Takeoff (climb)

On 9 April 2008, at 2325 Eastern Standard Time, a Fairchild Industries Inc. SA227-AC (Metro III) aircraft, registered VH-OZA, departed Sydney Airport, New South Wales on a freight charter flight to Brisbane, Queensland with one pilot on board. The aircraft was subsequently observed on radar to be turning right, contrary to air traffic control instructions to turn left to an easterly heading. The pilot reported that he had a ‘slight technical fault’ and no other transmissions were heard from the pilot. Recorded radar data showed the aircraft turning right and then left, followed by a descent and climb, a second right turn and a second descent before radar returns were lost when the aircraft was at an altitude of 3,740 ft above mean sea level and descending at over 10,000 ft/min. Air traffic control initiated search actions and search vessels later recovered a small amount of aircraft wreckage floating in the ocean, south of the last recorded radar position. The pilot was presumed to be fatally injured and the aircraft was destroyed. Both of the aircraft’s on-board flight recorders were subsequently recovered from the ocean floor. They contained data from a number of previous flights, but not for the accident flight. There was no evidence of a midair breakup of the aircraft.

Shortly after takeoff from Comodoro Rivadavia Airport, while climbing, the crew encountered an unexpected situation and was forced to attempt an emergency landing. The aircraft crash landed in a desert area located about 10 km from the airport. While all six occupants escaped uninjured, the aircraft was damaged beyond repair.

The crew consisting of one instructor and one pilot under supervision departed Mwanza for a local training flight with approaches and touch-and-go manoeuvres. Shortly after takeoff from runway 12, while climbing to an altitude of 800 feet, the twin engine aircraft rolled to the right then entered a right turn and an uncontrolled descent before crashing on the top of a small hill located 890 metres from the runway 30 threshold. The aircraft was totally destroyed and both pilots were killed, a British instructor and an Australian citizen pilot under training.

Pilot B arrived at Biggin Hill Airport, Kent, at about 1100 hrs for the planned flight to Pau, France. At about 1130 hrs he helped tow the aircraft from its overnight parking position on the Southern Apron to a nearby handling agent whose services were being used for the flight. A member of staff employed by the handling agent saw Pilot B carry out what was believed to be an external pre-flight check of the aircraft. Pilot B also asked another member of staff to provide a print out of the weather information for the flight. Pilot A arrived at about 1145 hrs and joined Pilot B at the aircraft. Witnesses described nothing unusual in either pilots’ demeanour. Three passengers arrived at the handling agent at about 1300 hrs and waited in a lounge whilst their bags were taken to the aircraft and loaded into the baggage hold in the nose. A member of the handling agency, who later took the passengers to the aircraft, reported that Pilot B met them outside the aircraft. After they had all boarded, the agent heard Pilot B say that he would give them a safety brief. Pilot B then closed the aircraft door. Pilot A called for start at 1317 hrs. He called for taxi at 1320 hrs and the aircraft was cleared to taxi to the holding point A1. No one could be identified as a witness to the aircraft’s start or subsequent taxi to the holding point. At 1331 hrs ATC cleared the aircraft to line up on Runway 21 and at 1332 hrs cleared it to take off. Both clearances were acknowledged by Pilot A. The takeoff was observed by the tower controller who stated that everything appeared normal. No transmissions were made between the aircraft and ATC until one minute after takeoff when, at 1334 hrs, the following exchange was made. Numerous witnesses reported seeing the aircraft at around this time flying over a built-up area, about 2 nm north-north-east of Biggin Hill Airport, where it was observed flying low, passing over playing fields and nearby houses. Witnesses reported that the aircraft was maintaining a normal flying attitude with some reporting that the landing gear was up and others that it was down. Some described seeing it adopt a nose-high attitude and banking away from the houses just before it crashed. Some witnesses stated that there was no engine noise coming from the aircraft whilst others stated that they became aware of the aircraft as it flew low overhead due to the loud noise it was making, as if the engines were at high thrust. Two witnesses described hearing the aircraft make a pulsing, intermittent noise. The location of witnesses and the description of the aircraft noise they heard are also shown in Figure 1. Having flown over several houses at an extremely low height the aircraft’s left wing clipped a house which bordered a small area of woodland. The aircraft then impacted the ground between this and another house and caught fire. There were no injuries to anyone on the ground but all those on board the aircraft were fatally injured.

On March 4, 2008, about 1515 central standard time, a Cessna 500, N113SH, registered to Southwest Orthopedic & Sports Medicine Clinic PC of Oklahoma City, Oklahoma, entered a steep descent and crashed about 2 minutes after takeoff from Wiley Post Airport (PWA) in Oklahoma City. None of the entities associated with the flight claimed to be its operator. The pilot, the second pilot, and the three passengers were killed, and the airplane was destroyed by impact forces and post crash fire. The flight was operated under 14 Code of Federal Regulations (CFR) Part 91 with an instrument flight rules flight plan filed. Visual meteorological conditions prevailed. The flight originated from the ramp of Interstate Helicopters (a 14 CFR Part 135 on demand helicopter operator at PWA) and was en route to Mankato Regional Airport, Mankato, Minnesota, carrying company executives who worked for United Engines and United Holdings, LLC.

Shortly after takeoff from Orenburg-Tsentralny Airport, while climbing with a tailwind component, the skis collided with a concrete perimeter wall. The aircraft lost height and crashed 20 metres further. All 4 crew escaped unhurt while the aircraft was damaged beyond repair.

After takeoff from Mérida-Alberto Carnevalli Airport runway 25, the aircraft climbed in clouds when it collided with a mountain located 10 km northwest of the airport. The aircraft disintegrated on impact and all 46 occupants were killed. The wreckage was found at an altitude of 4,100 metres.

During the takeoff roll, the captain noticed an asymmetrical engine thrust and decided to reject takeoff. Unable to stop within the remaining distance, the aircraft overran, rolled for about 30 metres and collided with an embankment, coming to rest broken in two. All 57 occupants evacuated safely.

According to witnesses, the airplane departed runway 35 and was observed flying in and out of the clouds. Several of the witnesses observed the airplane initiate a turn to the west. One witnesses commented that it was dark but he could still see the silhouette of the airplane. He observed the airplane descend below the trees. All of the witnesses reported flames and "fireballs." On scene evidence was consistent with the airplane impacting trees in a left turn. The airplane was destroyed. An examination of the airplane, flight controls, engines, and remaining systems revealed no anomalies. Weather observations and radar data depicted low clouds, and restricted visibility due to rain and mist, in the vicinity of the airport. Toxicological examination revealed cetirizine, an antihistamine, consistent with use within the previous 12 hours. Most studies have not found any significant impairment from the medication, though it is reported to cause substantial sedation in some individuals.

A Canadair CRJ100ER passenger jet, operated by Belavia, was destroyed when crashed and burned on takeoff from Yerevan-Zvartnots Airport (EVN), Armenia. All three crew members and eighteen passengers survived the accident. The airplane arrived as flight BRU1833 from Minsk-2 International Airport (MSQ), Belarus at 02:05. Refueling was carried out in preparation for the return flight and the crew conducted the flight planning. After refueling the pilot carried out a tactile and visual inspection of all critical surfaces of the wing and visual inspection of the tail assembly. All the planes were clean and dry. The weather reported for the 04:00 was: wind 110 degrees at the ground 1 m/sec, visibility 3500 meters, haze, small clouds, vertical visibility of 800 meters, scattered clouds at 3000 m, a temperature of minus 3° C, dew point minus 4° C, pressure 1019 hPa. At 04:08 both engines were started. The engine air intake heating (cowl anti-ice) was switched on but the wing anti-icing system was not switched on. The crew taxied to runway 27 and were cleared for departure. During takeoff the airplane progressively banked left until the left wing tip contacted runway. The airplane went off the side with the airplane rolling the right. The right hand wing broke off and spilled fuel caught fire. The airplane came to rest upside down.