Airport (less than 10 km from airport)

The aircraft departed Los Mochis Airport on a cargo flight to Toluca on behalf of DHL. On descend, the crew was informed by ATC that the visibility was reduced to 1,600 metres due to foggy conditions. While on a night approach to Toluca-Adolfo López Mateos Airport, the crew descended below the MDA, probably to establish a visual contact with the ground. On short final, the aircraft struck a two metres high concrete wall located 350 metres short of runway 15 and crashed, bursting into flames. All four occupants were killed.

The aircraft departed Villavicencio-La Vanguardia airport at 1206LT on a cargo flight to Mitú, carrying 12 passengers, three crew members and a load of various goods consisting of food and also 7 tons of fuel in 55 drums. After takeoff from runway 22, while climbing, the engine n°2 lost power. The captain decided to return for an emergency landing and was cleared to land on the same runway. On final approach, the airplane became unstable when the flight engineer shut down the engine n°2. The aircraft landed too far down the runway, about 1,700 feet past the runway threshold. Unable to stop within the remaining distance, it overran and came to rest against an embankment, bursting into flames. Four passengers were killed while 11 other occupants were injured. The aircraft was destroyed.

En route from Luton to Frankfurt, while on a night cargo service (flight EXT114), at an altitude of 11,000 feet, the crew declared an emergency after both engines failed almost simultaneously. The crew was cleared to divert to the nearest airport that was Liège-Bierset. After being cleared to descend to FL60, the crew contacted Brussels ATC and was vectored for an approach to runway 23L. Due to the critical situation, the crew requested a straight-in approach. While descending to the airport, the aircraft crashed in a wooded area located near Seraing, about nine km southeast of the airport. The aircraft was destroyed by impact forces and a post crash fire and both pilots were killed.

The crew was completing a local training flight at RAF Middle Wallop. After landing, the twin engine failed to stopped, overran and came to rest. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

The aircraft was completing skydiving missions at Agen-La Garenne Airport. Four sorties were already completed that day. At the end of the afternoon, during the fifth flight, the crew reported engine problems but was able to climb to the altitude of 15,000 feet where the 16 skydivers jumped out. The crew reduced his altitude and started a circuit to return to the airport. On short final, the aircraft nosed down and struck the top of a hill located 500 metres short of runway 11. The aircraft was destroyed and both pilots were killed.

An aircraft mechanic stated one of the airplanes engines was making an unusual noise during takeoff. An Air Traffic Controller stated the flight used about 4,500 feet of runway before lifting off. About 1 minute after being cleared for takeoff, the pilot reported 'were coming around were losing a right engine'. The controller and a witness observed the airplane level off, sway to the left and right, and then descend. The pilot reported he was not going to make it. The airplane was lost from sight behind trees. Post crash examination of the airplane structure, flight controls, engines, and propellers showed no evidence of pre-crash failure or malfunction that would have prevented operation. The landing gear and wing flaps were found retracted. The left and right propellers were found in the low blade angle position and had similar damage. An NTSB sound study of ATC communications showed that at the time the pilot reported they were not going to make it, a propeller signature showed 1,297 rpm and another propeller signature of 2,160 rpm. The engine inoperative procedure contained in the Pilot Operating Handbook for the Cessna 421C, calls for the throttle on the inoperative engine to be closed, the mixture placed in idle cut-off, and the propeller feathered. The Pilot Operating Handbook also showed the airplane would normally use 2,000 feet of runway for takeoff under the accident conditions.

The Thunder Airlines Limited Beech A100 King Air aircraft, serial number B108, took off at 1034 eastern daylight saving time (EDT) on a charter flight from Thunder Bay, Ontario, for Red Lake, Ontario, with two pilots and three passengers on board. After getting airborne, the aircraft pitched up to approximately 70 degrees, reaching a height estimated to be between 500 and 700 feet above ground level. It then rolled to the left, pitched steeply nose-down, and descended to the ground within the confines of the airport. The aircraft contacted the soft, level ground in a relatively level attitude and covered a distance of about 500 feet before coming to rest in a wooded area immediately beyond an elevated railroad bed and track. The cabin remained intact during the crash sequence, and all occupants escaped without any injuries. The aircraft was damaged beyond repair. An ensuing fuel-fed fire was rapidly extinguished by airport emergency response services (ERS)
personnel.

A twin-engine airplane on a scheduled passenger/cargo flight, departed a rural airport located along the north shore of the Yukon River with only the pilot aboard. The airplane appeared to depart normally, but remained low, flying over the river, about 200 feet above the ground. About five minutes after departure, the pilot contacted a local weather observation facility on the common traffic advisory frequency (CTAF), and reported he was having a problem with the airplane, stating he may have to ditch. He did not describe the nature of the problem. The pilot then said he was clipping trees, and was attempting to return to the runway. The airplane collided with several trees located on a gravel bar in the Yukon River, separating the outboard end of the left wing. The airplane then collided with the river and sank, about 1.5 miles south of the airport. A fast river current, and silty water conditions hampered recovery efforts, but the left wing, the left engine, and the fuselage were recovered from the river. The left engine propeller appeared to be feathered. The right wing and the right engine were not recovered. Postaccident examination of the left engine disclosed no evidence that it was producing power upon impact, or any evidence of any preimpact mechanical malfunction. Inspection of the airframe disclosed no evidence of any preimpact mechanical malfunction.

On the night of 11 June 1999, RAF Hercules XV298 was tasked to collect personnel and equipment from Kukes airstrip, Albania. The aircraft flew from Italy and landed on the unlit airstrip using normal Night Vision Goggle (NVG) procedures. The crew had been briefed that there would be sufficient runway remaining from the pickup point to the end of the airstrip. The crew were unable to see the end of the airstrip as artificial lighting in the near distance interfered with their night vision goggles. After loading personnel and equipment it began its takeoff run along the remaining available runway, but soon hit a fence and several other ground obstacles. XV298 slowed then veered to the right, suffering severe damage to its right wing before stopping. Fuel leakage from the damaged wing ignited and the subsequent fire destroyed much of the aircraft.

The approach to Zhanjiang Airport was completed in poor weather conditions with thunderstorm activity, heavy rain falls and strong winds. Following a wrong approach configuration, the aircraft passed over the runway threshold at a too high altitude of 400 metres. The pilot-in-command increased the rate of descent when the aircraft landed hard and bounced. It floated for about 330 metres then landed 15 metres to the right of the runway. Out of control, it lost its undercarriage and came to rest few dozen metres further. All 90 occupants were rescued, among them six passengers were injured.