Africa

Two aircraft, ZS-NJX and ZU-MMI, with 6 and 7 people on board respectively, took off from Tzaneen aerodrome (FATZ) on 14 August 2011 at approximately 0820Z, engaged in private flights with the intention of landing at Rand Airport (FAGM) on the same day. As both aircraft had not arrived at Rand Airport at their expected time of arrival, numerous attempts were made to contact the aircraft and these were unsuccessful. The search and rescue mission was initiated to try and locate these aircraft. The search and rescue mission was based around the area where the aircraft were believed to have had last contact with each other and with other traffic. Unfortunately due to bad weather in and around the area of last contact of these aircraft, they could only be located approximately two days after they had collided with a mountain in the Lekgalametse valley. Both aircraft were destroyed by post-impact fire and all the occupants of both aircraft were fatally injured.

Two aircraft, ZS-NJX and ZU-MMI, with 6 and 7 people on board respectively, took off from Tzaneen aerodrome (FATZ) on 14 August 2011 at approximately 0820Z, engaged in private flights with the intention of landing at Rand Airport (FAGM) on the same day. As both aircraft had not arrived at Rand Airport at their expected time of arrival, numerous attempts were made to contact the aircraft and these were unsuccessful. The search and rescue mission was initiated to try and locate these aircraft. The search and rescue mission was based around the area where the aircraft were believed to have had last contact with each other and with other traffic. Unfortunately due to bad weather in and around the area of last contact of these aircraft, they could only be located approximately two days after they had collided with a mountain in the Lekgalametse valley. Both aircraft were destroyed by post-impact fire and all the occupants of both aircraft were fatally injured.

On July 29, 2011, the said Boeing 777-200, Egyptian registration SU-GBP, operated by EgyptAir, arrived from Madina, Saudi Arabia (Flight No 678) and stopped at Gate F7, terminal 3, Cairo international airport almost at 0500 UTC time. Necessary maintenance actions (After Landing Check ALC, Transit Check) have been performed by EgyptAir engineers and technicians, to prepare the aircraft for the following scheduled flight (Cairo/Jeddah, scheduled at 0730 UTC, same day 29 July 2011, flight number 667). The cockpit crew (Captain and F/O) for the event flight (Cairo/Jeddah), started the cockpit preparation including checking the cockpit crew oxygen system as per normal procedures. The F/O reported that the oxygen pressure was within normal range (730 psi). At almost 0711 UTC, and while waiting for the last passengers to board the aircraft, the F/O officer reported that a pop, hissing sound originating from the right side of his seat was heard, associated with fire and smoke coming from the right side console area below F/O window #3 (right hand lower portion of the cockpit area) [The aircraft was still preparing for departure at Gate F7, Terminal 3 at Cairo Airport at the time the crew detected the fire]. The Captain requested the F/O to leave the cockpit immediately and notify for cockpit fire. The captain used the cockpit fire extinguisher bottle located behind his seat in attempt to fight and extinguish the fire. The attempt was unsuccessful, the fire continued in the cockpit. The F/O left the cockpit, he asked the cabin crew to deplane all the passengers and crew from the aircraft, based on captain’s order. He moved to the stairs and then underneath the aircraft in attempt to find anyone with a radio unit but he could not. He returned to the service road in front of the aircraft and stopped one car and asked the person in the car to notify the fire department that the aircraft is burning on the stand F7 using his radio unit. The cabin crew deplaned the passengers using the two doors 1L and 2L. The passenger bridge was still connected to the entry doors that were used for deplaning. The first fire brigade arrived to the aircraft after three minutes. The fire was extinguished. Extinguishing actions and cooling of the aircraft were terminated at 0845 UTC (1045 Cairo local time). The aircraft experienced major damage resulting from the fire and smoke. Passengers deplaned safely, some (passengers, employees) suffered mild asphyxia caused by smoke inhalation. Passengers and crew were as follows: Passengers 307, Cockpit Crew 2, Cabin Crew 8.

The four engine aircraft departed Dakhla on a flight to Kenitra with an intermediate stop in Guelmim, carrying 60 soldiers, 12 civilians and 8 crew members. While approaching Guelmim Airport, the pilot encountered poor visibility due to marginal weather conditions. Too low, the aircraft impacted the slope of a rocky mountain located 10 km short of runway. The aircraft was totally destroyed by impact forces and a post crash fire. Two passengers survived the accident but died the following day.

On final approach to Kei Mouth Airport in the Eastern Cape Province, the single engine aircraft crashed in unknown circumstances. While both occupants were uninjured, the aircraft was damaged beyond repair. The crew was completing a positioning flight from Swartkop AFB.

5N-BMM departed Lagos at 1856 hrs for Port Harcourt on an Instrument Flight Rules (IFR) and estimated Port Harcourt at 1940 hrs. The aircraft was cleared to maintain FL330. The aircraft’s first contact with Port Harcourt was at 1914 hrs. The pilot reported maintaining FL330 with six souls onboard, four hours fuel endurance and estimating POT VOR at 1940hrs. The aircraft was cleared to POT, to maintain FL330 with no delay expected for ILS Approach Runway 21, QNH 1011 and to report when released by Lagos. At 1921 hrs the pilot reported 100 NM to POT and requested for descent. The aircraft was cleared to descend to FL150. At 1927 hrs the pilot requested for further descent and was cleared to 3,300 feet on QNH 1011 but the pilot acknowledged 3500 feet. At 1931 hrs the aircraft was re-cleared to FL090 initially due to departing traffic on Runway 03. At 1934 hrs 5N-BMM reported maintaining FL090 and was re-cleared to FL050. The aircraft was re-cleared to 2,000 feet on QNH 1011 at 1936 hrs and cleared for the straight-in ILS Approach Runway 21 and to report on the localizer. At 1947 hrs the pilot reported final for Runway 21 and was asked to contact Tower on 119.2 and the Tower asked 5N-BMM to report on glide slope Runway 21. At 1950 hrs the Tower asked 5N-BMM to confirm on the glide slope and the crew confirmed “Charlie, we have three miles to run”. The Tower cleared 5N-BMM to land with surface wind calm but to exercise caution since the Runway surface was wet and 5N-BMM responded “wind calm”. At 1952:26 hrs the auto voice callout "minimums minimums” alerted the crew. At 1952:40 hrs the pilot flying (PF) said "I am not on the centerline". At 1952:48 hrs he said "I can't see down". At 1952:55 hrs the pilot monitoring (PM) said to the pilot flying; " I am telling you to go down" and the pilot flying said " I will go down", five seconds later the aircraft crashed. The crew exited the aircraft without accomplishing the Emergency Evacuation Checklist and therefore left the right engine running for about 28 minutes after the crash. The Fire Service eventually used their water hose to shutdown the running engine. At 19:54 hrs the Tower called 5N-BMM to pass on the landing time as 19:53 hrs, but no response from 5N-BMM. There was no indication that the aircraft was taxing on the Runway because it was dark and no light was visible hence the need to alert the Fire personnel. The watch room was asked to give the Tower information, which they could not give since they do not have a two – way contact with the Fire trucks. The Tower could not raise the Fire truck since there was no two - way communication between them; however, the Fire truck was later cleared to proceed to the Runway as the Tower could not ascertain the position of the aircraft. The aircraft was actually turned 90° because of the big culvert that held the right wing and made the aircraft spin and turned 90o facing the runway, two meters from the active runway, the culvert was uprooted due to the aircraft impact forces. The wheel broke off because of the gully that runs parallel to the runway.

Following an uneventful flight from Kinshasa, the crew started the descent to Kisangani-Bangoka Airport in poor weather conditions with low visibility due to heavy rain falls. On final approach, the pilot did not establish any visual contact with the runway but continued until the aircraft impacted ground some 1,000 metres short of runway 31. On impact, the aircraft went out of control, veered to the right, exploded and disintegrated in a wooded area located to the right of the approach path. The wreckage was found about 500 metres southeast from the runway 31 threshold. Five crew and 72 passengers were killed.

The crew departed Port Gentil on a cargo flight to Libreville on behalf of DHL Airways. On approach to Libreville-Léon Mba Airport, the captain informed ATC about hydraulic problems and initiated a go-around procedure. Shortly later, the aircraft stalled and crashed in the sea some 2,3 km southeast of the airport. All four occupants were rescued while the aircraft was damaged beyond repair. Due to the failure of the hydraulic system, the crew was unable to lower the gear.

On 24th May, 2011 at 11:54 h, a Beechcraft C90 aircraft with nationality and registration marks N364UZ, operated by Shoreline Energy International Limited (SEIL), departed Old Kaduna (Military) airport on a test flight with a pilot and another person onboard with three hours fuel endurance. The test flight was on a visual flight rules (VFR) flight plan. According to an eye witness, the aircraft sound was unusual and the aircraft seemed not to be gaining altitude after takeoff. Another eye witness (a local farmer), stated that he saw the aircraft moving up and down with increasing and decreasing engine sound. Thereafter, the aircraft impacted a mango tree, turned and crashed. The local farmer further stated that he and some military personnel tried all they could to rescue the occupants inside the aircraft but their efforts were not successful. At 11:59 h, the aircraft crashed on a farm-land 878 meters short of RWY 23 (military) and engulfed into flames. The two occupants were fatally injured. Dornier Aviation Nigeria AIEP (DANA) and Nigerian Air Force (NAF) fire-fighting personnel were dispatched immediately. There was no direct access between the runway and the accident site, which delayed the fire trucks from reaching the aircraft at accident site on time. The accident occurred in day light, in visual meteorological conditions (VMC).

On final approach to Kinshasa-N'Djili Airport, the crew encountered very poor weather conditions and decided to make a go around. After a climb process of 12 seconds, the aircraft nosed down and at a speed of 180 knots, hit the ground 170 meters to the left of the displaced threshold of runway 24. The aircraft slid for 400 meters before coming to rest in flames upside down. Three passengers were seriously injured and evacuated but of them died from their injuries few hours later. Finally, only one passenger survived the accident. Aircraft was performing a special flight from Kisangani to Kinshasa on behalf of the United Nations Organization Stabilization Mission in the Democratic Republic of the Congo (MONUSCO). The only survivor reported that the aircraft suddenly plunged into the earth while on final approach. At the time of the accident, weather conditions were marginal with storm activity, heavy rain showers, scattered at 2,200 feet and cumulonimbus at 1,500 feet.