Takeoff (climb)

Shortly after takeoff, while in initial climb, the aircraft stalled and crashed near the runway end. Both pilots and four passengers were killed while 15 other occupants were injured.

The pilot of C-FFHF, a float-equipped de Havilland DHC-2 Beaver, departed the company camp at Ugly Lake, Labrador, en route to Goose Bay. Prior to arriving at Goose Bay, the pilot contacted an overflying Air Labrador flight and advised them that he had landed on a pond and that he needed the SAR (search and rescue) time extended on his flight plan. The pilot also said that he would be departing the pond shortly, en route to Goose Bay. When C-FFHF did not arrive at the destination by the SAR time of 2030 Atlantic daylight saving time (ADT), a search was commenced. Seven days later, an oil slick and a paddle with the company name on it were identified on a pond about 66 nautical miles (nm) north of Goose Bay. Divers located the aircraft wreckage in 120 feet of water. The aircraft was destroyed and the bodies of the pilot and passenger were located inside the wreckage.

The pilot and three passengers were departing a remote lake in a float equipped airplane. The pilot positioned the hydraulic actuated flaps to 20 degrees. After takeoff, about 150 ft above the water, the pilot positioned the flap lever to the 'UP' position in preparation of pumping the flaps up, but said he did not move the pump handle. Turbulence was present during the takeoff, and during a left turn, the pilot encountered a severe gust at the time he positioned the flap lever. The airplane stalled in a left turn that steepened to almost a 90 degree bank. The airplane descended and the left wing contacted the surface of the lake. The left wing was torn off the fuselage, and the floats were crushed upward. Both flaps are activated by a common torque tube connected to a double-acting flap actuating cylinder. At the accident scene, the right wing flap and right aileron were observed to be extended to an intermediate position. The weather conditions included 20 kts of wind, turbulence, and rain. The pilot expressed a concern that the flaps may have retracted without being pumped to the up position. An examination of the flap system and the ratchet valve assembly was conducted after the airplane was recovered and the wings were removed. Leakage of hydraulic fluid and air was observed through the ratchet valve. Additional testing of the ratchet valve at an overhaul facility did not reveal any leakage.

The aircraft was completing a cargo flight from Bahía Tortugas to Ensenada, carrying a load of 8 tons of lobsters. At takeoff, the aircraft encountered difficulties to gain height, stalled and crashed, bursting into flames. All five occupants were killed.

After takeoff, the pilot transmitted to ATC controllers that he had lost power in an engine. He made a steep turn to the left back toward the airport, then a right turn toward the runway. The aircraft's nose dropped in the right turn, and the aircraft crashed nose first on a taxiway. Post crash examination of the aircraft structure and flight control systems revealed no preimpact failure or malfunction. The left propeller was found in the feathered position, and the right propeller was found in a high blade angle. The right propeller had damage consistent with the engine operating. Teardown examination of the engines and propellers showed no findings that would have resulted in engine or propeller malfunction or failure. At the time the aircraft was purchased by the pilot in March 1996, he had not flown for about 10 years. Since purchasing the aircraft, he had logged 2.5 hours of transition/checkout in the airplane and had flown it for a total of about 22 hours, mostly on 'sightseeing flights.'

The aircraft departed Jackson Hole Airport at 2245LT on a flight to New York-JFK, carrying eight crew members and a U.S. Secret Service agent. The purpose of the flight was to transport a U.S. Secret Service communications vehicle to New York after President Bill Clinton spent some vacations in Jackson Hole. Five minutes after takeoff, while climbing by night, the four engine aircraft struck the slope of Mt Sleeping Indian (Mt Sheep - 3,427 metres high) located about 18 km southeast of the airport. The aircraft disintegrated on impact and all nine occupants were killed.

During an attempted takeoff, the airplane collided with a taxiway sign, a fence, a light pole and came to rest between two buildings. According to the pilot in command (seated in the right seat), a preflight and run-up inspection was completed successfully. He stated that a pilot rated passenger (in the left front seat) was following along with a placard checklist. He stated that the airplane was accelerated for takeoff on runway 7, and at 500 feet down the 2700 foot long runway with the airspeed at redline, rotation was initiated and the airplane veered to the right. He stated that shortly thereafter the right engine surged and he noted the matched power levers, but he did not record the engine power instruments. A passenger (seated in a forward facing seat behind the pilot in command) reported that the pilot rated passenger's hand was on the throttle(yellow-knobbed handles) at the time of the accident The reported visibility was 1/8 mile in fog. The prescribed takeoff minimums for that airport is 400 feet and 1 mile visibility. Post accident examination of the engines and their systems revealed no evidence of preimpact mechanical malfunction. The pilot reported that there was no mechanical malfunction.

On August 5, 1996, about 1335 Atlantic standard time, a Cessna 402B, N403N, registered to Virgin Air, Inc. dba Air St. Thomas, as flight 105, 14 CFR Part 135 scheduled international passenger service, from St. Barthelemy Island to St. Thomas, overran the runway during an aborted takeoff at St. Barthelemy Island. Visual meteorological conditions prevailed at the time and an instrument flight plan was filed. The aircraft received substantial damage and the airline transport-rated pilot and 6 passengers were not injured. One passenger received minor injuries. The flight was originating at the time of the accident. The pilot stated the elevator control jammed during the takeoff roll. He aborted the takeoff, but could not stop prior to over running the runway. The aircraft came to rest in about 3 feet of water.

During the takeoff roll, the captain noted a difference in the engine N1 readings. He decided to abandon the takeoff procedure and initiated an emergency braking manoeuvre. Unable to stop within the remaining distance, the aircraft overran, lost its nose gear and came to rest 40 metres further. All 106 occupants escaped uninjured and the aircraft was damaged beyond repair.

The right engine lost power after an uncontained engine failure during the initial takeoff climb. The airplane would not climb and the pilot was forced to land. The pilot selected a street for a forced landing area. The pilot landed gear up while maneuvering to avoid hitting street light poles and automobiles. After touchdown, the airplane slid into a block wall. A fire erupted as a result of a post impact fuel leak in the left wing. The airplane's engines were examined at the manufacturer's facilities. The right engine exhibited evidence of an uncontained separation of the second stage turbine rotor disk. Examination of the disk fragments revealed a low cycle fatigue fracture mode. The fatigue initiated from multiple areas at and adjacent to the inside diameter bore surface near the aft side of the disk. According to the engine manufacturer, the multiple indication areas were associated with uninspectable size porosity and the primary carbides in the cast material. There were no material or casting defects detected on any of the fractures through the wheel.