohn to Wunstorf Military Airport and conduct several instrument approaches for training purposes of the local air traffic control personnel. At the same time, the flight was to be used as proficiency check for the pilot in the left-hand seat for his type and instrument rating for Learjet 20/30. According to the Cockpit Voice Recorder (CVR) recording, the pilots completed the Before Starting Engine checklist prior to starting the engines. A Yaw Damper check and a so-called Full Travel check of the flight controls were performed, among other things. At 1224 hrs, the right engine was started; at 1226 hrs, the left. At 1237 hrs, while still on taxiway C3, the take-off emergency briefing was performed with the words: „[…] when airborn keine [no] Items ausser [except] gear below 500 ft, continue climb, in real life accelerate to V2 plus 30, Klappen [flaps] rein, slight climb weiter auf [to] […]“. At 1238 hrs, another Learjet received take-off clearance with simulated engine failure from the Tower. That flight crew asked over the radio if the single engine take-off was approved and the Tower once again acknowledged it. After the take-off of that Learjet, the flight crew taxied with the airplane involved on the runway to Ramp 1, turned and waited for the clearance to line up on runway 26. At 1244 hrs, the flight crew received the instruction to roll on to runway 26 and wait. They completed the Line-up check and the Before Take-off check. They planned to take-off with flaps 8° and engine full thrust with N1 of 96.6%. After they had received take-off clearance at about 1247 hrs, the airplane accelerated and took off at 1247:34 hrs, according to witnesses in the area of taxiway C3, and entered climb. According to the CVR recording, after take-off the PF instructed the PM to retract the landing gear and engage the Yaw Damper. At 1247:39 hrs, the PM responded with: “Vorab verlierst du simuliert das rechte Triebwerk (in advance, you will lose the right engine)“, the PF acknowledged it by saying: “Copy, gear up“. Then the thrust of the right engine reduced, the left engine maintained the set take-off thrust. At that time, indicated speed was about 160 kt, according to the FDR. At 1247:44 hrs, the PF instructed: “Damper on”. At 1247:45 hrs, the PM answered “Jawohl (yes)”, almost at the same time the PF said quietly: “Oh shit“. At 1247:44 hrs, the PF called out loud several times: “Fuck” and at 1247:54 hrs the PM several times “Shit”. At 1247:55 hrs, the last recording was the landing gear warning generated by the airplane: “Too low“. From the PM’s announcement about the simulated engine failure at 1247:39 hrs until the impact, Hohn Tower transmitted traffic information regarding two Tornado aircraft in the vicinity and instructed the frequency change to Hohn Radar. Witnesses observed that the airplane performed a sort of snap roll and then crashed to the ground at the end of the runway. On impact, an explosive fireball occurred. The pilots suffered fatal injuries and the airplane was destroyed.

The single engine airplane was engaged in a local training flight at Puerto Ayacucho Airport, carrying five pilots. While completing a turn on approach to runway 04, the airplane went out of control and crashed in a wooded area located about 3 km south of the airport, bursting into flames. The airplane was totally destroyed by impact forces and a post crash fire and all five occupants were killed. Puerto Ayacucho Airport is named Cacique Aramare but the military side is named José Antonio Páez.
Crew:
Cpt José Castillo Tovar,
Cpt Jefferson Aular,
1st Lt Roberto Aponte,
Lt Santiago Collado,
Lt Joé Rivas.

A friend of the copilot reported this was the multiengine airplane’s first flight since the (single engine-rated) copilot purchased it five years before the accident. He stated that the purpose of the flight was to conduct touch-and-go landings. Another (multiengine-rated) pilot was flying in the left seat, with the copilot flying in the right seat. On the day of the accident, when the friend arrived at the airport, he noticed that the airplane was not in the traffic pattern. After a few hours, he became concerned and reported the airplane missing to local authorities, and it was found the next morning in a heavily wooded area about one mile away from the airport. There were no witnesses to the accident. Post accident examination of the wreckage revealed that the airplane’s left propeller displayed signatures indicative of low rotational speed at impact, suggesting that the airplane’s left engine may have lost at least partial power. The right propeller showed signatures consistent with high rotational speed/power settings at the time of impact. Examination of the left engine’s fuel servo revealed that it was heavily contaminated with sediment and that the fuel pump had weak suction and compression. Either or both of these conditions could have reduced the left engine’s performance during the flight. Additionally, the airplane was found with its wing flaps extended, the landing gear not retracted, and the left engine’s propeller was not feathered. A representative from the airplane’s type certificate holder stated that, depending on the airplane’s takeoff weight, it generally could not maintain level flight during an engine-out condition unless the flaps and landing gear were up and the failed engine’s propeller was feathered. While there were no witnesses to the accident or other recorded data to suggest what flight regime the airplane was in when the loss of engine power occurred, given the stated purpose of the flight and the findings of the post accident examination of the wreckage, it is likely that, while maneuvering the airplane in the airport traffic pattern, the airplane’s left engine lost power and the airplane subsequently impacted trees and terrain. Given the configuration of the wing flaps and landing gear and the unfeathered position of the left propeller, it is likely that the airplane’s single-engine performance was degraded.

The student pilot, who was the new owner of the multi-engine airplane, and a private pilot flew commercially to Lubbock, Texas, utilized a ride-hailing service to drive to Portales, New Mexico; they met with the former owner of the airplane to finalize the purchase of the airplane and flew it back to Georgia the same day. The next day, the student pilot commenced flight training with the private pilot who offered to provide flight instruction to the student pilot in the student pilot’s newly acquired multi-engine airplane, even though he did not possess a flight instructor’s rating or a multi-engine airplane rating. Radar data showed that the track of the accident airplane's route consisted of their departure airport, a midway stop, and the third leg of the flight, where it crashed during the approach to their destination airport. Witnesses observed a sharp right turn before the airplane’s spiraling descent and impact with terrain and unoccupied semi-trailers. Surveillance footage from a parking lot security camera captured the airplane in a right spiral turn just before the accident. The airplane was destroyed by impact forces and the postimpact fire. The postaccident examination of the airframe, engines, and propellers revealed no anomalies that would preclude normal engine and airplane performance. Additionally, a review of the maintenance logbook revealed that the airplane was overdue for its annual maintenance inspection; no special flight permit (ferry permit) was obtained from the Federal Aviation Administration (FAA) for its return flight to Georgia. Toxicological testing of the student pilot revealed the presence amphetamine, a prescription Schedule II controlled substance that may result in cognitive deficits that pose a risk to aviation safety; however, its effect, if any on the accident flight could not be determined. It is likely that the private pilot’s failure to maintain aircraft control was exacerbated by his lack of a multi-engine airplane rating, his lack of a flight instructor rating, and his poor decision making.