Takeoff (climb)

Witnesses observed the aircraft perform a rolling takeoff and it was airborne by the crossing runway (1,300 feet down the 6,600 foot runway). The aircraft entered an approximate 40 degree nose high climb rate to about 1,000 feet. The aircraft then entered a steep left hand banking turn. The nose dropped and the aircraft rotated up to about 4 times before colliding with the flat terrain adjacent to the departure end of the runway threshold. On site documentation of the airframe found no evidence of a flight control malfunction. An engine examination and teardown found that the gearbox section of the left engine experienced a high cycle fatigue failure of the high speed pinion journal bearing oil supply tube and subsequent degradation of the high speed pinion journal bearings. This failure resulted in a partial power loss to the left engine. The pilot had recently purchased this aircraft and he had accumulated approximately 11 hours since the purchase. The pilot had stated to personnel at the place where he purchased the aircraft that he had not received, nor did he need recurrent training in this aircraft as he had several thousand hours in the aircraft. Flight logs provided by the family indicated that the pilot had accumulated about 551 hours in a Mitsubishi, however, the last time that the pilot had flown this make and model was 14 years prior to the accident. Logbook entries indicated that only a few hours of flight time had been accumulated in all aircraft during the approximately 2 years prior to the accident. Personnel that flew with the pilot in the make and model aircraft involved in the accident described the pilot as "proficiency lacking." Normal takeoff calculations for the aircraft with the flaps configured to 5 degrees, indicated a ground run of 2,900 feet, with a rotation speed of 106 KCAS, and 125 KCAS for the climb out. A maximum pitch attitude of 13 degrees maximum is indicated. Performance calculations indicated that the aircraft was capable of lifting off where the witnesses observed and climbing to 1,000 feet agl by the end of the runway. To achieve this performance the aircraft would have rotated at approximately 84 KCAS and climbed at an airspeed below Vmc (100 KCAS) and close to power-off stall speed (86 KCAS) with 5 degrees of flaps. The airplane's flight manual indicated that if an engine failure occurs in the takeoff climb and the landing gear is fully retracted, the emergency procedures is to maintain 140 KCAS, flaps to 5 degrees, the failed engine condition lever to EMERGENCY STOP, and failed engine power lever to TAKEOFF. On site documentation found the left side condition lever in the takeoff/land position and the power lever was found half-way between takeoff and flight idle.

The aircraft was dispatched in Mongu where the crew delivered foods to a drought-stricken part of Zambia. Shortly after takeoff, while in initial climb, the twin engine aircraft stalled and crashed, bursting into flames. All 13 occupants were killed.

Shortly after takeoff from Barradas Airport located near Tanauan (Batangas), while in initial climb, the aircraft suffered an engine failure. It stalled and crashed in a coconut grove located in the village of Santor, near the airfield. The pilot and three passengers were killed while two others were seriously injured. All occupants were completing a local skydiving mission. Witnesses reported that the engine emitted white smoke shortly after rotation.

The crew elected to takeoff from a terrain located about 4 km north of Verkhnyaya Khava with a tailwind component and crosswinds. During the takeoff roll, the aircraft became uncontrollable and veered to the right, causing the right main gear to be torn off after it rolled in soft ground. Out of control, the aircraft came to rest upside down. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The single engine aircraft was engaged in a crop spraying flight in the Sennoi area. During the takeoff roll, the left wheel separated. The aircraft went out of control, veered off runway to the left and collided with a parked truck, bursting into flames. Both pilots were injured, the captain seriously. The aircraft was destroyed by fire.

The four engine aircraft was completing a cargo flight from Al Mukalla to Sharjah with eight crew members on board and a load consisting of 7 tons of fish. During the takeoff roll on runway 06, at a speed of 225 km/h, the nose gear collapsed. The captain initiated an emergency braking procedure. To avoid a collision with the radio-technical equipment car, he steered the aircraft to the left. After it veered off runway, the aircraft rolled for about 400 metres and came to rest in a sandy area about 30 metres to the left of the extended centerline. All eight occupants escaped uninjured while the aircraft was damaged beyond repair.

Shortly after takeoff from Kampene Airport, while in initial climb, one of the engines failed. The aircraft lost height and crashed. Both pilots and one passenger were killed while the second passenger was seriously injured.

During the takeoff roll on runway 09, the captain decided to reject takeoff for unknown reasons. Unable to stop within the remaining distance, the four engine aircraft overran, lost its undercarriage and came to rest on the top of a hill with the n°1 engine torn off. All 97 occupants were rescued, among them 16 were injured, some seriously.

The crew already completed four round trips the same morning on the same routing. During the takeoff roll from runway 35 at El Embrujo Airport, around V1 speed, the left engine speed. The crew continued the takeoff procedure while the speed dropped. Shortly after rotation, the aircraft rolled to the right to an angle of 135° then entered an uncontrolled descent and crashed in a wooded area located 117 metres past the runway end. Both pilots and seven passengers were killed while five others passengers were injured.

On 23 March 2005 at 0533 hours an Ilyushin IL-76 cargo jet with the Republic of Moldova registration letters ER-IBR landed at Mwanza on a flight from Benghazi, Libya. It was carrying a crew of 8 including 2 ground engineers. All the 8 crew members were later involved in the accident. While at Mwanza, some 50,000 kg of fish was uplifted. At 1930 hours the commander filed a flight plan for Khartoum. The endurance was 0450 hours. The cargo manifest showed that ER-IBR was operating Air Trans Inc. Flight RIN 982 from Mwanza to Osijek, Croatia, with refueling stops at Khartoum and Benghazi. At 2000 hours the aircraft was given information relevant for take off as well as the departure clearance. ER-IBR subsequently advised that he was starting the take-off roll. This was the last communication received from the aircraft. The aircraft was observed to execute a normal take-off roll from runway 30. This runway ends 120m short of Lake Victoria. After observing that the aircraft was airborne, the controller who was handling the flight reported that he turned to complete the flight progress strip. Having done so, he lost visual contact with the aircraft that was supposed to be in a climb profile over the lake. Efforts to raise the aircraft on the radio failed. In about two minutes from the time that the aircraft was airborne, he saw a fire tender speeding along runway 30. It was then that he realized that the flight may have crashed. The Mwanza Airport Rescue and Fire Fighting Services were not equipped for operations in the lake. They were therefore unable to reach the aircraft, which was more than 1 km away from the shore. It was the fishermen at the lake shore near Mwanza airport who saw the aircraft going down in the lake. They proceeded to the crash site in fishing boats and brought back some documents (flight manuals and wiring diagrams) which they found floating near the wreckage.