Airport (less than 10 km from airport)

Upon landing at Kandahar Airport, the left main gear collapsed and punctured the left wing. The aircraft came to rest and was damaged beyond repair. All occupants escaped uninjured.

The Antonov 2 aircraft was assigned to spray birds at the white Nile Scheme. The aircraft arrived at Um-galala airstrip 5 days before the accident date and carried out seven spraying flight in the previous five days. The spraying of birds start daily about 18:30 local time and took about 50 minutes flight. According to the scheduled operation the aircraft started its flight ten minutes before Sun set to fly to the assigned bird location for spraying chemicals.On the day of the accident the airstrip lights were positioned by the captain himself at the edges of the airstrip. He put seven lamps at the left side and three lamps at the right side of the airstrip. The red lamp which should have been placed at the beginning of the airstrip was not placed that day due to a flat battery. At about 15:45 UTC the aircraft took-off for spraying birds. That night was dark and there was no moon light. After take-off the technician switched on all lamps except the red one waiting for aircraft arrival. Fifty minutes after take-off the aircraft was seen approaching the airstrip. The aircraft came flying over the strip at a height of about 25 meters and made a left turn. The aircraft then made another approach and came over the left row of lamps at a height of about 10 meters, as stated by the technician, and made a sharp left turn. At that instant the aircraft went down and crashed east of the airstrip. A fire erupted. The pilot died of his injuries. Although the airplane was formally registered ST-AUS in July 2009, the airplane still carried its previous Polish registration mark SP-WMH.

Crew was completing a training mission from Atsugi AFB with intermediate stops at Tokushima AFB and Iwakuni AFB. After landing on runway 35 (1,200 meters long) at Ozuki AFB, the aircraft was unable to stop within the remaining distance. It overran, went through a fence, lost its nose gear and came to rest 150 meters further in a rice paddy field. All 11 occupants escaped uninjured while the aircraft was damaged beyond repair.

During the take-off roll, the cockpit crew of another airliner observed smoke pouring from the right engine of ZS-NRM. They were shocked, yet reluctant to tell the crew of ZS-NRM to abort the take-off as they felt that they might be blamed had the abort gone wrong. Instead, the witnessing pilots enquired from the tower whether the aircraft was aware of the smoke. By the time the ATC responded, the aircraft was already in the air, but with its landing gear not yet retracted. Another aircraft lining up at the holding point informed ZS-NRM that their undercarriage was still extended, and the captain of ZS-NRM then transmitted (instead of using the intercom) an instruction to his co-pilot to raise the gear. During this transmission, the sound of what was possibly a warning sound could be heard in the background. The aircraft became airborne and climbed to approximately 500 ft above mean sea level before losing altitude and making a forced landing on a small field in the Merebank residential area, about 1,4 km from the end of the runway. During the forced landing, a member of the public was struck by the wing of the aircraft and the three crew members were seriously injured in the accident. The captain subsequently died from his injuries.

The airplane just had undergone a routine maintenance and this was planned to be the first flight after the inspection. During the initial climb, the pilot observed that the airplane was drifting to the left. The pilot attempted to counteract the drift by application of right aileron and right rudder, but the airplane continued to the left. The pilot reported that, despite having both hands on the control yoke, he could not maintain directional control and the airplane collided into a building. The airplane subsequently came to rest on railroad tracks adjacent to the airport perimeter. A post accident examination revealed that the elevator trim wheel was located in the 9-degree NOSE UP position; normal takeoff range setting is between 2 and 3 degrees NOSE UP. The rudder trim control knob was found in the full left position and the right propeller lever was found about one-half inch forward of the FEATHER position; these control inputs both resulted in the airplane yawing to the left. The pilot did not adequately follow the airplane manufacturer's checklist during the preflight, taxi, and before takeoff, which resulted in the airplane not being configured correctly for takeoff. This incorrect configuration led to the loss of directional control immediately after rotation. A post accident examination of the airframe, engines, and propellers revealed no anomalies that would have precluded normal operation.

The crew was completing a local training at Nairobi-Wilson Airport. Shortly after takeoff, while in initial climb, the twin engine aircraft stalled and crashed, bursting into flames. One pilot was killed while the second one was seriously injured. The aircraft was destroyed.

During the takeoff roll from Zarafshon Airport, the undercarriage were prematurely retracted by the crew. The aircraft sank on its belly and slid for few dozen metres before coming to rest. There were no injuries but the aircraft was damaged beyond repair. The exact date of the mishap remains unknown, somewhere in August 2009.

Following a Red Flag exercice from Tinker AFB, the aircraft was returning to Nellis AFB. Upon landing, the nose gear collapsed and the aircraft slid on the runway for few dozen metres before coming to rest, bursting into flames. All 32 occupants escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll at Luanda-4 de Fevereiro Airport, the crew started the rotation but the aircraft did not respond. It continued on the runway, overran and came to rest. There were no injuries but the aircraft was damaged beyond repair.

The pilot purchased the airplane approximately one year prior to the accident with the intention of restoring it for flight. The airplane had not been flown for approximately five years and had been used for spare parts. The pilot was flying the airplane to another airport to pick up passengers prior to returning. The pilot was cleared for takeoff and to circle the airport at 2,500 feet prior to departing the area. Witnesses reported that after taking off the airplane seemed to “wobble” at a slow airspeed in a nose-high attitude and that it never got higher than 500 feet. Some witnesses reported the engine(s) sputtering, and another stated that the airplane was loud and "didn't sound good," although other witnesses reported that the engines sounded normal. One witness reported seeing white smoke coming from the left engine and hearing the engine "popping" as the airplane took off. The airplane made three left turns and it appeared as if the pilot was attempting to return to land. Witnesses described the left wing rising prior to the airplane banking hard to the left and the nose dropping straight down. The airplane impacted the ground just northeast of the airport property and a postimpact fire ensued. Flight control continuity was established. The right side of the elevator/tailcone structure exhibited black rub marks and scrapes. Grass and nesting material was found inside the left wing. The left fuel valve was found in the OFF position and the right fuel valve was positioned to the rear auxiliary tank. Neither the fuel crossfeed valve nor the fuel boost pump switch was located. The left engine sustained substantial fire and impact damage. The right engine sustained heavy impact damage. The airplane was last fueled one month prior to the accident with 120 gallons of fuel. About 20 engine test runs in addition to high-speed taxi tests had been conducted since then. A Special Flight Permit had been obtained but had not been signed by the mechanic, who did not know that the pilot was going to fly the airplane on the day of the accident. The pilot reportedly did not have any Beech 18 flight experience.