Airport (less than 10 km from airport)

In unknown circumstances, the aircraft crashed upon landing at Abéché Airport and came to rest about 200 metres past the runway end, bursting into flames. At least five passengers were killed and several others were injured. The aircraft was destroyed. The accident occurred 30 minutes after the airport closing time at 1800LT.

The takeoff from Medellín-José María Córdova Airport runway 36 was initiated in rain falls. During the takeoff roll, the Engine Gas Temperature warning light came on, informing the crew about EGT problems on engines n°1 and 4. In the same time, the engine n°1 encountered technical problems. The captain decided to abort the takeoff procedure and started an emergency braking manoeuvre despite the aircraft' speed was 12 knots above the V1 speed. Unable to stop within the remaining distance, the aircraft overran, lost its nose gear and came to rest about 150 metres further. All five crew members evacuated safely while the aircraft was damaged beyond repair.

After landing on wet runway 10/28 at Banda Neira Airport, the aircraft slid then veered off runway to the right. While contacting soft ground, the undercarriage collapsed and the aircraft came to rest, broken in two. All 18 occupants escaped with minor injuries. The accident occurred in heavy rain falls.

The aircraft departed Miami-Intl Airport on a night cargo flight to Managua, carrying three crew members and a load consisting of 50 tons of chemical and toxic products. After touchdown on runway 09 which is 2,450 metres long, the aircraft was unable to stop within the remaining distance. It overran, went through a fence, lost its nose gear and came to rest 350 metres further in trees. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Prior to departure on the maintenance repositioning flight, the captain discussed with the first officer an uneven fuel balance that they could "fix" once airborne, and a 25,000 feet msl restriction because of an inoperative air conditioning/pressurization pack. The captain also commented about the right pack "misbehaving", and a bleed valve failure warning. The captain also commented about aborting below 80 knots for everything, except for the bleed shutoff valve. During the takeoff roll, a single chime was heard, and the first officer reported a bleed valve fail message. The captain responded, "ignore it." Another chime was heard, and the first officer reported "lateral mode fail, pusher fail." The captain asked about airspeed and was advised of an "indicated airspeed miscompare." The captain initiated the aborted takeoff approximately 13 seconds after the second chime was heard. The crew was unable to stop the airplane, and it went off the end of the runway, and impacted obstructions and terrain. According to the flight data recorder, peak groundspeed was 152 knots and the time the aborted takeoff was initiated, and indicated airspeed was 78.5 knots. The captain and the airplane owner's director of maintenance were aware of several mechanical discrepancies prior to the flight, and the captain had advised the first officer that the flight was for "routine maintenance," but that the airplane was airworthy. Prior to the flight the first officer found "reddish clay" in one of the pitot tubes and removed it. A mechanic and the captain examined the pitot tube, and determined the tube was not obstructed. The captain's pitot tube was later found to be partially blocked with an insect nest. A postaccident examination of the airplane and aircraft maintenance log revealed that no discrepancies were entered in the log, and no placards or "inoperative" decals were affixed in the cockpit.

Following an uneventful flight from Panama City, the crew completed the approach and landing at Bocas del Toro Airport. After touchdown on a wet runway following heavy rain falls, the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest in bushes. All occupants were rescued, among them few were slightly injures. The aircraft was damaged beyond repair.

The single engine aircraft departed Toussus-le-Noble Airport in the early morning on a private flight to Fairoaks with two people on board. About 40 minutes into the flight, at an altitude of 18,000 feet, the manifold pressure dropped from 30 to 28 inches of mercury. The pilot increased the engine power when the manifold pressure boosted to 33 inches of mercury then dropped again. Suddenly, a burning smell pervades the cabin. The pilot declared an emergency and elected to divert to Abbeville Airport which was at a distance of 15 NM from his position. While descending, he lowered the landing gear and reduced the engine power. Shortly before reaching FL100, the oil pressure warning light came on, the engine started to vibrate then stopped. At this time, the aircraft was 10 NM from Abbeville Airport, descending in IMC conditions. On short final, at a height of 300 feet, the pilot established a visual contact with the runway but his trajectory was too short. The aircraft crash landed in a field and came to rest 200 metres short of runway 20. Both occupants escaped uninjured while the aircraft was damaged beyond repair.

The single engine aircraft departed Krępsko Aerodrome at 1850LT on a local spraying mission part of a beetle control program. About 10 minutes after takeoff, a leak in the atomizer system forced the crew to return. Repairs were completed and the crew again took off 20 minutes later. Shortly after rotation, at a height of about 50-60 metres, the engine surged and suffered vibrations. The crew decided to return when the aircraft impacted birch trees and crashed in a wooded area, bursting into flames. Both pilots were uninjured while the aircraft was totally destroyed by a post crash fire.

The RAF Hercules was on a routine operational flight providing support to the Provincial Reconstruction Team (PRT) at Lashkar Gar, Afghanistan at the time of the accident. The LKG Tactical Landing Zone (TLZ) is 6,800 feet long by 150 feet wide with a surface of compacted sand and gravel located on the south side of LKG town. The TLZ is used by UK forces and other agencies including the UN and Red Cross. The aircraft took off at 08:50 UTC from Kabul International Airport (KBL) to fly a routine logistics sortie to deliver cargo and personnel to LKG TLZ. After an uneventful medium level transit the aircraft landed at LKG at 10:20 UTC. Using a standard tactical landing technique the aircraft touched down some 500ft in from the runway threshold, reverse thrust was selected and speed reduced without the need for wheel braking. After 3 seconds, as the speed was nearing 70 kts there was a loud bang from the port side of the aircraft in the vicinity of the port main landing gear, the force of which was felt throughout the aircraft. At the same time the flight deck crew saw tyre debris flying up in front of the aircraft and then became aware of structural damage to the number 2 engine. The captain ordered the Emergency Engine Shutdown Drill (EESD) on the number 2 engine. He maintained directional control with nosewheel steering. Immediately after the shutdown of number 2 engine crew members observed a large amount of fuel leaking from the port wing area in the vicinity of the external tank pylon and that there was a fire in the vicinity of No.1 engine. The captain ordered the shut down of the No.1 engine using the EESD. Whilst this drill was carried out crew members observed that the fire was spreading across the whole wing. Realising the severity of the situation the captain brought the aircraft to a halt near the northern end of the landing zone some 6,400 feet from the touchdown point. He ordered the passengers and crew to immediately carry out the Emergency Evacuation Drill. Once all personnel had evacuated the aircraft, fire rapidly destroyed the aircraft and cargo.

At 0444Z On May 24 2006, Miami Centre (George Town Sector) informed Nassau ATC That Lifeguard Flight N475AT, a Westwind Jet (WW-1124), en-route from San Juan, Puerto Rico to Norfolk, Virginia reported that it had developed generator problems and the aircraft was looking to land at the nearest airport to its position. Miami Air Traffic Center vectored the aircraft to Exuma International Airport at Great Exuma, Bahamas, as that was the nearest airport. Attempts were made by Nassau ATC to contact the authorities at Exuma International Airport to have the runway lights turned on. At 0454Z, Miami ATC reported loss of contact with the aircraft; therefore, N475AT proceeded with an emergency landing, before Miami ATC could give further instructions. The uncontrolled aircraft came to rest approximately 800 feet beyond the end of runway 30 and approximately 300 feet right of the extended centre line of the runway. The aircraft landing gears were sheered off when the aircraft exited the runway, hence traveling into the clearing and then eventually into the bushes on the right side of the runway. The right wing of the aircraft collided with a mound of dirt, causing it to spin uncontrollably, resulting in it coming to rest on an easterly heading at an approximate 30 degree incline. The occupants were evacuated from the wreckage and received minor injuries while making their way thru the thick brush and shrubbery while being led to safety. All Crew members were ATP rated and both proficiency checks found to be were valid and current neither of the pilots was available for an interview at the time of the field investigation at Exuma International Airport.