Takeoff (climb)

The private pilot of the twin-engine airplane departed on the personal flight. During the takeoff roll, all indications were normal. When the airplane accelerated to between 75 and 80 knots, the pilot pulled back on the yoke slowly, and the airplane began to climb. After he raised the landing gear, the pilot noticed that the airplane was not continuing to climb and that the airspeed was 80 knots; he then heard the stall warning horn. The airplane impacted trees about 1/4 mile from the runway, caught fire, and was destroyed; the pilot egressed with minor injuries. The airplane's published minimum control speed was 86 knots and the break ground and climb speed was 106 knots. Given that information, it is likely that the pilot's attempt to rotate and climb the airplane below 80 knots resulted in the airplane being unable to gain altitude and climb above trees at the end of the runway.

Shortly after takeoff from Puerto Gaitán Airport Runway 04, while on a cargo flight to Villavicencio, the left engine exploded and caught fire. As the aircraft was losing speed and height, the crew attempted an emergency landing when the aircraft crash landed in an open field located 2,6 km southwest from the airport, bursting into flames. All three crew members escaped with minor injuries and the aircraft was destroyed by a post crash fire.

Shortly after takeoff from Tel Aviv-Sde Dov Airport, while climbing, the pilot encountered technical problems and declared an emergency. He elected to return to the airport but eventually ditched the airplane few dozen metres offshore. Both occupants were rescued and the aircraft was damaged beyond repair.

The pilot, sole on board, was engaged in a crop spraying mission over plantation located near Aksarino, Republic of Tatarstan, and the aircraft was carrying a load of 1,200 kilos of fertilizers. Shortly after takeoff, while climbing, the engine encountered technical problems. The pilot elected to make an emergency landing when the aircraft crash landed in a field and came to rest. The aircraft was damaged beyond repair and the pilot was uninjured.

During the takeoff roll, the right engine caught fire. The crew aborted the takeoff procedure and was able to stop the aircraft on the runway. Unfortunately, he was unable to extinguish the fire that destroyed the right engine. All occupants evacuated safely and the aircraft was partially destroyed by fire.

Shortly after takeoff from Campo de Marte Airport runway 30, the single engine airplane entered a right turn without gaining altitude. Less than one minute after liftoff, the aircraft impacted a building located in the Frei Machado Street, some 370 metres from runway 12 threshold. The aircraft was totally destroyed by impact forces and a post crash fire and all seven occupants were killed. One people on the ground was slightly injured. Owned by the Brazilian businessman Roger Agnelli, the aircraft was on its way to Santos Dumont Airport in Rio de Janeiro. Among the victims was Roger Agnelli, his wife Andrea, his both children John and Anna Carolina, the pilot and two other friends. They were enroute to Rio to take part to the wedding of the nephew of Mr. Agnelli.

The airline transport pilot and pilot-rated passenger were departing on an instrument flight rules (IFR) cross country flight from runway 4 in a Cessna 340A about the same time that a private pilot and pilot rated passenger were departing on a visual flight rules repositioning flight from runway 36 in a Cessna 172M. Visual meteorological conditions prevailed at the airport. The runways at the nontowered airport converged and intersected near their departure ends. According to a witness, both airplanes had announced their takeoff intentions on the airport's common traffic advisory frequency (CTAF), which was not recorded; the Cessna 340A pilot's transmission occurred about 10 to 15 seconds before the Cessna 172M pilot's transmission. However, the witness stated that the Cessna 172M pilot's transmission was not clear, but he was distracted at the time. Both occupants of the Cessna 172M later reported that they were constantly monitoring the CTAF but did not hear the transmission from the Cessna 340A pilot nor did they see any inbound or outbound aircraft. Airport video that captured the takeoffs revealed that the Cessna 172M had just lifted off and was over runway 36 approaching the intersection with runway 4, when the Cessna 340A was just above runway 4 in a wings level attitude with the landing gear extended and approaching the intersection with runway 36. Almost immediately, the Cessna 340A then began a climbing left turn with an increasing bank angle while the Cessna 172M continued straight ahead. The Cessna 340A then rolled inverted and impacted the ground in a nose-low and left-wing-low attitude. The Cessna 172M, which was not damaged, continued to its destination and landed uneventfully. The Cessna 340A was likely being flown at the published takeoff and climb speed of 93 knots indicated airspeed (KIAS). The published stall speed for the airplane in a 40° bank was 93 KIAS, and, when the airplane reached that bank angle, it likely exceeded the critical angle of attack and entered an aerodynamic stall. Examination of the Cessna 340A wreckage did not reveal any preimpact mechanical malfunctions that would have precluded normal operation. Because of a postcrash fire, no determination could be made as to how the radios and audio panel were configured for transmitting and receiving or what frequencies were selected. There were no reported discrepancies with the radios of the Cessna 172M, and there were no reported difficulties with the communication between the Cessna 340A and the Federal Aviation Administration facility that issued the airplane's IFR clearance. Additionally, there were no known issues related to the CTAF at the airport. Toxicological testing detected unquantified amounts of atorvastatin, diphenhydramine, and naproxen in the Cessna 340A pilot's liver. The Cessna 340A pilot's use of atorvastatin or naproxen would not have impaired his ability to hear the radio announcements, see the other airplane taking off on the converging runway, or affected his performance once the threat had been detected. Without an available blood level of diphenhydramine, it could not be determined whether the drug was impairing or contributed to the circumstances of the accident.

The Aircraft Sales and Services (Private) Limited (ASSL) aircraft Beechcraft-1900D Registration No. AP-BII was scheduled for a chartered flight on 18th March, 2016 from Karachi to Sui. Just after takeoff from runway 25L at 0820 hrs local time, the crew observed power loss of right engine and made a gear up landing on the remaining runway on the right side of centreline. After touchdown, the aircraft went off the runway towards right side and then came back on the runway before coming to a final stop 1,050 feet short from the end of runway. The Captain and one passenger received serious injuries due to hard impact of the aircraft with ground. All other passengers and technician remained unhurt.

On March 9, 2016 one AN -26B aircraft belonging to True Aviation Ltd was operating a schedule cargo flight from a small domestic airport (Cox’s Bazar-VGCB) in southern Bangladesh to another domestic airport (Jessore -VGJR) in western Bangladesh, The cargo was Shrimp fries. As per the General Declaration the total cargo quantity was 802 boxes weighing 4800 kg. The airline had filled a flight plan keeping the ETD blank. The flight plan routing was CB W4 CTG W5 JSR at FL 100. All the documents except the load sheet were found properly signed and are in the possession of AAIT. According to ATC controller’s statement and recorded tape the aircraft requested for startup clearance at 0258z. As per the recordings with ATC the controller passed the visibility information of Jessore Airport as 3km. The aircraft started engines and requested for taxi. The aircraft was cleared to taxi to Runway 35 via taxiway S. The aircraft requested for takeoff clearance and was cleared for Take Off at 0305z. Immediately after airborne the pilot reported engine failure without mentioning initially which engine had failed but later confirming failure of the left engine and requested for immediate return back to Cox’s Bazar airport. He was advised by ATC to call left hand down wind. But the control tower spotted the aircraft making a right hand down wind at a very low altitude. All emergency services were made standby from the ATC. The aircraft called final and requested for landing clearance. For reasons so far unknown the aircraft made a low level Go Around. The controller in the tower saw the aircraft flying at about 400 to 500 feet. The surviving Flight Navigator also confirmed this in his statement. The ATC advised the captain to call left hand down wind. But there was no response from the crew. The ATC repeatedly kept calling the aircraft but there was no response from the crew and total communication was lost. At time 0332z the airport authority came to know through other means that the aircraft had crashed approximately 03km west of the airport.

Shortly after takeoff from Naypyidaw Airport, while climbing to an altitude of about 500 feet, the aircraft entered an uncontrolled descent and crashed in an open field located 600 metres past the runway end, bursting into flames. Four occupants were killed while a passenger was seriously injured and evacuated to a local hospital. He died from his injuries few hours later. Used for emergency flights, the airplane was carrying three officers to Namhsan, Shan State, to assist with the aftermath of a fire there. Those officers who were killed were Major Aung Kyaw Moe, Captain Aung Paing Soe and Captain Htin Kyaw Soe.