Airport (less than 10 km from airport)

Prior to takeoff from Lambert Field/St. Louis International Airport, St. Louis, Missouri, the pilot contacted the operations manager at M. Graham Clark Airport, Point Lookout, Missouri, and asked about the current weather conditions there. The operations manager told the pilot that the weather was "pretty poor." The airplane took off from St. Louis, at 1411 cst. At 1447:12 cst, the pilot checked in with Springfield Approach Control. The pilot was told to expect the ILS approach to runway 2 at the Springfield-Branson Regional Airport. At 1501:01 cst, the pilot requested to go to Point Lookout and shoot the GPS to runway 11. Springfield Approach instructed the pilot to descend to 3,000 feet msl and cleared him for the approach. At 1507:08 cst, Springfield radar showed the airplane crossing the initial waypoint at 3,000 feet msl, and turn to 116 degrees approach heading. At 1507:17 cst, the airplane descended to 2,500 feet msl. At 1508:51 cst, Springfield Approach cleared the pilot to change to advisory frequency. "Call me back with your cancellation or your miss." The pilot responded, "Okay we're, we're RAWBE inbound and we will call you on the miss or cancellation." The operations manager at M. Graham Clark Airport said that he heard the pilot on the airport's common frequency radio say, "Citation 525KL is RAWBE inbound on the GPS 11 approach." At 1509:01 cst, Springfield radar showed the airplane begin a descent out of 2,500 feet msl. The last radar contact was at 1509:48 cst. The airplane was five nautical miles from the airport on a 296 degree radial, at 2,100 feet msl. At 1530 cst, the operations manager heard Springfield approach trying to contact the airplane. The operations manager initiated a search for the airplane. At 1430 cst, the weather observation at the M. Graham Clark Airport was 300 feet overcast, rain and mist, 3/4 miles visibility, temperature 53 degrees F, winds variable at 3 knots, altimeter 29.92 inches HG. Approach minimum weather for the GPS RWY11 straight in approach to Point Lookout are a minimum ceiling of 600 feet and visibility of 1 mile for a category B aircraft. An examination of the airplane wreckage revealed no anomalies. The results of FAA toxicology testing of specimens from the pilot revealed concentrations of Doxepin in kidney and liver. The Physicians' Desk Reference states that "... drowsiness may occur with the use of this drug, patients should be warned of the possibility and cautioned against driving a car or operating dangerous machinery while taking the drug." The physician who prescribed the Doxepin to the pilot said that he was using it to treat the pilot's "irritable bowel" condition. According to his wife, the pilot had not slept well for several nights, up to the day of the accident, due to problems he was having with the FAA. A friend, who spoke with the pilot just before the accident flight, confirmed the pilot saying "I haven't slept for three days." The friend stated further that the pilot "wasn't himself that day."

On a night approach to Kuwait-Ahmed Al-Jaber AFB, the aircraft impacted the ground approximately 2,895 feet short and about 40 feet to the left of the runway centerline. On impact, the undercarriage were torn off and some penetrated the cabin floor. The crew initiated a go-around procedure and diverted to the Kuwait International Airport where he completed an emergency belly landing. Three passengers were killed while all other occupants were rescued. The aircraft was damaged beyond repair.

The charter operator was involved in a weekly operation to transport computer programmers and training staff, from a Johannesburg company, from Rand Airport to Oranjemund in Namibia. The outward leg of the flights to Oranjemund took place on the Monday morning and the pilot and aircraft stayed at Oranjemund for the week. The return flight to Johannesburg usually took place on the Friday afternoon. On the morning of the accident flight the set time of departure was 0500z. The passengers were assisted through the process of passport control, boarding and settling in by the operator's staff. The baggage was put next to the aircraft. According to a witness the pilot carried out the loading of the baggage. An instrument flight plan was filed and the pilot obtained departure clearance before the aircraft was taxied to the holding point. According to the air traffic controller, the take-off run was normal for this type of aircraft. Shortly after take-off the pilot declared an engine failure and requested to be routed back to land on the runway. Seconds later the pilot communicated they were going to crash. Several witnesses stated that the aircraft was very low when it passed over the highway close to the accident site. One of the witnesses stated that he noticed the right-hand engine stopped and he could see the blades of the propeller. The fire fighting services were alerted. It was apparent by the smoke that the aircraft crashed on an extended line of Runway 29. The accident took place at 0506z in daylight conditions. All 10 occupants were killed.

While taxiing at Moscow-Domodedovo Airport, the aircraft encountered strong crosswinds and the rudder got stuck in the full left position. The flight engineer suggested the captain to return to the apron to proceed to an inspection but the pilot prefered to takeoff. After liftoff from runway 32L, while climbing to a height of about 24 metres, the aircraft went out of control and crashed in a wooded area located 365 metres past the runway end. Two occupants were seriously injured and five others were killed.

Too low on approach to Annemasse Airport, the twin engine aircraft struck the ground short of runway, lost its undercarriage and came to rest. The pilot, sole on board, was uninjured and the aircraft was damaged beyond repair.

After extending the gear for landing, the down-and-locked indication (green light) for the left main gear was not illuminated. The crew performed the emergency checklist procedures for abnormal gear extension with no success. The aircraft subsequently landed with the left main landing gear retracted. Inspection of the landing gear revealed that the pin (part number MY20248-001), which is part of the forward gear door lock, was corroded and cracked at the point of rotation, preventing proper movement of the gear door uplock.

Shortly after a night takeoff from runway 24 at Nairobi-Jomo Kenyatta Airport, the single engine aircraft went out of control and crashed near the runway end. All four occupants were killed. The aircraft was completing a flight to Dar es Salaam on behalf of DHL. At the time of the accident, weather conditions were marginal with strong wind and fog.

Crashed shortly after takeoff from Kwando Airport for unknown reasons. All three occupants were killed.

Upon touchdown at Benguela-General Deslandes Airport, the nose gear collapsed. The airplane slid on its nose for few dozen metres before coming to rest. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Ten minutes after takeoff from Ningbo Airport, the crew informed ATC about engine problems and was cleared to return. After making a 180 turn, the crew started the descent and was eventually forced to attempt an emergency landing. The aircraft crashed in a rice paddy field located near the runway threshold. All seven occupants escaped uninjured while the aircraft was damaged beyond repair after it lost its undercarriage and one wing.