Takeoff (climb)

While taking off from the icy Lake Bondésir, the left ski struck an ice ridge on the ground. The main gear/ski collapsed and the aircraft came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The single engine aircraft was completing a cargo flight to Kota Kinabalu, carrying two pilots and a load of 400 kilos of fish. After a course of 860 metres on runway 17, the aircraft lifted off and climbed to a height of about 3 metres when it landed back. It continued in a nose-up attitude, overran for 60 metres and came to rest down an embankment into several houses. Both occupants were slightly injured and the aircraft was damaged beyond repair.

The pilot reported that the flight departed from an agricultural strip located in a valley surrounded by hills. The aircraft carried a full load of superphosphate to be spread on a property approximately one mile from the strip. The pilot had previously surveyed the property and the flight path. He had selected a route that took him up through a valley between hills and then over a low ridge to the property. After take off the pilot set climb power and selected climb flap in order to follow his predetermined route to the property. The pilot advised that as the aircraft flew towards the low ridge it appeared to be descending rather than climbing. He elected to carryout a partial dump and to apply extra flap to clear a clump of trees. The speed deteriorated to 60 knots from the initial climb speed of 70 knots. The pilot did not increase power. Some 300 metres later another partial dump was carried out to clear another tree. As that tree was cleared the pilot again initiated a partial dump and turned to the right in an endeavour to escape from a rapidly deteriorating situation. Immediately the turn was initiated the right wing dropped and the aircraft stalled, impacting the ground onto the right wing and cartwheeled to a stop some 50 metres from the initial impact. The company chief pilot examined the accident site and advised that the flight path through the valley was in a classic false horizon situation whereby the surrounding hills caused the pilot to consider that the flight path was over flat terrain whilst in reality the terrain was rising approximately 5 degrees up to the ridge. The chief pilot also advised that the aircraft would not have been able to outclimb the terrain at high gross weight with only cruise power set.

The airplane collided with trees shortly after takeoff and came to rest in a church yard. There were no witnesses to the crash; however, several local residents heard the airplane overfly their homes at a low altitude. One resident stated that he heard the airplane collide with the trees. Another resident stated that he heard the engine operating as the airplane flew low overhead. Both residents reported that reduced visibility hampered their ability to find the wreckage. One resident estimated that the visibility was about 50 to 60 feet. The prescribed takeoff minimums for that airport is 300 feet and 1 mile visibility. Examination of the airplane did not disclose evidence of mechanical malfunction. The pilot, sole on board, was killed.

Shortly after takeoff from Tabora Airfield, while in initial climb, the twin engine aircraft encountered difficulties to gain height, stalled and crashed 130 metres past the runway end. All six occupants were injured.

The airplane crashed immediately after liftoff during a three-engine takeoff. Flightcrew had shortened rest break; rest periods not required for ferry flights. Flight crew fatigue from lack of rest, sleep, and disruption of circadian rhythms. Flightcrew did not have adequate, realistic training in three-engine takeoff techniques or procedures. Flight crew did not adequately understand three-engine takeoff procedures, including significance of vmcg. Flight engineer improperly determined vmcg speed, resulting in value 9 knots too low. During first takeoff attempt, captain applied power to asymmetrical engine too soon, was unable to maintain directional control, and rejected the takeoff. Captain agreed to modify procedure by allowing flight engineer to advance throttle, a deviation of prescribed procedure. FAA oversight of operator was inadequate because the poi and geographic inspectors were unable to effectively monitor domestic crew training and international operations. Existing far part 121 flight time limits & rest requirements that pertained to the flights that the flightcrew flew prior to the ferry flights did not apply to the ferry flights flown under far part 91. Current one-engine inoperative takeoff procedures do not provide adequate rudder availability for correcting directional deviations during the takeoff roll compatible with the achievement of maximum asymmetric thrust at an appropriate speed greater than ground minimum control speed. All three crew members were killed.

The charter flight was on a return tour trip after landing at the Grand Canyon National Park Airport. No fueling or maintenance was performed on the airplane while it sat on the ground for three hours. Shortly after takeoff from runway 21, the pilot transmitted that he had a problem and was declaring an emergency. He then stated '...I'm single engine right now....' The airplane was observed to be 100-200 feet above the terrain at the time. It continued flying for about 6 minutes, turning onto a crosswind, downwind, and then a right base leg for runway 21 before colliding with trees about 2.5 miles northeast of the airport. The airport is located in terrain that slopes upward from south to north and west to east. Winds were gusting to 29 knots. The density altitude was 6,870 feet. Examination of the suspect left engine did not reveal any evidence of failures or malfunctions. The investigation revealed deficiencies in the Federal Aviation Administration's oversight of the airline's maintenance program, and in the airline's extension of the time-in-service interval of the engines. The airline's AAIP does not require a maximum rated power check of the engines as required by the engine manufacturer's service instruction. In addition, the TBO of the engines had been extended from 1,800 to 2,400 hours.

Shortly after takeoff from Mangakino, while climbing, the single engine aircraft collided with power cables and crashed in a field. The pilot was injured.

After landing at Cafunfo Airport and while taxiing to the ramp, the crew heard several explosions outside the airport as UNITA rebels were approaching the airstrip. In such conditions, the crew decided to return to Luanda and expedited a takeoff. After departure, while climbing, the twin engine aircraft was hit by a Stinger missile that struck the right engine. The crew lost control of the airplane that crashed few km from the airport, bursting into flames. Two passengers were killed while four other occupants were injured.

During the takeoff roll from Sambailo Airport, at a speed of 180 km/h, the pilot-in-command realized he could not takeoff so he initiated an emergency braking procedure. As a distance of 350 metres was remaining, the aircraft was unable to stop within the distance, overran and came to rest. All 24 occupants escaped unhurt.