Takeoff (climb)

The pilot was departing a remote airport to begin a VFR cargo flight. The departure path took the airplane over ice covered terrain. The airport was considered to be below basic VFR conditions with light snow and fog, and the visual conditions in the area were considered to be 'flat' with the visibility from 2 to 3 miles. The pilot received a special VFR clearance out of the control zone by a flight service station specialist. After departure, witnesses observed the airplane climb to an estimated 500 feet above the ground and turn to the right. Shortly thereafter, the airplane banked to the right about 90 degrees, then descended to the ground in a wing and nose low attitude. A postaccident inspection of the airframe and engine did not reveal any mechanical malfunction.

On April 7, 1996, about 0600 Atlantic standard time, N143SA, a De Havilland DH6, operated by Dolphin Express Airlines crashed on takeoff roll at Virgin Gorda Airport, British Virgin Islands. The flight was a 14 CFR Part 135 scheduled international passenger commuter flight. Visual meteorological conditions prevailed at the time and a VFR flight plan was filed. The airplane was substantially damaged and the captain, first officer, and eight passengers reported no injuries. One passenger received minor injuries. The flight was originating at the time of the accident. The captain stated the while on takeoff roll the airplane veered sharply to the left and she could not exercise directional control. The airplane then departed the runway and crashed through a fence, ripping one wing off the airplane. The airplane was equipped with a CVR that is being removed for further readout.

Shortly after takeoff from Nouadhibou Airport, while climbing, the aircraft stalled and crashed in the sea, killing all eight occupants.

After takeoff from El Obeid Airport, the aircraft stalled and crashed by the runway, bursting into flames. All 16 occupants were rescued and the aircraft was destroyed by fire. It was en route to Wau, carrying foods.

The crew was completing a local training mission at Nakhon Ratchasima AFB. After takeoff, in unknown circumstances, the single engine aircraft crashed in Nong Phai Lom, near the airport. Both pilots were killed.

Shortly after takeoff from San José-Tobías Bolaños Airport, while climbing, the aircraft suffered an engine failure and stalled. It crashed in a field, bursting into flames. A passenger was killed while four other occupants were injured. The aircraft was totally destroyed by a post crash fire.

On February 15, 1996, about 0554 universal time, a Piper PA-46, N2514Q (serial number 46-8508098), registered to a partnership in Canby, Oregon, crashed near Kitwe, Zambia. The airplane was destroyed and all five persons on the airplane were fatally injured. The weather conditions at the accident site are unknown. It is not known if a flight plan had been filed for the flight.

On February 12, 1996, about 1201 eastern standard time, a Rockwell Australian Nomad N24A, N224E, registered to Four Eagles Aviation Inc., operated by Haiti Express Airways, crashed on takeoff from Port-Au-Prince International Airport, Port-Au-Prince, Haiti. The flight was a scheduled domestic passenger flight bound for Cap-Haïten, Haiti. Visual meteorological conditions prevailed and an IFR flight plan was filed. The airplane was destroyed. The airline transport pilot-in-command, airline transport second-in-command, and nine passengers were fatally injured. Four passengers sustained serious injuries. The flight was originating at the time of the accident. The DGAC stated the airplane was on takeoff from runway 27. The airplane appeared to lose power on the right engine and the pilot made a forced landing northwest of runway 27. On touchdown the airplane nosed over and was consumed by a post crash fire.

The aircraft was engaged on a charter flight for the BHP Cannington mine, and departed from Townsville at 0630 EST. The flight was uneventful and the aircraft landed at Cannington at 0840. The aircraft was refuelled and at about 0945 seven passengers and baggage were loaded. The aircraft was started and taxied for runway 36. During this time the necessary checks were completed. The takeoff was commenced, and after the aircraft became airborne and was accelerating with a positive rate of climb, the landing gear was selected up. While the gear was still in transit, there was a sudden power loss from the left engine. The pilot described a simultaneous height loss, roll, pitch, and yaw accompanied by a sound similar to a buzz saw from the left engine. The pilot immediately recognised that the left engine had failed and attempted to maintain speed and directional control. Power was reduced on the right engine to maintain directional control, and it was the pilot's intention to land the aircraft with gear retracted beyond the end of the runway. However, the left wingtip struck a steel fence post, and this spun the aircraft to the left. The aircraft struck a low earth bank while travelling sideways and rearwards. When the aircraft came to rest, all windows were obscured and the pilot believed the aircraft was on fire. The pilot tried unsuccessfully to open the main cabin door, and the passengers were then evacuated through the emergency exit.

On behalf of Alas Nacionales, the aircraft was completing a charter flight from Puerto Plata to Frankfurt with intermediate stops in Gander and Berlin, carrying 176 Germans and 13 Turkish crew members. During the takeoff roll, at a speed of 80 knots, the captain noted that his air speed indicator (ASI) seemed to be incorrect while the copilot's ASI seemed to be correct. During initial climb, at an altitude of about 4,700 feet, the captain's ASI read 350 knots while the real speed was 220 knots. This resulted in an autopilot/autothrottle reaction to increase the pitch-up attitude and a power reduction in order to lower the airspeed. At that time the crew got 'Rudder ratio' and 'Mach airspeed' advisory warnings. Both pilots got confused when the copilot stated that his ASI read 200 knots decreasing while getting an excessive speed warning, followed by a stick shaker warning. This led the pilots to believe that both ASIs were unreliable. Finally realizing that they were losing speed and altitude they disconnected the autopilot. The autopilot, fed by the captain's faulty ASI, had reduced the speed close to the stall speed. Full thrust was then applied. At 23:47:17 an aural GPWS warning sounded and eight seconds later, the aircraft crashed in the ocean. All 189 occupants were killed.