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A Piper PA-31T "Cheyenne" and a Cessna 172P "Skyhawk" collided in midair during cruise flight at dusk and in visual meteorological conditions. The Cheyenne departed under visual flight rules (VFR) from a local airport northwest of Denver, and was proceeding direct at 7,800 feet to another local airport south of Denver. Radar indicated its ground speed was 230 knots. Its altitude encoder was transmitting intermittently. The Skyhawk departed VFR from the south airport and was en route to Cheyenne, Wyoming, at 7,300 feet. The pilot requested and was cleared to climb to 8,500 feet and penetrate class B airspace. Radar indicated its ground speed was 110 knots. The Skyhawk was flying in the suggested "VFR flyway"; the Cheyenne was not. When the controller observed the two airplanes converging, he asked the pilot of the Cheyenne for his altitude. He replied he was at 7,600 feet. The controller immediately issued a traffic advisory, but the pilot did not acknowledge. Both airplanes departed controlled flight: the Skyhawk struck a house, and the Cheyenne fell inverted into the backyard of a residence. Wreckage was scattered over a 24 square block area in west Denver. At the time of the accident, the controller was handling low altitude en route, arrival and departure traffic for both airports. Wreckage examination disclosed four slashes, consistent with propeller strikes, on top of the Cheyenne's right engine nacelle, the cabin above the right wing trailing edge, the empennage at the root of the dorsal fin, and at the tail cone. The Cheyenne was on a similar flight three days before the collision when the pilot was informed by air traffic control that the transponder was operating intermittently. According to recorded radar and voice communications from that flight, the transponder/encoder operated intermittently and the pilot was so advised. Examination of the Cheyenne's altimeter/encoder revealed a cold solder connection on pin 8 of the 15-pin altimeter connector. When the wire was resoldered to the pin, the information from the altimeters, encoder, and altitude serializer was normal.

The aircraft was completing a charter flight from Asmara to Antalya with intermediate stops in Port Sudan and Hurghada, carrying helicopter crews back in Russia. On approach to Antalya by night, the crew was informed about the poor weather conditions at destination with thunderstorm activity, visibility limited to two km, wind from 220 gusting at 35 knots. ATC advised the crew to maintain heading and to initiate a go-around in case they would not establish a visual contact with the runway. On short final, the left engine struck a 10 metres high electric pole. The aircraft lost height and crashed on a road located 1,325 metres short of runway and 550 metres to the left of its extended centerline. All 27 occupants were rescued, among them eight were injured. The aircraft was destroyed.

The aircraft departed N'Djamena Airport on a cargo flight to Brazzaville, carrying 21 passengers, nine crew members and a load of onions and garlic. Few minutes after takeoff, the crew reported technical problems with the undercarriage and was cleared to divert to Bangui Airport. The crew completed a holding circuit over Bangui to consume fuel then later started the descent to the airport. On final approach to runway 35, all four engines stopped simultaneously due to fuel exhaustion. The aircraft stalled and crashed in a residential area located 4 km short of runway. A crew member and one passenger were injured while 28 other people were killed. There were no casualties on the ground.

The twin engine aircraft departed Fortaleza-Pinto Martins Airport on a local post maintenance test flight (50 hours), carrying two passengers and one pilot. After takeoff, while climbing to a height of 200 feet, the power on the left engine fluctuated. The pilot modified the position of the fuel selector but the situation did not change. As the aircraft was losing height, the pilot shut down the left engine and feathered its propeller when the aircraft rolled to the left, causing the left wing to struck a concrete wall. Out of control, the aircraft struck the roof of a house, then a second one and eventually crashed on a third residence. All three occupants were injured as well as one people on the ground.

The aircraft was on an instrument flight rules flight from Gunisao Lake, Manitoba, to Winnipeg. One pilot and six passengers were on board. At 0913 central daylight time, KEE208 began an instrument landing system approach to Runway 13 at Winnipeg International Airport. The captain flew the approach at a higher-than-normal approach airspeed and well above the glide path. When the aircraft broke out of the cloud layer, it was not in position to land safely on the remaining runway. The captain executed a missed approach at 0916 and, after switching to the approach frequency from tower frequency, requested an expedited return to the airport. The approach controller issued instructions for a turn back to the airport. Almost immediately, at 0918, the captain declared a 'Mayday' for an engine failure. Less than 20 seconds later the captain transmitted that the aircraft had experienced a double engine failure. The aircraft crashed at a major traffic intersection at 0920, striking traffic signals and several vehicles. All seven of the aircraft passengers and several of the vehicle occupants were seriously injured; one passenger subsequently died of his injuries. The aircraft experienced extensive structural damage, with the wings and engines tearing off along the wreckage trail. There was a small post-crash fire in the right wing and engine area.

The aircraft was completing a regular schedule flight from Jos to Lagos with an intermediate stop in Kano. Weather conditions were good but the OAT at the time of the accident was +42° C. Due to construction works (retreatment of the asphalt surface), the longest runway 24/06 was closed to traffic so the crew was departing from runway 23 at Kano-Mallam Aminu Kano Airport which is 2,600 metres long. Due to high temperature and reduced performances, the aircraft used the entire runway length, overran and rolled on a grassy area for few dozen metres before lifting off. During initial climb, the aircraft encountered difficulties to gain sufficient height and to follow a positive rate of climb when it collided with obstacles and crashed in the district of Gwammaja located about 2 km past the end of runway 23. The aircraft was totally destroyed by impact forces and a post crash fire as well a several buildings, among them a school and a mosque. Among the 77 people on board the aircraft, six survived (five passengers and one stewardess). All 71 other occupants were killed as well as 78 people on the ground. More than 70 other people on the ground were injured, some seriously. It was later reported that the aircraft was out of service for 52 days due to engine problems. Nevertheless, both engines were changed few days prior to the accident and accumulated 10 hours of flight since.

The flight departed VFR, and when near the destination airport, was advised by air traffic control to hold VFR over the "plaza" and to make left 360 degree orbits. Several witnesses reported light rain was occurring at the time of the accident; there was no lightning or thunder. One witness located where the airplane came to rest reported observing the airplane emerge from the base of the clouds in a 45-degree left wing low and 20 degrees nose low attitude. He momentarily lost sight of the airplane but then noted it rolled to a wings level attitude. He also reported hearing the engine(s) "cutting in an out." Another witness located approximately 1/4 mile north of the accident site observed the airplane flying eastbound beneath the clouds in a right wing and nose low attitude, he also reported hearing the engine(s) sounding like they were "cutting in and out." A pilot-rated witness located an estimated 1,000 feet from where the airplane came to rest estimated that the ceiling was at 300 feet and there was light drizzle. He observed the airplane in a 45-degree angle of bank to the right and in a slight nose low attitude. He stated that the airplane continued in that attitude before he lost sight of the airplane at 250 feet. The airplane impacted trees then a concrete wall while in a nose and right wing low attitude. The airplane then traveled through automobile hoists/lifts which were covered by corrugated metal, and came to rest adjacent to a building of an automobile facility. Impact and a post crash fire destroyed the airplane, along with a building and several vehicles parked at the facility. Examination of the airplane revealed the flaps were symmetrically retracted and landing gears were retracted. No evidence of preimpact failure or malfunction was noted to the flight controls. Examination of the engines revealed no evidence of preimpact failure or malfunction; impact and fire damage precluded testing of several engine accessories from both engines. Examination of the propellers revealed no evidence of preimpact failure or malfunction. Parallel slash marks were noted in several of the corrugated metal panels that covered the hoists/lifts, the slashes were noted 25 and 21 inches between them. According to the airplane manufacturer, the 25 inch distance between the propeller slashes corresponds to an airspeed of 123 knots. Additionally, the power-off stall speed at the airplanes calculated weight with the flaps retracted and 48 degree angle of bank was calculated to be 122 knots. Review of NTSB plotted radar data revealed that the pilot performed one 360-degree orbit to the left with varying angles of left bank and while flying initially at 1,300 feet, climbing to near 1,500 feet, then descending to approximately 800 feet. The airplane continued in the left turn and between 1502:10 and 1502:27, the calibrated airspeed decreased from 160 to 100 knots. At 1502:27, the bank angle was 48 degrees, and the angle of attack was 26 degrees. Between 1502:30 and 1502:35, the true heading changed indicating a bank to the right. The last plotted altitude was 200 feet, which occurred at 1502:35. A NTSB weather study indicated that at the area and altitude the airplane was operating, NWS VIP level 1 to 2 echoes (light to moderate intensity) were noted. Additionally, the terminal aerodrome forecast (TAF) for the destination airport indicated that temporarily between 1400 and 1800 (the flight departed at approximately 1436 and the accident occurred at approximately 1503), visibility 5 miles with moderate rain showers, scattered clouds at 1,500 feet, and a broken ceiling at 3,000 feet.

During an instrument approach, upon descending to the prescribed minimum descent altitude, about 1/2 mile from the missed approach point, the pilot failed to maintain flying airspeed. The airplane stalled, rolled left, and in an uncontrolled descent collided with a commercial building 0.96 nm from the runway's displaced threshold. The accident occurred during the return portion of a round trip flight, while on final approach to the pilot's alternate airport due to a weather-induced diversion. Moderate intensity snow showers and freezing fog existed. During the initial approach, the reported visibility was 1 1/2 miles. About the time the pilot passed the final approach fix, the visibility decreased to 1/2 mile, but the pilot was not informed of the decrease below his 1-mile minimum requirement. The pilot had maintained the recommended 140-knot approach speed in the icing conditions until about 3 1/2 miles from the runway. Thereafter, the airplane's speed gradually decreased until reaching about 75 knots. After the airplane started vibrating, the pilot increased engine power, but his action was not timely enough to avert stalling. Company mechanics maintained the airplane. On previous occasions overheat conditions had occurred wherein the environmental ducting melted and heat was conducted to the adjacent pneumatic tube that provides deice air to the empennage boots. During the accident investigation, the deice tube was found completely melted closed, thus rendering all of the empennage deice boots dysfunctional.

The single engine airplane departed Thiene Airstrip at 1540LT for a local flight, carrying nine skydivers, one observer and one pilot. At the altitude of 13,500 feet, seven skydivers jumped while three others decided to stay in the cabin because the visibility was poor due to foggy conditions. While returning to his departure point, the pilot encountered poor visibility and completed two unsuccessful approach. He eventually decided to divert to Asiago Airport located 24 km from his position but this decision was taken too late. While circling around the airport, the engine failed and the aircraft stalled, struck the roof of a house and crashed in Rozzampia, less than one km east of the airfield. All four occupants were injured and the aircraft was damaged beyond repair.

While on an IFR clearance, the pilot reported to approach control that he was unable to maintain 4,000 feet msl, and did not give a reason. Shortly thereafter, the pilot contacted approach control and stated that he had "fuel starvation" in the right engine and the left engine had just quit. Radar data depicted the aircraft at an altitude of 3,400 feet. The controller asked the pilot if they were completely without power, and the pilot responded, "yes, we're now gliding." The controller gave the pilot instructions to the nearest airport, which was approximately 4.5 nautical miles away. After passing 2,100 feet, the pilot informed the controller that he would be landing short. During the forced landing, the airplane struck the top of a tree, crossed over a house, struck another tree, struck a telephone wire which crossed diagonally over a street, and then cleared a set of wires which paralleled the street. The airplane then impacted a private residence within a residential area, and a fire erupted damaging the airplane and the private residence. Ten gallons of fuel were drained from the left locker tank, which supplements the left main fuel tank. Examination of the airframe and engines did not disclose any structural or mechanical anomalies that would have prevented normal operation. Examination of the propeller revealed that neither propeller had been
feathered.