Airport (less than 10 km from airport)

The certificated commercial pilot, with five passengers aboard, was departing runway 18 on a scheduled commuter flight. The pilot stated that the flight's original departure time was delayed for two hours due to ice fog, and low visibility. He said that just after takeoff, the engine surged followed by a loss of power. The airplane collided with snow-covered terrain during an off-airport emergency landing, and sustained substantial damage to the propeller, fuselage, and wings. Following retrieval of the airplane, an FAA airworthiness inspector examined the airplane, and found no mechanical anomalies. While still attached to the airplane, the engine was started and run at idle. The engine later produced full power on an engine test stand. A pilot-rated Alaska State Trooper, with extensive experience in the accident airplane make and model, examined the airplane soon after the accident. He said the wings, horizontal stabilizer, and elevators had an accumulation of frost.

Boeing 747 HL-7451 arrived at Stansted at 15:05 after a flight from Tashkent. Prior to leaving the aircraft, the flight engineer made an entry in the Technical Log stating "Captain's ADI [Attitude Director Indicator] unreliable in roll' he also verbally passed the details to the operator's ground engineer who met the aircraft on arrival. During turnover repair works on the ADI were carried out. Some cargo was offloaded and other cargo loaded for the flight to Milan-Malpensa (takeoff weight was 548,352 lb including 68,300 lb of fuel) and a new crew boarded the aircraft. After a delay of an hour, because ATC had not received the flight plan, Flight 8509 was cleared to depart Stand Alpha 6 and taxi to runway 23 holding point at 18:25. Subsequently, at 18:36 KAL 8509 was cleared to takeoff with a reported surface wind of 190deg/18 kt. The Dover 6R Standard Instrument Departure called for a climb ahead to 1.5 miles DME, then a left turn onto the 158 inbound radial to the Detling VOR. Climbing through 900 feet, the ADI 'Comparator' buzzer sounded three times. Shortly afterwards, the warning sounded a further two times, coincident with the captain expressing concerns over his DME indication. Climbing through 1400 feet, ATC instructed the crew to contact 'London Control'. And as the captain initiated the procedure turn to the left, the 'Comparator' warning sounded again some 9 times. The maximum altitude reached was 2,532 feet amsl. The aircraft then banked left progressively and entered a descent until it struck the ground in a approx. 40deg nose down pitch and 90deg bank to the left; the speed was high in the region of 250 to 300 kt.

Following an uneventful flight from San Antonio, the pilot started a night approach to Monterrey-Del Norte. On final in good weather conditions, the twin engine aircraft crashed in unknown circumstances few km from the airfield. Both occupants were killed.

The non instrument-rated pilot attempted VFR flight into known instrument flight conditions after being briefed by an FAA Automated Flight Service Station that VFR flight was not recommended. The pilot encountered instrument flight conditions while maneuvering on initial takeoff climb, experienced an in-flight loss of control (stall/spin) due to failure to maintain airspeed, and subsequent in-flight collision with trees and terrain.

The Cessna 551, collided with trees and subsequently the ground following a missed approach to runway 10, at the Crisp County Airport in Cordele, Georgia. According to the Jacksonville Air Traffic Control Center, the pilot was given radar vectors to the outer marker and cleared him for the non-precision localizer approach to runway 10. Recorded radar data showed the airplane initiating the approach at 1900 feet mean sea level (MSL) as published. The airplane descended to 600 feet MSL as published and over-flew the airport. The controller stated that he was waiting for the missed approach call, as he observed the airplane climb to 700 feet MSL. The airplane then descended back to 600 feet MSL and disappeared from radar. The controller never received a missed approach call. A witness near the airport stated that he heard the airplane fly over but did not see it due to haze and fog.

Leased from AOM French Airlines, the aircraft was completing a charter flight (service CU1216) from Havana to Guatemala City on behalf of Cubana de Aviacion, carrying 18 crew members and 296 passengers who were mostly young Guatemalan citizens studying medicine in Cuba. After touchdown on runway 19, the crew started the braking procedure but the aircraft was unable to stop within the remaining distance. It overran, went down an embankment and eventually crashed onto several houses located in the district of La Libertad. Both pilots, six other crew members, eight passengers and two people on the ground were killed. Also, 57 people were injured (among them 20 on the ground) while 261 other occupants escaped uninjured. The aircraft was destroyed.

The PIC was cleared for an ASR approach to the destination airport. The co-pilot was looking outside to obtain a visual reference on the destination airport. They broke out of the clouds at about 900 feet, and were descending at about 480 feet per minute. The ceiling was overcast, ragged, and very dark with no visible horizon. The co-pilot looked back inside the cockpit to check the radios when he heard a thump. The PIC had continued the descent below the minimum descent altitude, the airplane collided with the marsh and crashed.

On takeoff during the initiation of a cross-country flight, the pilot raised the landing gear following liftoff and the aircraft settled back onto the ground off the end of the runway. According to the pilot and the FAA inspector who examined the aircraft, both engines were producing normal power. The elevator trim was set at 12 degrees nose up vice 3-6 degrees required, and the aircraft was within weight and balance limits. The pilot lowered the landing gear prior to impact. According to information provided by the aircraft manufacturer, induced drag increases during landing gear retraction and extension due to the landing gear doors being extended into the air stream as the landing gear cycles.

The crew of C-GKBN, a Beechcraft 200 Super King Air with 5 passengers, made a straight-in approach, with approach flap settings, to a snow-covered and icy runway at Hamburg, AB, Canada. Upon touchdown in 2 inches of snow, directional control was lost. The aircraft turned sideways on the strip, struck a snow windrow, which then pulled the aircraft off the strip into a stand of trees. The First Officer had made the landing. The aircraft had picked up about 1/8 inch of ICA on the approach. Approach flap had been used for the landing instead of landing flap. The aircraft had landed with a five knot tail wind. The landing touchdown was reported to be very firm. There were no injuries but the aircraft was substantially damaged. Company representatives examining the runway surface after the accident discovered a rut running diagonally across the runway, which was apparently present prior the landing and may have contributed to the loss of directional control of the aircraft.

On 13 December 1999 at 1029 5H-GTO took off from Zanzibar airport for a direct VFR flight to Chankonde. The endurance was six hours and the pilot was the only occupant. The aircraft was destined to pick a party of five hunters at Chankonde hunting airstrip for a flight to Dar es Salaam. The forward leg of the flight was uneventful and the pilot reported to Dar Control at 1153 hours that he has Chankonde in site and was estimating to land at 1215 hours. The aircraft did in fact land at 1216 hours. The pilot reported that shortly before he landed at Chankonde he circled around the airstrip and noticed that there were some pools of water on the runway. Five passengers boarded the aircraft at Chankonde for a flight to Dar es Salaam. The pilot said that all the heavy baggage and two members of the hunting party left by road for Dar es Salaam. The remaining five who boarded the aircraft carried only hand luggage. In the preparation for take-off the pilot taxied to the threshold of runway 07, made the "first selection" of flaps and applied full power on brakes. He testified that he did not lean the mixtures since he saw no requirement for this. The initial phase of the take-off rolI appeared' normal to the pilot. When the aircraft 'had' covered about 600 metres and was accelerating through 65/70 kt it went through a muddy ditch causing the pilot to feeI deceleration. It immediately became apparent that he was not going to achieve the take off speed and clear the trees in the foreground. The pilot subsequently decided to abort the take-off. When the engines were throttled back and brakes were applied the aircraft continued to rolI on wet and slippery sandy surface till it overran the end of runway 07 and collided with trees located about 60 metres beyond the end of the runway. As the aircraft impacted the trees in the accident sequence, both wing sections outboard of the engines separated and caught fire. The aircraft came to rest about 56 metres forward of the detached wing sections. The grass beneath the aircraft and the right engine were also on fire. The pilot was unable to open the cockpit door because it was blocked by a tree. He subsequently rushed behind and opened the main door. As he did so, one passenger, "who was tall and muscular" pushed the pilot causing him to falI by the doorway on the ground where grass surface was on fire. All the five passengers stepped on the pilot and escaped. The pilot managed to rise an his own, returned to the cabin and picked the fire extinguisher. He subsequently fought the fire under the fuselage, the tail and the right engine. He was also joined by a vehicle which had 20 litres of water and this was used to put out the fire on the left hand side of the fuselage. The passenger who was in the copilot seat sustained a cut on his eyebrow and another passenger suffered minor burns on his fingers. The pilot whom the passengers used as a stepping stone and a fire blanket sustained first degree burns to his face and both arms. Both wings and parts of the tail plane were torn off the fuselage by impact with the trees. They were also partly destroyed by fire. The fuselage suffered relatively less "damage and the cabin remained intact. However, much of the interior equipment was destroyed by unknown persons a few days after the accident when the wreckage was left unguarded. The weather at the time of the accident was reported to be sunny with no wind. The ground was wet from rains which had been falling in the area. Chankonde Airstrip, elevation 3,386 feet, has one runway 07/25 which is 1,000 metres long and 30 metres wide. The surface is sand with some patches of scattered grass. There are tall trees starting 60 metres beyond the end of runway 07.