Takeoff (climb)

The flight was part of a pre-buy inspection of the airplane. Witnesses reported the airplane did not climb more than 200 feet above ground level (agl) after takeoff. The airplane entered a shallow left turn and completed about 210 degrees of heading change before it impacted a flat field near the approach end of runway 26. Witnesses reported that the landing gear were retracted and that the engines sounded like they running at high power, but the airplane did not accelerate or climb normally. The airspeed was slow and 'mushy.' The engines' gas generator sections exhibited strong rotational scoring. The engines' power sections exhibited light rotational signatures. The left and right propellers exhibited minimal leading edge damage. Both propellers exhibited high blade angles. The secondary low pitch stops (SLPS) had been installed on the aircraft four days prior to the accident. A ground check, but no flight check, had been conducted. The SLPS sensors were found in the full aft position on the mounting bracket, not in the normal mid-range position. The SLPS control box installed on the aircraft was an updated box and was incompatible with the existing wiring.

Fine Air Flight 101 was originally scheduled to depart Miami for Santo Domingo at 09:15 using another DC-8 airplane, N30UA, to carry cargo for Aeromar. Due to a delay of the inbound aircraft, Fine Air substituted N27UA for N30UA and rescheduled the departure for 12:00. N27UA arrived at Miami at 09:31 from San Juan, Puerto Rico, and was parked at the Fine Air hangar ramp. The security guard was not aware of the airplane change, and he instructed Aeromar loaders to load the airplane in accordance with the weight distribution form he possessed for N30UA. The first cargo pallet for flight 101 was loaded onto N27UA at 10:30 and the last pallet was loaded at 12:06. The resulting center of gravity (CG) of the accident airplane was near or even aft of the airplane’s aft CG limit. After the three crew members and the security guard had boarded the plane, the cabin door `was closed at 12:22. Eleven minutes later the flight obtained taxi clearance for runway 27R. The Miami tower controller cleared flight 101 for takeoff at 12:34. Takeoff power was selected and the DC-8 moved down the runway. The flightcrew performed an elevator check at 80 knots. Fourteen seconds later the sound of a thump was heard. Just after calling V1 a second thump was heard. Two seconds later the airplane rotated. Immediately after takeoff the airplane pitched nose-up and entered a stall. The DC-8 recovered briefly from the stall, and stalled again. The airplane impacted terrain in a tail first, right wing down attitude. it slid west across a road (72nd Avenue) and into the International Airport Center at 28th Street and burst into flames. Investigation showed that the center of gravity resulted in the airplane’s trim being mis-set by at least 1.5 units airplane nose up, which presented the flightcrew with a pitch control problem on takeoff.

During the takeoff roll on runway 23 at Douala Airport, at a speed of 110 knots, the crew noted a loud bang and decided to abort. The crew initiated an emergency braking procedure but the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and both engines before coming to rest 130 metres further, bursting into flames. All 114 occupants were evacuated, among them 20 were slightly injured. The aircraft was destroyed.

After touching down to scoop another load of water, the pilot added power and the aircraft pitched forward. The pilot heard a pop and felt a sudden decelerative force. When the nose began to bowsuck, he applied more back pressure but the aircraft did not respond. The floor split open and water began rushing into the cockpit. The left nose gear door locking pin was found separated from its hydraulic actuator. It displayed a bend that corresponded to its retracted position in the pin guide. The deformation prevented investigators from reinserting the damaged pin back through the guide. The left mycarta block remained attached to the door and did not exhibit any damage.

Crashed on takeoff for unknown reasons. There were no casualties.

Shortly after takeoff from Santiago de Cuba-Antonio Maceo Airport, while climbing by night at an altitude of 500 feet, the aircraft entered an uncontrolled descent and crashed in the sea few hundred metres offshore. The aircraft disintegrated on impact and all 44 occupants were killed, among them six Spanish and two Brazilian citizens.

During the takeoff roll at Rio de Janeiro-Santos Dumont Airport, the captain realized that all conditions were not met for a safe takeoff and decided to abort. Unable to stop within the remaining distance, the aircraft overran and came to rest in the Guanabara Bay. All five occupants escaped with minor injuries and the aircraft was damaged beyond repair.

The aircraft took-off from runway 27 of Mumbai Airport at 2216 UTC of 2.7.97 (0346 IST of 3.7.97). After take off the pilot reported to Tower, "VSA is turning left Sir, thousand two hundred, we are entering weather otherwise", to which tower acknowledged and asked VT-SSA to contact Radar. The aircraft contacted Radar and was asked to establish radial 146 and report passing FL080, climb level 170 for which aircraft acknowledged, "Roger, call you establish 146 passing 70 and reaching 170 SA." This was the last transmission from the aircraft. The aircraft crashed into the Arabian Sea off Mumbai coast at about 2219 UTC. The aircraft got destroyed after impact with sea and both occupants on board died in the accident. There was no evidence of fire.

After departing from runway 08, the airplane climbed to 400 feet above ground level (agl) where the left engine lost power. After confirming a loss of power, the pilot feathered the left propeller, and called for maximum 'dry' thrust on the right engine. Wet power was available which would have provided 450 additional horsepower, however, the pilot elected not to use it. The airplane was unable to maintain altitude, collided with a palm tree, and came to rest on the beach in the surf line. The reason for the left engine malfunction was not determined due to salt water damage. The airplane was 600 pounds over maximum weight.

The air cargo flight had just off loaded its cargo at a remote site. Shortly after takeoff, the number two engine begin to run rough. The engine was shut down, and the propeller feathered. During the shutdown process, a fire warning light illuminated, and fire became visible near the number 2 engine. The crew activated both banks of engine fire extinguishers, but were unable to extinguish the fire. While on approach to an off-airport emergency landing site, the number two engine fell off and ignited a brush fire. The crew made a successful landing and ran away from the airplane. The airplane continued to burn and was destroyed by fire. The number 2 engine was not recovered or located.