Airport (less than 10 km from airport)

The pilot attempted an ILS approach during night, instrument meteorological conditions. The inbound course was 322 degrees magnetic, and the glideslope outer marker crossing altitude was 3,333 feet msl. The decision altitude was 2,370 feet msl and the airport elevation was 2,143 feet msl. A wreckage path, about 370 feet in length, along a track 320 degrees magnetic, commenced with a tree strike about 300 feet southeast of the outer marker, at an elevation of about 2,200 feet msl. Examination of the airplane revealed no mechanical anomalies.

Two Indian Navy Ilyushin II-38 were engaged in a demonstration flight at Dabolim Airport, celebrating the 25th anniversary of the 315th Squadron based at Dabolim. While approaching the airfield in formation at a height of about 100 metres, both aircraft registered IN302 and IN304 collided and crashed. All 12 occupants were killed (five on board IN302 and seven on board IN304) as well as four people on the ground.

Two Indian Navy Ilyushin II-38 were engaged in a demonstration flight at Dabolim Airport, celebrating the 25th anniversary of the 315th Squadron based at Dabolim. While approaching the airfield in formation at a height of about 100 metres, both aircraft registered IN302 and IN304 collided and crashed. All 12 occupants were killed (five on board IN302 and seven on board IN304) as well as four people on the ground.

The airplane veered off the runway during a rejected takeoff, overran an airport sign, and impacted a hangar. The captain stated that during the after start checklist he moved the power levers to disengage the start locks on the propellers. Post accident examination found that the left propeller was still in the start lock position, while the right propeller was in the normal operating range. The captain was the pilot flying (PF) and the second-in-command (SIC) was the non flying pilot (NFP). After receiving their clearance, the PF taxied onto the runway and initiated the takeoff sequence. The SIC did not set and monitor the engine power during takeoff, as required by the company procedures. During the takeoff acceleration when the speed was between 40 and 60 knots, the captain released the nose gear steering control switch as the rudder became aerodynamically effective. When the switch was released, the airplane began immediately veering left due to the asymmetrical thrust between the left and right engine propellers. The PIC did not advise the SIC that he had lost directional control and was aborting the takeoff, as required by company procedures. The distance between where the PIC reported that he began the takeoff roll and where the first tire marks became apparent was about 630 feet, and the distance between where the marks first became apparent and where the airplane's left main landing gear tire marks exited the left side of the runway was about 220 feet. Thereafter, marks (depressions in the dirt) were noted for a 108-foot-long distance in the field located adjacent to the runway. Medium intensity tire tread marks were apparent on the parallel taxiway and the adjacent vehicle service road. These tread marks, over a 332-foot-long distance, led directly to progressively more pronounced marks and rubber transfer, and to the accident airplane's landing gear tires. Based on an examination of tire tracks and skid marks, the PIC did not reject the takeoff until the airplane approached the runway's edge, and was continuing its divergent track away from the runway's centerline. The airplane rolled on the runway through the dirt median and across a taxiway for 850 feet prior to the PIC applying moderate brakes, and evidence of heavier brake application was apparent only a few hundred feet from the impacted hangar. No evidence of preimpact mechanical failures or malfunctions was found with the propeller assemblies, nose wheel steering mechanism, or brakes.

After touchdown, the four engine aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest. There were no casualties.

The single engine aircraft departed Manskiy Airfield on a local flight with 13 skydivers and one pilot on board. Shortly after takeoff, while climbing to a height of 120 metres, the aircraft stalled and crashed in a near flat attitude in an open field, bursting into flames. The wreckage was found 2,5 km from the village of Shalinskoye. Three passengers were seriously injured while 11 other occupants were killed. Few days later, two of the three survivors died from their injuries. The aircraft was totally destroyed by a post crash fire.

For unknown reasons, the aircraft was unable to take off, overran and came to rest at Inongo Airfield. There were no casualties but the aircraft was damaged beyond repair. It was reported that the certificate of airworthiness was suspended last July.

The pilot, sole on board, was completing a post maintenance check flight after the engine was subject to several modifications. After takeoff from Roanne-Renaison Airport, while climbing to a height of 300 feet, the pilot initiated a left turn in a relative flat attitude and followed a perpendicular trajectory from the runway. Suddenly, it collided with a weather pylon (8 meters high), overturned and crashed, bursting into flames. The aircraft was destroyed and the pilot was killed.

The four engine aircraft departed Manila-Ninoy Aquino Airport at 1536LT on a schedule flight to Caticlan with 45 passengers and four crew members. On approach to Caticlan, the crew encountered technical problems with the hydraulic system and could not lowered the right main gear that remained stuck in its wheel well. The captain decided to return to Manila and followed a holding pattern to burn fuel. After touchdown on runway 24, the aircraft went out of control, veered off runway to the right and came to rest in a grassy area. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.

On final approach to Silimo Airstrip, during the last segment, the aircraft lost height and struck the ground few metres short of runway 05 threshold. Out of control, the airplane veered to the left and came to rest in a ditch. All three occupants escaped uninjured while the aircraft was damaged beyond repair. The Silimo's runway is 560 metres long and 20 metres wide. Its surface is in gravel and it has a gradient of 9°. Due to the environmental topography, a go-around procedure is not possible on short final and the area is subject to strong currents that can change rapidly and brutally.