City

The flight was an air taxi cargo flight carrying truck parts. After takeoff, the tower asked the pilot if he was in difficulty and the pilot replied 'roger' and requested a change of flight plan. The aircraft was seen flying erratically just above the tree tops. The aircraft descended almost vertically into a residential area. The rear of one home was ignited by the impact and 2 occupants of the house were fatally burned. Post accident investigation revealed no engine malfunction but there were discrepancies in the load manifest and the aircraft weight and balance. Before takeoff a company employee watched the pilot secure the cargo with ropes nets and clips but did not help because he 'didn't know what the pilot was doing. 'Impact' damage precluded determination of the original placement and security of the cargo and any possible shifting prior to impact. The net weight on the cargo manifest did not include the weight of the trays to hold the parts. This was an omission of 150 lbs. Company personnel said no weight and balance information was left with them when the aircraft departed.

After takeoff from Charbatia AFB, while in initial climb, the crew declared an emergency after an engine caught fire. After being cleared to return, the captain initiated a turn while the fire spread to the nacelle and the wing. The aircraft entered an uncontrolled descent and crashed in the district of Paikarapur. The aircraft and few houses were totally destroyed. All nine occupants as well as eight people on the ground were killed. 10 other people on the ground were injured.

The four engine aircraft was dispatched in Angola on behalf of the International Red Cross. En route from Kuito to Benguela, while climbing to an altitude of 12,000 feet, the aircraft was hit by a surface-to-air missile that struck the engine n°3. The aircraft entered a dive and crashed on the village of Cancao located about 40 km west of Kuito. The aircraft disintegrated on impact and at least eight houses were destroyed. All six occupants were killed as well as two other people on the ground.

The twin engine aircraft departed Southend Airport on a cargo flight to Bergamo, carrying newspapers and magazines. Two minutes and 30 seconds after liftoff, while climbing in limited visibility due to the night and low clouds, the airplane entered a dive and crashed on a garage, bursting into flames. The pilot, sole on board, was killed.

The twin engine aircraft departed Landsberg-Penzing Airport on a training flight to Munich, carrying one passenger (a secretary of the Southern Bavarian Air Office), one instructor and one pilot. On final approach to Munich-Riem Airport runway 07, at an altitude of 200 feet, the instructor decided to reduce the power on the right engine while the pilot was expecting to initiate a go-around procedure according to the training program. He elected to add power on the left engine but the aircraft lost height, struck the roof of a McDonald's restaurant located in the district of Trudering and eventually crashed in flames on a bus. The aircraft, the restaurant, the bus and several other vehicles were destroyed and seven people were killed, all three occupants in the aircraft and four passengers in the bus. Few days later, two other victims died from their injuries. 30 other people were injured, some of them seriously.

Shortly after takeoff from Winnipeg Airport, the pilot encountered engine problems. The aircraft lost height and crashed on a factory located near the airport. The aircraft was destroyed but all five occupants were rescued.

The four engine airplane departed Mexico City-Benito Juarez Airport at 1700LT on a cargo flight to Miami-Intl, Florida, carrying eight passengers, four crew members and a load consisting of 18 racing horses. After takeoff, during initial climb, the aircraft encountered difficulties to gain sufficient altitude. The crew elected to add power but the aircraft failed to gain height. The captain attempted an emergency landing on a road when the aircraft struck power lines and crashed in the city, few km from the airport. The aircraft as well as several houses and buildings were destroyed. The captain was rescued while 11 other occupants as well as 54 people on the ground were killed. 50 other people were wounded, some seriously.

The single engine aircraft departed Casale Monferrato Airfield on a local skydiving flight. While in cruising altitude, all skydivers bailed out when the pilot lost control of the airplane that crashed on a residential area in Casale Monferrato. The pilot, sole on board, was injured.

On January 15, 1987, at 1216 mountain standard time, SkyWest flight 1834, a Fairchild Swearingen SA-226TC (METRO II), registration Nl635W, departed Pocatello, Idaho, on a regularly scheduled passenger flight to Salt Lake City, Utah (SLC). The flight was operating under the provisions of Title 14 Code of Federal Regulations Part 121 with two pilots and six passengers aboard. Flight 1834 was handed off from the SLC Air Route Traffic Control Center to the Bear Sector controller at the SLC Terminal Radar Approach Control (TRACON) for a left downwind arrival to SLC International Airport. At 1237:49, the Bear sector controller issued a heading of 100” to flight 1834 and advised the flight to expect vectors for a visual approach to runway 34L. (See Air Traffic Control Transcript in appendix C). During the next few minutes, flight 1834 was given further vectors and descent clearances, and at 1247:21, it was given a frequency change to the TRACON Final controller. At 1250:28, after being cleared to descend to 7,000 feet mean sea level (msl), the Final controller advised, “SkyWest eight thirty four, traffic ten to nine o’clock, four miles, six thousand, Boeing seven, ah, thirty seven three hundred.” Flight 1834 acknowledged, “SkyWest eight thirty four has the traffic.” At 1250:35, the Final controller advised, “SkyWest eight thirty four, plan to follow that traffic, there’s traffic south of him eleven o’clock, six miles north bound, [a] seven thirty seven out of seven thousand five hundred, for the right.” Flight 1834 responded, “OK, we’ll follow the first one, SkyWest eight thirty four.” At 1250:44, the Final controller advised, “SkyWest eight thirty four, wait a minute, report the other one in sight.” Flight 1834 responded, “We’re looking for him.” At 1251:02, the Final controller transmitted, “SkyWest eight thirty four, ten o’clock four miles, seven thousand four hundred.” Flight 1834 replied, “Eight thirty four, we’re looking.” The Final controller then issued instructions at 1251: 15 for flight 1834 to make a left turn to 070”, and the flight acknowledged. At 1251:32, the Final controller transmitted, “SkyWest eight thirty four, traffic’s ten to eleven o’clock, three miles.” Flight 1834 did not acknowledge that transmission, and at 1251:43, the Final controller advised, “SkyWest eight thirty four, turn left heading zero five zero.” The flight acknowledged and reported, “Still have no contact on that traffic.” At 1251:50, the Final controller transmitted, “SkyWest eight thirty four, roger, turn further left heading three six zero.” Flight 1834 acknowledged and at 1251:58, an expletive was transmitted over the TRACON Final control frequency during a transmission from SkyWest flight 575. There were no further transmissions from flight 1834. According to the UNICOM I/ operator at SLC Municipal 2 Airport (SLC 2) about 1115 or 1120, a pilot in Mooney M20C, registration N6485U, operating under 14 CFR Part 91, called to inquire if the runway was clear. The Mooney was occupied by a private pilot in the left seat and an instructor pilot in the right seat. The UNICOM operator advised that the runway was clear, and a few minutes later, a pilot in the Mooney called for and was given an airport advisory. The UNICOM operator observed the Mooney taxi to runway 34 and take off about 1125 or 1130. The Mooney remained in the traffic pattern at SLC 2 performing touch-and-go landings. There were no other aircraft in the traffic pattern at the time. The UNICOM operator stated that she last talked to the Mooney about 1145 to 1150 when a pilot called, “Final for 34.” The UNICOM operator said that she observed the airplane perform a touch-and: go landing, but she did not observe the direction of departure of the airplane. There were no further known communications with the Mooney regarding departing the traffic pattern or any additional aspects of the flight. According to recorded air traffic control (ATC) radar data, after the Mooney departed the SLC 2 traffic pattern at 1235, y the airplane flew south and maneuvered about 25 miles south southeast of SLC International Airport before beginning a turn to the northwest. The airplane continued in a northwesterly direction until it was about 9 miles south of SLC International Airport where it began a gradual left turn until its target merged with the target of SkyWest flight 1834. The targets merged at 1257 :58--the time the expletive was recorded on the ATC tape at the SLC TRACON. The Final approach controller stated that he did observe a visual flight rules (VFR) target about 3 to 4 miles southwest of SLC 2 moving north to northwest when flight 1834 was on downwind. He said he had no more than normal cause to monitor the target. He also stated that it was not unusual to observe VFR targets in the pattern near SLC 2 during visual meteorological conditions. Other controllers at SLC TRACON also stated that it was not uncommon to observe numerous targets operating in the traffic pattern at SLC 2. The Final controller and other controllers added that they normally would observe the VFR targets near SLC 2 disappear from the radarscope and then reappear during practice touch-and-go landings. The Final controller said that he did not recall seeing any VFR targets in the vicinity of SkyWest 1834 as it was turning toward final just before the collision. The Fin.al controller stated that his workload was moderate, and all of his equipment was operating normally before the accident. In addition, the Local controller in the SLC tower stated that he did not observe the target of the Mooney on the tower Bright Radar Indicator Tower Equipment display. There was no evidence that the Mooney pilots were in radio contact with any ATC facility at the time of the accident. Several eyewitnesses were interviewed who observed the airplanes before and after the collision. Some of the witnesses stated that the nose of the METRO II pitched up just before impact. The witnesses stated that the METRO II was headed northeasterly and the Mooney was headed northwesterly just before impact. They stated that the METRO II had made a few left turns as it turned toward the northeast. In general, the eyewitnesses agreed that the two airplanes collided with the Mooney striking the METRO II’s right forward fuselage area with its nose. After the collision, both airplanes fell to the ground with wreckage scattered over 2 square miles in a residential section of Kearns, Utah. There was no fire. The collision occurred at 7,000 feet msl in daylight visual meteorological conditions. All 10 occupants in both aircraft were killed. There were no casualties on the ground.

On approach to Oshawa Airport, the twin engine aircraft stalled and crashed in a house. Both pilots were seriously injured while both persons into the house were unhurt.