Takeoff (climb)

The crew was engaged in an agricultural mission in an area located about 32 km northeast of Tongjiang. After takeoff, the engine failed and the airplane crash landed in a paddy field. Both crew members escaped uninjured and the airplane was damaged beyond repair.

The takeoff from Durango-Guadalupe Victoria Airport was initiated in poor weather conditions as a thunderstorm just passed over the airport five minutes prior to the accident. The takeoff from runway 03 was completed with a wind from 047° at 33 knots. Eight seconds after liftoff, the aircraft climbed to a height of 8 feet with a speed of 145 knots. At this time, the wind came from 103° at 11 knots. The aircraft continued to climb to 30 feet when the wind changed with a tailwind component of 22 knots from 030°. The aircraft started to descend and impacted ground, causing both engines to be torn off. The aircraft continued, overran and slid for 380 metres before coming to rest, bursting into flames. All 103 occupants were evacuated and 39 were injured, 14 seriously. The aircraft was totally destroyed by a post crash fire. At the time of the accident, weather conditions were poor with thunderstorm activity, heavy rain falls and strong winds. Notable variations in wind components were noticed at the time of the accident.

The single engine aircraft departed a remote area located 250 km west of Tura, carrying five passengers and two pilots who were returning from a fishing camp. Shortly after takeoff, at a height of one meter, the engine started to vibrate and the crew noticed a 'pop' noise. The airplane descended and the crew positioned the flaps to 40°. The aircraft passed over the river then impacted the opposite bank and crashed. All seven occupants evacuated safely, except the pilot who was slightly injured. The aircraft was damaged beyond repair.

The single engine airplane departed Kamako Airport on a flight to Tshikapa with intermediate stops in Nsumbula and Diboko, carrying five passengers and two pilots. After takeoff, while climbint to a height of about 3,500 feet, the crew spotted birds in the vicinity when the engine lost power. The captain decided to return to Kamako but as he was unable to maintain a safe altitude, he attempted an emergency landing when the aircraft crashed in a marshy field located 3 km from the airport, bursting into flames. The captain and a passenger survived while five other occupants were killed.

According to the copilot, before takeoff, he and the pilot had briefed that the copilot would conduct the takeoff for the planned cross-country flight and be the pilot flying and that the pilot would be the pilot monitoring. The accident flight was the copilot's first takeoff in the accident airplane with it at or near its maximum gross weight. The pilot reported that he taxied the airplane onto the runway and locked the tailwheel in place and that the copilot then took over the controls. About 13 seconds after the start of the takeoff roll, the airplane veered slightly right, and the copilot counteracted with left rudder input. The airplane then swerved left, and shortly after the pilot took control of the airplane. The airplane briefly became airborne; the pilot stated that he knew the airplane was slow as he tried to ease it back over to the runway and set it back down. Subsequently, he felt the shudder “of a stall,” and the airplane rolled left and impacted the ground, the right main landing gear collapsed, and the left wing struck the ground. After the airplane came to a stop, a postimpact fire ensued. All the airplane occupants egressed through the aft left door. Postaccident examination of the airplane revealed no evidence of any mechanical malfunctions or failures with the flight controls or tailwheel. Both outboard portions of the of the aluminum shear pin within the tailwheel strut assembly were sheared off, consistent with side load forces on the tailwheel during the impact sequence. The copilot obtained his pilot-in-command type rating and his checkout for the accident airplane about 2 months and 2 weeks before the accident, respectively. The copilot had conducted two flights in the accident airplane with a unit instructor before the accident. The instructor reported that, during these flights, he noted that the copilot had directional control issues; made "lazy inputs, similar to those for small airplanes"; tended to go to the right first; and seemed to overcorrect to the left by leaving control inputs in for too long. He added that, after the checkout was completed, the copilot could take off and land without assistance; however, he had some concern about the his reaction time to a divergence of heading on the ground. Given the evidence, it is likely the copilot failed to maintain directional control during the initial takeoff roll. It is also likely that, if the pilot, who had more experience in the airplane, had monitored the copilot's takeoff more closely and taken remedial action sooner, he may have been able to correct the loss of directional control before the airplane became briefly airborne and subsequently experienced an aerodynamic stall.

The mechanic who maintained the airplane reported that, on the morning of the accident, the right engine would not start due to water contamination in the fuel system. The commercial pilot and mechanic purged the fuel tanks, flushed the fuel system, and cleaned the left engine fuel injector nozzles. After the maintenance work, they completed engine ground runs for each engine with no anomalies noted. Subsequently, the pilot ordered new fuel from the local fixed-based operator to complete a maintenance test flight. The pilot stated that he completed a preflight inspection, followed by engine run-ups for each engine with no anomalies noted and then departed with one passenger onboard. Immediately after takeoff, the right engine stopped producing full power, and the airplane would not maintain altitude. No remaining runway was left to land, so the pilot conducted a forced landing to a field about 1 mile from the runway; the airplane landed hard and came to rest upright. Postaccident examination revealed no water contamination in the engines. Examination of the airplane revealed numerous instances of improper and inadequate maintenance of the engines and fuel system. The fuel system contained corrosion debris, and minimal fuel was found in the lines to the fuel servo. Although maintenance was conducted on the airplane on the morning of the accident, the right engine fuel injectors nozzles were not removed during the maintenance procedures; therefore, it is likely that the fuel flow volume was not measured. It is likely that the corrosion debris in the fuel system resulted when the water was recently purged from the fuel system. The contaminants were likely knocked loose during the subsequent engine runs and attempted takeoff, which subsequently blocked the fuel lines and starved the right engine of available fuel.

The pilot was conducting an on-demand air taxi flight in a float-equipped airplane from a seaplane base on a public lake to a remote lakeside home, with a passenger and her young son. The passenger brought cargo to transport as well, including an unexpected 800 lbs of mortar bags. Witnesses who labored to push the airplane out after loading reported that the airplane appeared very aft heavy and the pilot said he would offload "cement blocks" if he could not take off. A review of witness videos revealed that the pilot attempted one takeoff using only 3/4 of the available waterway, then step taxied around the lake and performed a step-taxi takeoff, again not using the full length of the lake. The airplane eventually lifted off, and barely climbed over trees on the south end of the lake, before descending and impacting terrain. A home surveillance video that captured the airplane seconds before the crash revealed that 3 seconds before ground impact, the estimated altitude of the airplane was 115 ft above ground level (agl) and the groundspeed was about 64 miles per hour (mph), which was low and much slower than normal climb speed (80 mph). As the airplane banked to the left to turn on course, it rolled through 90° likely experiencing an aerodynamic stall. Analysis of the engine rpm sound revealed that the engine was operating near maximum continuous power up until impact, and a postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A calculation performed by investigators postaccident revealed the airplane's estimated gross weight at the time of the accident was 75 lbs over the approved maximum gross takeoff weight, and the airplane's estimated center of gravity was 1.76 inches aft of the rear limit. The pilot had been recently hired by the operator and he flew his first commercial flight in the same make and model, float-equipped airplane the week before the accident. He had accumulated 12.9 flight hours, and 13 sea landings/takeoffs in the accident model airplane since being hired as a part-time pilot. Although the airplane was able to takeoff, the aircraft's out-of-limit weight-and-balance condition increased its stall speed and degraded its climb performance, stability, and slow-flight characteristics. When the pilot turned the airplane left, the critical angle of attack was exceeded resulting in an aerodynamic stall at low altitude. If the pilot had performed a proper weight and balance calculation, he may have recognized the airplane was overweight and out of balance and should not have attempted the flight without making a load adjustment.

The single engine airplane departed Nizhneudinsk Airport on a forest fire survey mission, carrying two observers and two pilots. Shortly after takeoff, while climbing to a height of about 150-170 metres, the engine started to vibrate. The captain attempted an emergency landing when the aircraft crash landed in a marshy field located 4,9 km from the airport, coming to rest upside down. All four occupants escaped uninjured and the aircraft was damaged beyond repair.

The aircraft departed Dunkeswell Airfield on the morning of the accident for a flight to Retford (Gamston) Airfield with three passengers on board, two of whom held flying licences. The passengers all reported that the flight was uneventful and after spending an hour on the ground the aircraft departed with two passengers for Enstone Airfield. This flight was also flown without incident.The pilot reported that before departing Enstone he visually checked the level in the aircraft fuel tanks and there was 390 ltr (103 US gal) on board, approximately half of which was in the wingtip fuel tanks. After spending approximately one hour on the ground the pilot was heard to carry out his power checks before taxiing to the threshold of Runway 08 for a flight back to Dunkeswell with one passenger onboard). During the takeoff run the left engine was heard to stop and the aircraft veered to the left as it came to a halt. The pilot later recalled that he had seen birds in the climbout area and this was a factor in the abandoned takeoff. The aircraft was then seen to taxi to an area outside the Oxfordshire Sport Flying Club, where the pilot attempted to start the left engine, during which time the right engine also stopped. The right engine was restarted, and several attempts appeared to have been made to start the left engine, which spluttered into life before stopping again. Eventually the left engine started, blowing out clouds of white and black smoke. After the left engine was running smoothly the pilot was seen to taxi to the threshold for Runway 08. The takeoff run sounded normal and the landing gear was seen to retract at a height of approximately 200 ft agl. The climbout was captured on a video recording taken by an individual standing next to the disused runway, approximately 400 m to the south of Runway 08. The aircraft was initially captured while it was making a climbing turn to the right and after 10 seconds the wings levelled, the aircraft descended and disappeared behind a tree line. After a further 5 seconds the aircraft came into view flying west over buildings to the east of the disused runway at a low height, in a slightly nose-high attitude. The right propeller appeared to be rotating slowly, there was some left rudder applied and the aircraft was yawed to the right. The left engine could be heard running at a high rpm and the landing gear was in the extended position. The aircraft appeared to be in a gentle right turn and was last observed flying in a north-west direction. The video then cut away from the aircraft for a further 25 seconds and when it returned there was a plume of smoke coming from buildings to the north of the runway. The pilot reported that the engine had lost power during a right climbing turn during the departure. He recovered the aircraft to level flight and selected the ‘right fuel booster’ pump (auxiliary pump) and the engine recovered power. He decided to return to Enstone and when he was abeam the threshold for Runway 08 the right engine stopped. He feathered the propeller on the right engine and noted that the single-engine performance was insufficient to climb or manoeuvre and, therefore, he selected a ploughed field to the north of Enstone for a forced landing. During the approach the pilot noticed that the left engine would only produce “approximately 57%” of maximum power, with the result that he could not make the field and crashed into some farm buildings. There was an immediate fire following the accident and the pilot and passenger both escaped from the wreckage through the rear cabin door. The pilot sustained minor burns. The passenger, who was taken to the John Radcliffe Hospital in Oxford, sustained burns to his body, a fractured vertebra, impact injuries to his chest and lacerations to his head.

About five minutes after takeoff from Antananarivo-Ivato Airport, the twin engine aircraft went out of control and crashed in an open field located in Ampangabe, some 10 km southwest of the airfield. The aircraft was totally destroyed upon impact and all five occupants were killed. They were engaged in a training flight with one instructor and two pilots under instruction on board.
Crew:
Claude Albert Ranaivoarison, pilot.
Passengers:
Eddie Charles Razafindrakoto, General of the Madagascar Air Force,
Andy Razafindrakoto, son of the General,
Kevin Razafimanantsoa, pilot trainee,
Mamy Tahiana Andrianarijaona, pilot trainee.