Airport (less than 10 km from airport)

The aircraft was operating a charter flight to carry a party of hunters to Muyowasi-Murungu Airstrip. It took off from Dar es Salaam at 06:00 with one pilot and nine passengers. It was also carrying a load of supplies for the Muyowosi hunting camp. The flight to destination was uneventful and the runway was in sight at 08:14 hours. On reaching the runway the aircraft was too high and the pilot had to lower the nose for descent to flaring height. When the aircraft was finally flared, it gained speed and floated for much of the way down the runway. After covering about two-thirds of the runway length the brakes became effective and the aircraft swerved to the right. On crossing the right edge of the runway it collided with stumps and trees as it rolled in the bush parallel to the runway centerline. As it did so the nose landing gear struck a stump and collapsed, causing both propellers to strike the ground. The aircraft finally came to rest a short distance beyond the right end of the runway. There was fuel spillage but fire did not brake out.

The pilot entered the left-hand traffic pattern at an uncontrolled airport on a dark moonless night. Witnesses reported observing the airplane in a left descending turn. As the airplane turned onto the base leg, its left bank angle suddenly became steep. The airplane rapidly descended until colliding with level desert terrain 1.63 nm from runway 30's threshold. There were no ground reference lights in the accident site area. An examination of the airplane structure, control systems, engines, and propellers did not reveal any evidence of preimpact malfunctions or failures. Signatures consistent with engine power were found in both the engines and the propellers. The wreckage examination revealed that the airplane descended into the terrain in a left wing and nose low attitude. Fragmentation evidence, consisting of the left navigation light lens and left propeller spinner, was found near the initial point of impact. The wreckage was found principally distributed along a 307- to 310-degree bearing, over a 617- foot-long path. The bearing between the initial point of impact and the runway threshold was 319 degrees. The pilot's total logged experience in the accident airplane was 52 hours, of which only 1.6 hours were at night. The pilot was familiar with the area, but he had made only two nighttime landings within the preceding 90 days. Review of the recorded ATC communications tapes did not reveal any evidence of pilot impairment during voice communications with the pilot.

The aircraft departed Kinshasa-N'Djili Airport on a regular schedule flight to Brussels with 188 passengers and 12 crew members on board. While cruising at an altitude of 25,000 feet over Gabon, the crew contacted ATC and reported the failure of the engine n°3. He was cleared to return to Kinshasa for an emergency landing. Upon touchdown, all tyres burst and the aircraft skidded on the runway before coming to rest. All 200 occupants evacuated safely while the aircraft was damaged beyond repair.

The single-engine airplane experienced a loss of engine power during cruise flight at flight level 190 (19,000 feet) and impacted the terrain while performing a forced landing to a nearby airport. Visual meteorological conditions prevailed at the time of the accident with clear skies and unrestricted visibilities. The pilot reported the loss of engine power about 16 minutes prior to the accident and requested clearance to the nearest airport. Air traffic control (ATC) issued vectors to the Southwest Michigan Regional Airport (BEH). About 10 minutes prior to the accident, the airplane was positioned approximately 1.3 nm north of BEH at 13,500 feet. The pilot elected to follow ATC vectors verses circling down over BEH. ATC provided vectors for runway 27 at BEH. Witnesses to the accident reported seeing the airplane "spiraling down and crashing into the ground." The wreckage was located on the extended runway 27 centerline, about 1.12 nm from the runway threshold. The distribution of the wreckage was consistent with a stall/spin accident. Approximately four minutes before the accident, the airplane was on a 9.5 nm final approach at 6,700 feet. Between 9.5 and 5.3 nm the airspeed fluctuated between 119 and 155 knots, and the descent rate varied between 1,550 and 2,600 feet/min. Between 5.3 nm and the last radar return at 1.5 nm the airspeed dropped from 155 to 78 knots. According to the Pilot Operating Handbook (POH) the accident airplane should be flown at best glide speed (92 knots) after a loss of engine power. An average engine-out descent rate of 700 feet/min is achieved when best glide speed is maintained during engine-out descents. An engine teardown inspection revealed that the crankshaft was fractured at the number five crankpin journal. Visual examination of the crankshaft (p/n 13F27738, s/n V537920968) showed a fatigue-type fracture through the cheek, aft of the number five crankpin journal. The exact cause of the crankshaft failure could not be determined, due to mechanical damage at the fatigue initiation point. The fracture features for the accident crankshaft was consistent with 14 previous failures of the same part number. The engine manufacturer determined the failures were most likely due to the overheating of the steel during the forging process.

Following an uneventful flight from Bangui, the single engine aircraft bounced on landing. Out of control, it veered off runway and came to rest. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft departed Fernandópolis Airport in the afternoon on a panoramic flight over the city with five passengers and one pilot on board. At this time, the visibility was poor due to fog down to 40 metres above the ground. Shortly after takeoff, the pilot lost control of the airplane that crashed, bursting into flames. A passenger was killed while five other occupants were injured, two seriously. The aircraft was destroyed.

The aircraft was leaving Moscow on a ferry flight to St Petersburg following a charter flight from Sochi. On board were 16 crew members, among them 10 employees of the company. Two seconds after takeoff from runway 07L, while climbing to a height of about 200 metres, the stabilizers trimmed to the full up position of 12°. The aircraft nosed up and reached a super critical angle of attack. The crew attempted to regain control by pushing the control column forward but the aircraft stalled and crashed in a huge explosion about 700 metres past the runway end. Two stewardesses were injured while 14 other occupants were killed.

On July 26, 2002, about 0537 eastern daylight time, Federal Express flight 1478, a Boeing 727-232F, N497FE, struck trees on short final approach and crashed short of runway 9 at the Tallahassee Regional Airport (TLH), Tallahassee, Florida. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled cargo flight from Memphis International Airport, in Memphis, Tennessee, to TLH. The captain, first officer, and flight engineer were seriously injured, and the airplane was destroyed by impact and resulting fire. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan.

During the takeoff roll at Kinshasa-N'DJili Airport, the captain realized he could not make it so he decided to reject takeoff. While initiating an emergency braking procedure, the nose gear collapsed, followed shortly later by both main landing gears. The aircraft slid on its belly and came to rest on the runway. All 21 occupants escaped uninjured while the aircraft was damaged beyond repair.

The airplane was destroyed by impact forces and post-impact fire when it impacted the terrain about 1/3 mile northeast of the departure end of runway 20 during takeoff. The airplane was cleared for a right turnout after takeoff, but witnesses observed the airplane climb to about 100 feet, veer left, enter a left bank, go inverted, and then impact the terrain in a nose low attitude. The airplane's left and right wings, fuselage, and cockpit were largely consumed by fire. Inspection of the airplane revealed the flaps and landing gear were retracted. There was aileron control continuity from the control yoke to the aileron bellcranks. There was elevator and rudder control cable continuity from the bellcranks at the forward bulkhead to the control surfaces. Inspections of the engines and propellers indicated the right engine and propeller was producing power in the middle to high power range at impact, and the left engine and propeller was producing power in the low to middle range of power at impact. The 60-year old pilot had flown 942 hours in the accident airplane, and was described as a very safety conscious, conservative pilot, who performed very thorough preflights and adhered to all checklists. The 22-year old pilot rated passenger had not received ground or flight instruction in the make and model of the accident airplane. The toxicology reports were negative for all substances tested. There were no remarkable findings in the autopsies.