Airport (less than 10 km from airport)

The twin engine aircraft departed Lima-Jorge Chávez Airport at 0625LT on a charter flight to Pias, carrying two pilots and seven employees of the Peruvian company MARSA (Minera Aurífera Retamas) en route to Pias gold mine. On approach to Pias Airport, the crew encountered limited visibility due to foggy conditions. Heading 320° on approach, the crew descended too low when the aircraft collided with power cables, stalled and crashed on the slope of a mountain located 4,5 km from the airport, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and all 9 occupants were killed.

On Monday 4 March 2013, the pilot and two passengers arrived at Annemasse aerodrome (France) at about 7 h 00. They planned to make a private flight of about five minutes to Geneva airport on board the Beechcraft Premier 1A, registered VP-CAZ. The temperature was -2°C and the humidity was 98% with low clouds. The aeroplane had been parked on the parking area of the aerodrome since the previous evening. At 7 h 28, the Geneva ATC service gave the departure clearance for an initial climb towards 6,000 ft with QNH 1018 hPa towards the Chambéry VOR (CBY). At about 7 h 30, when the CVR recording of the accident flight started, the engines had already been started up. At about 7 h 34, the pilot called out the following speeds that would be used during the takeoff roll:
- V1 : 101 kt
- VR : 107 kt
- V2 : 120 kt.
At about 7 h 35, the pilot performed the pre-taxiing check-list. During these checks, he called out “anti-ice ON”, correct operation of the flight controls, and the position of the flaps on 10°.
Taxiing towards runway 12 began at 7 h 36. At 7 h 37 min 43, the pilot called out the end of the takeoff briefing, then activation of the engine anti-icing system. At 7 h 38 min 03, the pilot called out the start of the takeoff roll. Fifteen seconds later, the engines reached takeoff thrust. The aeroplane lifted off at 7 h 38 min 37. Several witnesses stated that it adopted a high pitch-up attitude, with a low rate of climb. At 7 h 38 min 40, the first GPWS “Bank angle - Bank angle” warning was recorded on the CVR. It indicated excessive bank. A second and a half later, the pilot showed his surprise by an interjection. It was followed by the aural stall warning that lasted more than a second and a further GPWS “Bank angle - Bank angle” warning. At about 7 h 38 min 44, the aeroplane was detected by the Dole and Geneva radars at a height of about 80 ft above the ground. Other “Bank Angle” warnings and stall warnings were recorded on the CVR on several occasions. Several witnesses saw the aeroplane bank sharply to the right, then to the left. At 7 h 38 min 49 the aeroplane was detected by the radars at a height of about 150 ft above the ground. At 07 h 38 min 52, the main landing gear struck the roof of a first house. The aeroplane then collided with the ground. During the impact sequence, the three landing gears and the left wing separated from the rest of the aeroplane. The aeroplane slid along the ground for a distance of about 100 m before colliding with a garden shed, a wall and some trees in the garden of a second house. The aeroplane caught fire and came to a stop. The pilot and the passenger seated to his right were killed. The female passenger seated at the rear was seriously injured. According to the NTSB and BEA, the airplane was owned by Chakibel Associates Limited n Tortola and operated by Global Jet Luxembourg.

Shortly after takeoff from Rybinsk-Yuzhny Airport, the crew encountered engine problems and elected to make an emergency landing. The aircraft impacted trees and crashed in a snowy wooded area located 2 km from the airport. All 14 occupants evacuated safely. Nevertheless, one skydiver was slightly injured but refused to go to hospital. The aircraft was damaged beyond repair.

The pilot stated that, during the preflight inspection of the airplane, he checked the fuel gauge, and it indicated 65 gallons. Due to the design of the fuel system, it is not possible to visually check the fuel level to confirm that the fuel gauge indication is accurate. During takeoff and as he reduced power for enroute climb, the left engine began to surge and lose power. He immediately turned left back toward the airport and contacted the control tower to advise that he was making a single-engine, straight-in approach to land. When he lowered the landing gear, the right engine began to surge and lose power. Subsequently, the pilot declared an emergency, and, realizing he had insufficient engine power and altitude to return to the airport, he retracted the landing gear and made a no-flap, gear-up landing on a nearby golf course. Postaccident application of battery power to the airplane confirmed that the fuel gauge indicated 65 gallons; however, when the airplane's fuel system was drained, only about 1/2 gallon of fuel was recovered. Thus, the engines lost power due to fuel exhaustion.

The crew was performing a humanitarian flight on behalf of the United Nations Organisation (UNO). Upon landing at Wau Airport, the nose gear collapsed. The aircraft slid on runway for few dozen metres before coming to rest, bursting into flames. Both pilots evacuated safely and the aircraft was partially destroyed by fire.

The pilot reported that he had added fuel at the previous fuel stop and that he was using a fuel totalizer to determine the quantity of fuel onboard. After climbing to a cruise altitude of 14,000 feet above ground level, he discovered that the fuel mixture control was frozen and that he was unable to lean the mixture to a lower fuel flow setting. The pilot reported that because of the increased fuel consumption, he briefly considered an en route stop for additional fuel but decided to continue. During descent, the airplane experienced a complete loss of power in both engines, and the pilot made an emergency off-field, gear-up landing about 7 miles from the destination. The airplane impacted terrain and thick scrub trees, which resulted in substantial damage to both wings, both engine mounts, and the fuselage. A postaccident examination found that only a trace of fuel remained. The pilot also reported that there was no mechanical malfunction or failure and that his inadequate fuel management was partly because he had become overconfident in his abilities after 50 years of flying.

The crew was completing a local training flight at Santa Lucía AFB when the single engine aircraft crashed in unknown circumstances in an open field near the airfield. The aircraft was destroyed and both occupants were killed.

Aircraft was destroyed following a collision with a utility pole, trees, and terrain following a go-around at Thomson-McDuffie Regional Airport (HQU), Thomson, Georgia. The airline transport-rated pilot and copilot were seriously injured, and five passengers were fatally injured. The airplane was registered to the Pavilion Group LLC and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated at John C. Tune Airport (JWN), Nashville, Tennessee, about 1828 central standard time (1928 eastern standard time). The purpose of the flight was to transport staff members of a vascular surgery practice from Nashville to Thomson, where the airplane was based. According to initial air traffic control information, the pilot checked in with Augusta approach control and reported HQU in sight. About 2003, the pilot cancelled visual flight rules flight-following services and continued toward HQU. The last recorded radar return was observed about 2005, when the airplane was at an indicated altitude of 700 feet above mean sea level and 1/2 mile from the airport. There were no distress calls received from the crew prior to the accident. Witnesses reported that the airplane appeared to be in position to land when the pilot discontinued the approach and commenced a go-around. The witnesses observed the airplane continue down the runway at a low altitude. The airplane struck a poured-concrete utility pole and braided wires about 59 feet above ground level. The pole was located about 1/4 mile east the departure end of runway 10. The utility pole was not lighted. During the initial impact with the utility pole, the outboard section of the left wing was severed. The airplane continued another 1/4 mile east before colliding with trees and terrain. A postcrash fire ensued and consumed a majority of the airframe. The engines separated from the fuselage during the impact sequence. On-scene examination of the wreckage revealed that all primary airframe structural components were accounted for at the accident site. The landing gear were found in the down (extended) position, and the flap handle was found in the 10-degree (go-around) position. An initial inspection of the airport revealed that the pilot-controlled runway lights were operational. An examination of conditions recorded on an airport security camera showed that the runway lights were on the low intensity setting at the time of the accident. The airport did not have a control tower. An inspection of the runway surface did not reveal any unusual tire marks or debris. Weather conditions at HQU near the time of the accident included calm wind and clear skies.

On final approach to Donetsk-Sergei Prokofiev Airport, during the last segment, the aircraft banked right to a angle of 48°, causing the right wing to struck the ground. The aircraft overturned and crashed in a grassy area to the left of runway 08, coming to rest upside down. Five passengers were killed while all other occupants were injured. The aircraft was destroyed. It was performing a charter flight from Odessa with 44 football fans on their way to a match between Shakhtar Donetsk and Borussia Dortmund. At the time of the accident, the visibility was poor due to the night and foggy conditions. The horizontal visibility was reported to be 250 metres with an RVR of 750 metres for runway 08 and vertical visibility of 200 feet.

Following an uneventful flight from Sialkot, the crew completed the approach to Muscat-Seeb Runway 26L. After touchdown, while decelerating, the left main gear collapsed, causing the left engine to struck the ground. The aircraft slid for few dozen metres before coming to rest on the left edge of the runway. All 114 occupants evacuated uninjured while the aircraft was damaged beyond repair.