Parking

Ready for taxi, the crew started the engines when a short circuit occurred and a fire erupted in the rear compartment. The evacuation of all 134 occupants was initiated but three passengers died while 32 others were seriously injured. The aircraft was totally destroyed by fire. The OAT was -29° C at the time of the incident.

Two crew took place in the cockpit to prepare the aircraft for a scheduled commercial service to Marsh Harbour. In unknown circumstances, all three landing gear retracted, causing the aircraft to fall on the ground. Both occupants were uninjured while the aircraft was damaged beyond repair. It is unknown if the retraction of the undercarriage was the consequence of a mechanical failure or a mishandling from the crew.

Parked on the apron at Medellín-Enrique Olaya Herrera Airport, the aircraft was prepared for a flight to Quibdó with two pilots and 25 policemen from the Escuadrón Móvil Antidisturbios (ESMAD). While the people were boarding the airplane, an explosion occurred. The aircraft was destroyed but there was no serious injuries among the 27 people. It is believed that the explosion was caused by the inadvertent detonation of a grenade used by one of the policemen.

On June 28, 2008, about 2215 Pacific daylight time, an ABX Air Boeing 767-200, N799AX, operating as flight 1611 from San Francisco International Airport, San Francisco, California, experienced a ground fire before engine startup. The captain and the first officer evacuated the airplane through the cockpit windows and were not injured, and the airplane was substantially damaged. The cargo flight was operating under the provisions of 14 Code of Federal Regulations Part 121. At the time of the fire, the airplane was parked near a loading facility, all of the cargo to be transported on the flight had been loaded, and the doors had been shut.

While parked at Pointe-Noire Airport, the aircraft was struck by an Antonov AN-12 registered EK-11660 and operated by Aéro-Service that just completed a cargo flight from Brazzaville with 6 crew members on board. Following a normal landing, the crew of the AN-12 vacated the runway and while approaching the apron, they lost control of the aircraft that collided with the parked Boeing 727. All six crew members on board the AN-12 were injured, both pilots seriously. Both aircraft were damaged beyond repair. The Boeing 727 was empty at the time of the ground collision.

The aircraft registered F-WWCJ was tested at a fixed point at Toulouse-Blagnac Airport. The current mission consisted of various test' systems with airline technicians who had ordered the plane. It unfolded engines in operation without chocks wheel. At the end of these tests, after having stopped and inspected the engines, the technicians restarted them for a new fixed point at high power, to find the source of oil seeps. About three minutes after power-up, the aircraft began to moving forward. The technician in the left seat noticed the movement and informed the test technician in the right seat. The latter acted on the brakes located rudder pedals then released the parking brake. The DFDR then shows a release of the brake command with the rudder bar. As the plane continues to advance, he tried to deviate from his course using the steering wheel. The nose gear quickly got in the way as the plane accelerated. The plane struck an inclined blast wall. Its front part broke and flipped over to the other side. Thirteen seconds elapsed between the start of the aircraft's movement and the shock with the wall. The aircraft was destroyed and all nine occupants were injured, four seriously.

The aircraft completed a cargo flight from Villavicencio to Mitú, carrying four crew members and a load consisting of fuel drums. After all fuel drums were offloaded by ground crew, the pilot contacted the fire brigade because fuel leaked on the cabin floor and around the aircraft. Airport firefighters approached to attend the event but were not allowed the use or foam or water due to electrical and electronic equipment that could be affected by the liquid. After starting the APU and the right engine for the flight back to Villavicencio, an explosion occurred. The crew shut down the engines and evacuated the aircraft. Firefighters were unable to extinguish the rapidly developing fire and the aircraft was totally destroyed.

The aircraft departed Taipei-Taoyuan Airport at 0814LT on a schedule service to Naha with 157 passengers and a crew of 8. Following an uneventful flight, the crew was cleared to land on runway 18 and vacated via taxiway E6 then A5. After being stopped at spot 41, engines were shot down when a fire broke out somewhere in an area aft of the right engine and spread to the right wing leading edge near the n°5 slat and the apron surface below the right engine. All 165 occupants evacuated safely while the aircraft was totally destroyed by fire.

The crew of the 4 engine airplane started its engines for a positioning flight from a remote mining airstrip. Following the startup of the engines, an explosion occurred in the left wing area aft of the number 1 engine firewall and number 1 auxiliary fuel tank. The airplane was parked next to the mine's fuel storage tank, and the pilot added power on the remaining engines to move away from the storage tank. Within seconds of beginning to move, the number 1 engine fell off the burning wing, followed by separation and aft folding of the outboard end of the left wing. The outboard end of the wing, however, was still attached via control cables. The pilot taxied the airplane about 200 feet, dragging the partially burning left wing segment to a pond of water and shut down the remaining engines. The crew evacuated with no injuries. Water was applied to the airplane until the fire was extinguished, about 3 1/2 hours later. NTSB and FAA personnel did not travel to the scene, and the airplane was not recovered from the mining strip. The airplane's left wing powerplant and fuel system consists of the number 1 and 2 engines. Each engine is separated from the wing by a firewall. Within the wing, from outboard to inboard, the fuel tank system consists of the number 1 fuel tank, the left wing auxiliary fuel tank, and the number 2 fuel tank. Each wet-wing type fuel tank contains a submerged electrical boost pump, sump drain valves and fuel quantity transmitters. The fuel system has selector valves, crossfeed valves, and shut-off valves for each tank. An FAA inspector examined portions of the airplane that the operator supplied. The inspector examined a portion of the upper wing surface that had been blown away from the airplane during the initial explosion. He noted that the inside of the upper wing surface, normally positioned over the auxiliary tank, was not charred or sooted. A separated portion of the lower wing surface, near the auxiliary boost pump, was sooted and charred. The aft side of the number 1 engine firewall was not charred. A portion of the number 1 engine nacelle was oily, but not sooted or charred. The operator located the auxiliary in-tank boost pump and sent it to the FAA. The boost pump impeller, encased in a small wire cage, was not melted and could be turned by hand. The body of the pump was sooted but not thermally damaged. Its wire connectors and one fuel line were melted. A smaller line, what appeared to be a return line, was not melted.

The Airwork F-27 was on a training flight, during which the crew carried out an exercise that simulated a gear problem. They extended the gear using the emergency system. However, after landing they did not select the main gear handle down and in addition did not install the gear locking pins. The crew were then distracted by other events and during this the co-pilot selected the emergency gear handle up to reset the system. The main gear then partially collapsed.