Airport (less than 10 km from airport)

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).

According to the airplane's operator, the airplane was part of a flight of four airplanes that were taking an organized tour group of revenue passengers on a sightseeing tour of southern Utah. While operating in a high density altitude environment, the pilot was flying into an airport that had a 1,000-foot cliff about 400 feet from the end of the runway he was landing on. Because of the presence of the cliff, the Airguide Publications Airport Manual stated that all landings should be made on the runway that was headed toward the cliff and that all takeoffs should be made on the runway that was headed away from the cliff. The manual also stated that a go-around during landing was not possible. During his approach, the pilot encountered a variable wind and downdrafts. During the landing flare, the airplane dropped onto the runway hard and bounced back into the air. The pilot then immediately initiated a go-around and began a turn away from the runway heading. While in the turn, he was most likely unable to maintain sufficient airspeed, and the airplane entered a stall/mush condition and descended into the ground. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The pilot, sole on board, departed Barra do Vento Airport on a ferry flight to Boa Vista-Atlas Brasil-Cantanhede Airport, Roraima. Shortly after rotation, he noticed abnormal vibrations. At the same time, the 'door warning' light came ON on the instrument panel. He decided to land back but lost control of the airplane that veered off runway to the right and collided with an earth mound, bursting into flames. The aircraft was totally destroyed by a post crash fire and the pilot was seriously injured.

The pilot reported that he flew an instrument approach and was clear of clouds about 650 feet above ground level when he proceeded visually to the airport. About 1/2 mile from the runway, he thought the airplane was too high, but a few seconds later the airplane felt like it had an excessive rate of descent. His attempts to arrest the rate of descent were unsuccessful, and the left main landing gear struck the ground about 120 feet prior to the runway threshold. The recorded data downloaded from the airplane's non-volatile memory showed that the airplane's airspeed varied from about 71 - 81 knots indicated airspeed (IAS) during the 10 seconds prior to ground impact. The data also indicated that there was about a 3 - 5 knot tailwind during the final landing approach. The airplane's stall speed with the airplane in the landing configuration with landing flaps was 64 knots IAS at maximum gross weight. The pilot reported that there was no mechanical malfunction or system failure of the airplane.

On May 18, 2011, about 1727 Pacific daylight time, a modified Boeing 707, registration N707AR, operating as Omega Aerial Refueling Services (Omega) flight 70 crashed on takeoff from runway 21 at Point Mugu Naval Air Station, California (KNTD). The airplane collided with a marsh area to the left side beyond the departure end of the runway and was substantially damaged by postimpact fire. The three flight crewmembers sustained minor injuries. The flight was conducted under the provisions of a contract between Omega and the US Naval Air Systems Command (NAVAIR) to provide aerial refueling of Navy F/A-18s in offshore warning area airspace. According to the Federal Aviation Administration (FAA), Omega, and the US Navy, the airplane was operating as a nonmilitary public aircraft under the provisions of 49 United States Code Sections 40102 and 40125. The accident flight crew consisted of a captain, first officer, and flight engineer who had flown with each other many times previously. The crewmembers reported conducting a normal preflight inspection. As the airplane taxied toward the runway, the reported wind was from 280º magnetic at 24 knots, gusting to 34 knots; the flight crew reported that the windsock showed very little change in the wind direction and a slight amount of gust. The crew had calculated a takeoff decision speed (V1) of 141 knots and a rotation speed (Vr) of 147 knots. The crew elected to add 5 knots to the rotation speed to compensate for the wind gusts and briefed a maximum power takeoff. The first officer, who was the pilot monitoring, stated that he advised the captain, who was the pilot flying, about advancing the power relatively smoothly to avoid a compressor stall with the crosswind, and the captain agreed. About 1723, air traffic control cleared the flight for takeoff from runway 21 and instructed the crew to turn left to a heading of 160º after departure. The captain applied takeoff thrust, and the first officer told investigators that, as the pilot in the right seat, he applied forward pressure on the yoke and right aileron input to compensate for the right crosswind. According to the crew, the takeoff roll was normal. At rotation speed, the captain rotated the airplane to an initial target pitch attitude of 11º airplane nose up. Shortly after liftoff, when the airplane was about 20 feet above the runway and about 7,000 feet down the runway, all three crewmembers heard a loud noise and observed the thrust lever for the No. 2 (left inboard) engine rapidly retard to the aft limit of the throttle quadrant. The captain stated that he applied full right rudder and near full right aileron to maintain directional control and level the wings, but the airplane continued to drift to the left. The captain reported that he perceived the airplane would not continue to climb and decided to “put it back on the ground.” Witnesses and a cell phone video from another Omega 707 crewmember observing the takeoff indicated that the No. 2 (left inboard) engine separated and traveled up above the left wing as the airplane was passing abeam taxiway A2. The inlet cowling for the No. 1 (left outboard) engine separated immediately thereafter, consistent with being struck by the No. 2 engine nacelle. The airplane began to descend with the remaining three engine power levers at maximum power, and the left wing dipped slightly (Pratt & Whitney indicated that loss of the inlet cowling on the No. 1 engine would increase drag, effectively resulting in less than zero thrust output). The captain said he lowered the nose and leveled the wings just as the airplane touched down on the runway between taxiway A2 and A1. The airplane made multiple contacts with the runway before drifting left and departing the runway surface before the airplane reached taxiway A1. The airplane crossed taxiway A and came to rest in the marsh area. According to the flight crewmembers, they observed flames in the cabin area and did not have time to perform an engine shutdown or evacuation checklist. The crew reported difficulty exiting the cockpit due to mud and debris blocking the cockpit door. All three crewmembers successfully evacuated through the left forward entrance via the escape slide.

The pilot had planned to fly from Bournemouth Airport to Manchester Airport operating the flight as a single pilot, with a passenger seated in the co-pilot’s seat. He arrived at the airport approximately one hour before the planned departure time of 1130 hrs, completed his pre‑flight activities and went to the aircraft at approximately 1110 hrs. The 1120 hrs ATIS gave the weather at the airport as: surface wind from 230° at 10 kt, visibility 10 km or greater, few clouds at 1,000 ft, broken cloud at 1,200 ft and at 2,000 ft, temperature 16°C, dew point 12°C and QNH 1015 hPa. After starting the engines, the pilot was cleared to taxi to holding point ‘N’ for a departure from Runway 26 and he was given clearance to take off at 1127 hrs. At 1129:45 hrs, approximately 55 seconds after the aircraft became airborne, the aerodrome controller transmitted “four six bravo mike do you have a problem?” because he believed the aircraft was not climbing normally. The pilot replied “november four six bravo going around” and, shortly afterwards, “four six bravo requesting immediate return”. The controller cleared the pilot to use either runway to land back at the airport but received no reply. The pilot carried out a forced landing into a field 1.7 nm west of the Runway 08 threshold at Bournemouth Airport and neither he nor his passenger was hurt.

Following an uneventful flight from Dniepropetrovsk, the copilot started the approach to Moscow-Sheremetyevo Airport runway 25R with the flaps down at 22°. After touchdown, he started the braking procedure but the aircraft failed to decelerate as expected. The emergency braking systems were activated without any noticeable effect. Approaching the end of the runway at a speed of 70 knots, the copilot turn to the right in an attempt to veer off runway. The airplane ground looped then contacted a grassy area and lost its undercarriage before coming to rest. All 34 occupants escaped uninjured while the aircraft was damaged beyond repair.

The crew was completing a training flight on this Tracker delivered to the Armada Argentina in 1978. While flying in the vicinity of the Bahía Blanca-Comandante Espora Airport, the crew encountered unknown technical problems and was forced to attempt an emergency landing in an open field. While both pilots escaped with minor injuries, the aircraft was damaged beyond repair.

The three engine aircraft was performing flight PTK123 from Petropavlovsk-Kamchatsky to Ossora. En route, the crew was informed about poor weather conditions at destination and decided to divert to the Ust-Kamchatsk Airport. Crew and passengers wait there few hours moments for weather improvement but eventually decided to return to Petropavlovsk-Kamchatsky. During the takeoff roll, the captain decided to abort for unknown reason. Unable to stop within the remaining distance (runway 01/19 is 1,725 metres long), the aircraft overran, lost its right main gear and rolled for dozen metres before coming to rest in about 50 centimeters of snow. All 26 occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft departed Robinson Crusoe Island on a cargo flight to Valparaiso, carrying one passenger, one pilot and a load consisting of 1,000 lbs of lobsters. Upon landing at Valparaiso Airport in good weather conditions, the airplane went out of control, veered off runway, crossed a road and came to rest in a wooded area located along the highway. The aircraft was damaged beyond repair and both occupants escaped with minor injuries.