Takeoff (climb)

Shortly after takeoff from Chaitén Airport, while climbing, the twin engine aircraft went out of control and crashed in the sea near the La Puntilla harbor. The aircraft was destroyed and all five occupants were killed. It was reported that the aircraft was on fire prior to impact with water, maybe after an engine caught fire.

The pilot-in-command (PIC) was administering a proficiency check flight to the first officer (FO) in a regional jet. One of the required check items was the loss of an engine at "V1" speed. While on takeoff roll with the FO at the controls, the PIC retarded the left engine throttle to idle when "V1" speed was attained. The FO called, "check max thrust," and then called, "positive rate gear up." As the PIC reached for the gear lever, he noticed the airplane roll to the left at a rate which he felt was "excessive and dangerous." He then reached for the flight controls and felt the left rudder "go all the way to the floor." As the PIC took control of the airplane, he applied full right rudder and right aileron. The airplane began recovering from the bank and impacted the ground. Flight recorder data revealed that the time interval between the throttle retarded to idle and ground impact was about 8 seconds. The data showed that the airplane became airborne about 2 seconds after the throttle was retarded, and that the airplane had rolled to a 71 degree left bank within 6 seconds from the throttle reduction. Ground scars and wreckage distribution revealed that the left wing had contacted the ground first and then the right wing prior to the airplane coming to rest. The FO had a total of 15 hours in the type aircraft in the last 90 days. Examinations of the airframe, engines, and flight control system did not reveal any anomalies that could have contributed to the accident. Company flight training policy stated that all check airmen should be ready to take control of the airplane while practicing these types of training maneuvers.

The certificated commercial pilot was departing on a 14 CFR 135 cargo flight. The airplane lifted off and climbed to about 200 feet. Instead of turning right toward the intended destination, the airplane began a left turn toward the runway. The angle of bank increased to about 45 degrees. The airplane then nosed down, and descended into snow covered terrain, about 200 yards north of the runway. Examination of the engine revealed the number six cylinder head was fractured, and slightly separated from the cylinder barrel. The area around the point of separation was blackened and oily. Similar discoloration was noted on the inside of the engine cowl. A metallurgical examination of the cylinder head revealed a fatigue fracture along a large segment of the thread root radius between the 5th and 6th threads. The engine's cylinder compression is part of the operator's approved airworthiness inspection program. The number six cylinder compression, recorded 121 hours before the accident, was noted as 60 PSI. The last engine inspection, 27 hours before the accident, did not include a record of the engine compression.

The four engine aircraft was completing a mail flight from Lisbon to Ponta Delgada and Lajes and back to Lisbon. On the last leg from Lajes to Lisbon, the cargo consisted of 1,693,5 kg of cargo and mail. Shortly after takeoff from runway 33, while in initial climb, the engine n°3 failed and its propeller autofeathered. Six seconds later, the engine n°4 failed as well. The aircraft went out of control and crashed in hilly terrain not far from the airport. The aircraft was destroyed and all seven occupants were killed.

After takeoff from Arusha Airport runway 09, while climbing, the pilot declared an emergency following an engine failure. While attempting to return, he lost control of the airplane that crashed 1,200 metres from the runway, bursting into flames. All five occupants were killed, among them four Italian citizens.

After takeoff from runway 02, while in initial climb, the right engine apparently failed. The aircraft rolled to the right, lost height and struck a concrete wall. Out of control, it crashed, broken into several pieces and bursting into flames. A crew member and 15 passengers were killed. No technical anomalies were found on both engines, braking systems, tyres and landing gear.

The pilot had received a weather briefing and was aware of the weather conditions west and north of the airport. The pilot was issued the flight clearance as filed, and was assigned an initial altitude of 2000 feet. Approximately five minutes into the flight, the air traffic controller questioned the pilot concerning the assigned heading. The controller stated that the pilot 'sounded extremely strained' and replied, 'N269M is in trouble.' Radar altitude data showed a rapid loss of altitude for N269M; the last radar altitude data showed the flight at 2800 feet. The airplane collided with the ground in a nose low attitude. Weather radar data from the Miami Weather Surveillance Radar-1988, Doppler (WSR-88D) showed a large, intense convective cell just west of Boca Raton between 1530:15 and 1535:57. Moderate to very heavy rain showers were associated with the convective activity. A review of the radar data showed that N269M was 3.5 to 4.0 miles north of the core of the large convective cell.

The Piper Navajo Chieftain PA-31-350, serial number 31-8252042, was on an instrument flight rules (IFR) flight from Sanikiluaq to Iqaluit, Northwest Territories. Two pilots and two passengers were on board. After checking the runway condition and weather, the pilot commenced his take-off run on runway 27. After take-off, the pilot saw flames coming out of the right engine cowl. The right engine was shut down but the aircraft could not maintain a sufficient rate of climb, and it crashed on flat, snow-covered ground about one mile from the end of the runway. The aircraft sustained substantial damage on landing. After the aircraft came to a stop, the occupants evacuated via the left front door and walked back to the airport terminal for shelter and assistance. There were no injuries. The occurrence happened at night in instrument meteorological conditions.

The Airco Aircraft Charters Piper PA-31-350 Chieftain, serial number 31-8152096, had been chartered by Northern Sky Aviation to complete a daily passenger flight from the Edmonton City Centre Airport to High Level, Rainbow Lake, Edmonton, and Calgary, Alberta. The flight from Edmonton to High Level and Rainbow Lake was uneventful. Following a routine landing and turn around, the aircraft departed Rainbow Lake in darkness, at 1935 mountain standard time (MST), on an instrument flight rules (IFR) flight to Edmonton. Shortly after take-off from runway 27, the aircraft collided with trees and terrain approximately 3 000 feet west of the departure end of the runway. The nine occupants sustained minor injuries and the aircraft was substantially damaged. Immediately following the evacuation of the aircraft, a Rainbow Lake passenger initiated the local emergency response by cell phone. Volunteer ground rescue personnel organized a snowmobile search, and a helicopter was dispatched from the airport to conduct an aerial search. The ground search was hampered by darkness, dense forest, cold temperatures, and deep snow. The helicopter pilot located the aircraft wreckage on his first pass over the departure corridor and, following his immediate return to the airport, he lead the ground rescuers to the accident site. Rescuers reached the accident site approximately one and one-half hours after the occurrence and assisted all of the survivors to the Rainbow Lake nursing station.

On January 9, 1998, at 1935 hours Philippines local time, a Piper PA-31, N4111M, reportedly experienced a loss of engine power and crashed at the Ninoy Aquino International Airport, Manila, Philippines. The aircraft was substantially damage the airline transport rated pilot and copilot were not injured. Visual meteorological conditions existed for the night ferry flight to Saipan in the Marianas, and an instrument flight rules (IFR) flight plan had been filed. The pilot stated that after completing a preflight they had been cleared to taxi to the active runway. The pilot requested a full length takeoff from runway 06. Approximately 75 feet after lifting off from the ground, the pilot requested that the copilot retract the landing gear. The pilot reported that shortly after the landing gear was raised the aircraft yawed sharply to the right. He lowered the nose to regain some of the airspeed that was lost due to the right yaw. He stated that they were losing airspeed and altitude quickly, and asked the copilot to extend the landing gear. The pilot reported that on landing he had the power on until they contacted the runway. The aircraft slid to the left and came to rest after striking a concrete ditch. A test flight of the accident aircraft had been conducted 2 days and on the day before the accident. The purpose of the test flights were to check the propellers that had been overhauled, and to obtain a ferry permit from the Federal Aviation Administration's Designated Airworthiness Representative (DAR). The DAR found the aircraft to be within required specifications. He made the appropriate entry into the aircraft's logbook and issued the ferry authorization.