Airport (less than 10 km from airport)

At 16:46 KLM Flight 1673 departed Amsterdam for Barcelona. Upon rotation from runway 18L the aircraft suffered a bird strike. A bird collided with the nose gear. The gear was retracted normally and there was no abnormal indication in the cockpit. The crew reported the impact to the ATC and the flight to Barcelona continued normally. The aircraft touched down on Barcelona's runway 25R. After touchdown of the nose landing gear, the aircraft started deviating to the left of the runway centreline. The veering to the left continued and the aircraft left the paved surface of the runway and went through an area of soft sand where some construction works were being carried out. The nose landing gear leg collapsed rearwards and the left main landing gear leg detached from its fittings shortly before the aircraft came to a stop close to the edge of a rain drainage canal. The final position of the aircraft was at a longitudinal distance of approximately 1606 m from runway 25R threshold, and at a lateral distance of approximately 84 m from the runway centreline.

On November 28, 2004, about 0958 mountain standard time, a Canadair, Ltd., CL-600-2A12, N873G, registered to Hop-a-Jet, Inc., and operated by Air Castle Corporation dba Global Aviation as Glo-Air flight 73, collided with the ground during takeoff at Montrose Regional Airport (MTJ), Montrose, Colorado. The on-demand charter flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 135 on an instrument flight rules (IFR) flight plan. Instrument meteorological conditions prevailed, and snow was falling. Of the six occupants on board, the captain, the flight attendant, and one passenger were killed, and the first officer and two passengers were seriously injured. The airplane was destroyed by impact forces and post crash fire. The flight was en route to South Bend Regional Airport (SBN), South Bend, Indiana.

The aircraft was taking off for a scheduled flight from Arusha to Seronera. At 12:15 hours the aircraft taxied from the apron to the threshold of runway 27 at which point take off for Seronera was initiated. The controller, who was handling the flight, said that the initial segment of the take off roll was normal. When the aircraft had covered about 500 metres he saw the left main landing gear collapsing and the aircraft swinging to the left of the runway. It continued to run on its belly pod on a grass hedge parallel to runway 27 and came to rest at the eastern edge of the apron. There was no fire and all the occupants deplaned without injuries. The aircraft sustained damage to propellers, the right wing, the fuselage and underside structure. The cargo pod in the belly was completely destroyed and its debris was scattered along the wreckage trail.

The multiengine airplane impacted terrain shortly after departing from the airport. The airplane began the initial climb after liftoff and initially maintained a track along the extended runway centerline. Witnesses indicated that about 1 mile into the initial climb, the aircraft began to make erratic yawing maneuvers and the engines began to emit smoke. The airplane rolled to the left and dove toward the ground, erupting into fire upon impact. Prior to the accident, the pilot had reportedly been having mechanical problems with the fuel tank bladder installations and had attempted to install new ones. He was performing his own maintenance on the airplane in an attempt to rectify the problem. The day before the accident, the pilot told his hangar mate that he took the airplane on a test flight and experienced mechanical problems with an engine. Neither the nature of the engine problems nor the actions to resolve the discrepancies could be determined. On site examination of the thermally destroyed wreckage disclosed evidence consistent with the right engine producing significantly more power than the left engine at ground impact. The extent of the thermal destruction precluded any determination regarding the fuel selector positions, the positions for the boost pump switches, or the fuel tanks/lines.

On November 22, 2004, about 0615 central standard time, a Gulfstream G-1159A, N85VT, operated by Business Jet Services Ltd., struck a light pole and crashed about 3 miles southwest of William P. Hobby Airport, Houston, Texas, while on an instrument landing system approach to runway 4. The two pilots and the flight attendant were killed, an individual in a vehicle near the airport received minor injuries, and the airplane was destroyed by impact forces. The airplane was being operated under the provisions of 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Instrument meteorological conditions prevailed at the time of the accident.

Upon landing, the nose gear collapsed. The aircraft slid for few dozen metres before coming to rest. All occupants escaped uninjured while the aircraft was damaged beyond repair.

Shortly after takeoff from runway 13 at Baotou Airport, while in initial climb, the aircraft encountered difficulties to maintain a positive rate of climb. It stalled, collided with a small house and eventually crashed in the icy lake of the Nanhai Park. The wreckage was found about 2 km from the airport and all 53 occupants were killed as well as two people in the house.

The crew just completed a paratroopers mission when weather conditions deteriorated. The crew decided to divert to a remote airstrip located in the southeast part of the country. After weather conditions improved, the crew took off for a back trip to his base. During the takeoff roll, the aircraft failed to get airborne and crashed in a sugar cane field. Both pilots escaped with minor injuries and the aircraft was damaged beyond repair.

After landing on runway 09, the twin engine aircraft went out of control, veered off runway to the right and eventually collided with the fire station located between both runways 08 and 09 at Caracas-Maiquetía-Simón Bolívar Airport. Two female passengers were killed while 19 other occupants suffered injuries of various degrees. Few hours later, a third passenger died from his injuries. Weather conditions were poor at the time of the accident with heavy rain falls, and the runway surface was wet.

The aircraft was on a base training flight at Kilimanjaro International Airport. At 0410 hrs it was cleared to the local flying area for upper air works, followed by VOR/ILS approaches to runway 09 via NDB KB. 5H-PAC took off and proceeded to the local flying area where the crew members did upper air works for about 30 minutes. According to the commander, these included clean and dirty stalls, level flights at different speeds, 45 degree turns left and right and exercises on unusual attitudes. Subsequent to these they returned to the airport via NDB KB for ILS approach to runway 09. They carried out a missed approach and proceeded to join RH circuits for touch-and-go operations on runway 09. The last operations before the accident was simulated engine failure after take off followed by single engine overshoot, this time using runway 27. This was approved and the commander was reminded that the surface wind was 090 degrees 08 knots. The aircraft turned left and positioned on right base for runway 27. It was subsequently given a landing clearance. The weather at the material time was fine with temperature 23 degrees Celsius. The controller, who was handling the flight, said that the final approach was perfect. The landing gear was down. The aircraft passed the threshold of runway 27 at about 70 feet above the ground and continued to flare on a straight and level attitude with the landing gear retracted. It continued in this attitude for a distance of about one and a half kilometers down the runway subsequent to which it drifted off the runway to the right. The controller asked the pilot to explain his intentions. There was no reply. Instead, the aircraft was observed to yaw violently as it drifted further to the right. Moments later, it impacted the ground on a grass hedge and skidded along the width of taxiway Y before it came to rest. The commander said that he repossessed the controls immediately when the aircraft started yawing but there was no time effect recovery. There was fuel spillage but fire did not break out. The two pilots, who had not put on their shoulder straps, sustained facial injuries.