Lake, Sea, Ocean, River

While delivering the single-engine, turbine-powered airplane to Brazil during a multiple leg trip, the pilot decided to fly direct from his departure airport in Puerto Rico to his destination airport in Grenada instead of following the island chain and staying within power-off gliding distance of the shore. During the cruise portion of the flight, a total loss of engine power occurred over open water in visual meteorological conditions at 27,000 feet, about 119 miles west of a suitable landing area. During the loss of power, the engine torque indication dropped from the cruise power setting to 0 foot-pounds (ft-lbs) of torque, the engine then began to vibrate, and smoke began emanating from the engine. The pilot ditched the airplane, it sank, and it was not recovered. The pilot and the pilot-rated passenger were rescued by a French Navy helicopter. The pilot said that he had decided to take a direct route instead of staying closer to the island chain between the two airports because he had ferried 3 airplanes down to Brazil in the last year and that it was a judgment call and a calculated risk because the engine was reliable. At the airplane’s planned operating altitude of 27,000 feet, the airplane could have glided about 54 miles; if the route had been planned to take advantage of this glide distance, the pilot could have remained off shore island chain and taken a shorter, although not direct, route. Review of fueling documentation, the Pilot's Operating Handbook (POH), and statements made by the pilot and pilot-rated passenger also revealed that on the accident flight, good operating practices were disregarded. For instance, during fueling, the airplane which was not equipped with fuel heaters, had been topped off with fuel, but no fuel icing additive had been added, even though the pilot was planning to operate the airplane at 27,000 feet. The airplane was also operated in excess of the manufacturer's published weight limitations, and no power setting or performance information was available for climb and cruise operations in excess of these limitations. Furthermore, according to the pilot, before the loss of engine power, the torque was about 937 ft-lbs. According to the pilot-rated passenger, before the failure, the torque gauge was indicating about 980 ft-lbs. Review of the maximum cruise performance chart in the POH and Airplane Flight Manual (AFM) revealed that both of the stated torque settings exceeded the maximum torque setting listed on the chart. Operating the engine beyond the recommended power settings specified in the POH/AFM for a prolonged period will result in accelerated deterioration due to hot section component distress and will affect engine reliability and durability.

The twin engine aircraft departed Santiago de Chile-Comodoro Arturo Merino Benítez (Pudahuel) Airport on a special flight to Robinson Crusoe Island, carrying 17 passengers and a crew of four. The flight was organized by NGO's in cooperation with the Chilean National Television to see the progress of the reconstruction on the island of Robinson Crusoe following the 2010 earthquake. Among the occupants were members of the National Television and also from the Council of Culture. The famous Chilean television icon Felipe Camiroaga Fernández was among the passengers. Following an almost 3-hour flight, the crew completed a low pass over the runway 14 then started the approach to runway 32 from the sea. At an altitude of about 650 feet, the aircraft entered an uncontrolled descent, rolled to the left to an angle of 90° and impacted the sea. Debris were found floating on water and the main wreckage was later found about one km southeast from the airport. All 21 occupants were killed.

Personnel from the Chilean Air Force:
Lt Carolina Fernández Quinteros,
Lt Juan Pablo Mallea Lagos,
1st Sgt Eduardo Jones San Martín,
1st Cpl Eduardo Estrada Muñoz,
2nd Cpl Flavio Oliva Pino,
2nd Cpl Erwin Núñez Rebolledo,
Cdt Rodrigo Fernández Apablaza,
José Cifuentes Juica.

Council of Culture:
Galia Diaz Riffo,
Romina Irarrázabal Faggiani.

Chilean National Television:
Felipe Camiroaga Fernández,
Roberto Bruce Pruzzo,
Sylvia Slier Munoz,
Caroline Gatica Aburto,
Rodrigo Cabezón de Amesti.

Members of the 'Desafío Levantemos Chile' NGO:
Felipe Cubillos Sigall,
Sebastián Correa Murillo,
Catalina Vela Montero,
Joel Lizama Nahuelhual,
Jorge Palma Calvo,
Joaquín Arnolds Reyes.

The single engine aircraft was performing an on-demand flight from Petropavlovka to Toora-Khem with seven fishermen and a pilot who want to go to a remote fish camp located in the natural reserve of Azas. While flying at low altitude, the aircraft went out of control and crashed on the shore of the Choigan-Khole Lake, near the Sorug River. While all seven passengers escaped with minor injuries, the pilot was killed. It appears that the aircraft was not registered and did not have any certificate of airworthiness. Therefore, the flight was considered as illegal and no flight plan was filed.

On 28 July 2011, about 04:11 Korean Standard Time), Asiana Airlines flight 991, a B747-400F airplane, HL7604 (hereafter referred to as AAR991), a scheduled cargo flight from Incheon, Republic of Korea, to Shanghai, China, crashed into the international waters about 130 km west of Jeju International Airport (hereafter referred to as Jeju Airport after the flight crew reported a cargo fire to SHI ACC near a reporting point SADLI on airway A593 about 03:54 and attempted to divert to Jeju Airport. Due to the crash impact and fire, the captain and the first officer (FO) were fatally injured, the aircraft was destroyed, and the cargo shipments were damaged, incapable of being recovered, or washed away. AAR991 was a scheduled international cargo flight operated at night under the instrument flight rule in accordance with the Aviation Act of the Republic of Korea and the Convention on International Civil Aviation. The captain and the FO showed up at the flight crew ready room of Asiana Airlines in Incheon International Airport (hereafter referred to as Incheon Airport) an hour before the scheduled time of departure) and signed the "show-up log," respectively. The line mechanic stated that on 28 July, about 02:00, the flight crew arrived at the airplane and that the captain performed the ramp inspection. The loadmaster stated that about 02:15, under the guidance with him, the captain inspected the loaded status of dangerous goods and other shipments in the main deck cargo compartment. The transcript) of ATC radio communications shows that at 03:04:28, AAR991 took off from runway 15L in Incheon Airport. From this moment, the captain) took control of radio communications. At 03:05:48, AAR991 made initial contact with Seoul Area Control Center (SEL ACC) after takeoff and was instructed to climb to 34,000 ft and fly direct to MALPA. At 03:12:19, the flight crew were advised to contact Incheon Area Control Center (ICN ACC). At 03:12:35, AAR991 was climbing to 34,000 ft on a permitted route when it made initial contact with ICN ACC, and at 03:13:05, was allowed to fly direct to NIRAT. At 03:26:05, ICN ACC instructed AAR991 to change its radio frequency to 124.52 MHz. From this moment, the FO mainly assumed control of radio communications, but the captain also occasionally made communication. At 03:26:21, the crew were instructed to fly direct to SADLI, and at 03:50:46, ICN ACC advised AAR991 to contact SHI ACC on frequency 134.0 MHz. At 03:51:15, AAR991 stated that it was maintaining at 34,000 ft and flying direct to SADLI when it made initial contact with SHI ACC. At 03:52:39, SHI ACC instructed AAR991, "AAR991 radar contact, off-set 5 miles right of track," and the flight crew carried out this instruction at 03:52:51. The Aircraft Communications Addressing and Reporting System (ACARS) messages) received by the ground station were as follows: about 03:53, "EQUIPMENT SMOKE," "EQUIP COOLING," and "CGO DET 11 MN DK"; and about 03:54, "CGO DET 6 MN DK" and "CGO DET 10 MN DK." At 03:54:23, the FO stated, "Shanghai control, Shanghai control, AAR991 request emergency descent, emergency, declare emergency due to fire main deck. Request descent, and descent to one-zero thousand." At 03:54:37, SHI ACC gave AAR991 a descent clearance and instructed it to turn at its discretion, and the FO acknowledged this instruction. The radar data of ICN ACC shows that AAR991 started descending at 03:54:59. At 03:55:08, the FO requested a diversion to Jeju Airport, stating "We have fire main deck, AAR991, return to Jeju AAR991," and SHI ACC approved the request. At 03:58:03, SHI ACC instructed AAR991 to maintain 10,000 ft, however, followed by no response from AAR991. At 03:58:25, SHI ACC requested KAL886 flying near AAR991 to relay any information from AAR991 to SHI ACC. KAL886 stated that AAR991 was descending to 10,000 ft and flying direct to Jeju. According to the radar data of ICN ACC, AAR991 was flying at 16,000 ft at a ground speed of 452 kt on a heading of 345°. At 03:59:13, AAR991 requested a radar vector to Jeju. At 03:59:50, SHI ACC instructed AAR991 to fly heading 045, and AAR991 acknowledged this instruction. At 03:59:26, according to the ATC transcript, the sound of the FO's breathing through an oxygen mask was recorded four times when he communicated with SHI ACC. The last ACARS messages received by the ground station about 04:00 are as follows: "YAW DAMPER UPR," "RUD RATIO DUAL," and "FLAPS CONTROL." At 04:00:23, SHI ACC instructed AAR991 to contact ICN ACC on 124.52 MHz for a radar vector to Jeju, however, AAR991 stated that it was unable to contact on this frequency. Consequently, SHI ACC instructed the crew to monitor frequency 134.0 MHz. The radar data of ICN ACC shows that at 04:01:43, AAR991 was flying at 8,200 ft at a ground speed of 404 kt on a heading of 033°, and after this, AAR991's altitude, ground speed, and heading changed inconsistently. At 04:02:00, SHI ACC instructed AAR991 to contact Fukuoka Area Control Center (FUK ACC) on 133.6 MHz. At 04:02:10, the FO stated, "AAR991" and 12 seconds later, added, "Fukuoka AAR991 mayday mayday mayday, we have cargo fire, request direct to Jeju please," followed by no response from FUK ACC. At 04:03:01, the FO called SHI ACC and stated that it was unable to contact FUK ACC. Consequently, SHI ACC instructed AAR991 to pass information to KAL886 and let KAL886 relay the information to FUK ACC and ICN ACC. At 04:03:01, the flight track data of the Incheon radar shows that AAR991's transponder code in Mode 3/A was set to 7700 from 6353 when the aircraft was flying at 8,500 ft at a ground speed of 410 kt on a heading of 027°. At 04:03:24, KAL886 advised AAR991 that it would relay its message to ICN ACC, and the FO stated, "Yes, now direct Jeju heading 030." KAL886 informed AAR991 that SHI ACC gave it heading 045, and the FO acknowledged this instruction. At 04:04:14, SHI ACC instructed KAL886 to use another transmitter to contact ICN ACC on 124.52 MHz, to request heading to Jeju from its present position, and to report back to SHI ACC. Regarding this, KAL886 gave an affirmative response. At 04:05:30, the captain called KAL886, and KAL886 responded, "Relay from Incheon Control, from Incheon Control, maintain heading 060, radar vector for final, and you may descend to 7,000 ft." At 04:05:52, KAL886 again relayed the message, "Maintain heading 060, radar vector for final, and descend to 7,000 ft," followed by the captain's response, "Descend 7,000 ft." Beginning 04:06:25, the captain called "Korean Air" twice. At 04:06:30, KAL886 responded, "Stand by, stand by," followed by the captain's statement at 04:06:32, "Ah… we are now that rudder control is not working and seems to be fired… (jamming)." At 04:06:41, SHI ACC instructed KAL886 to contact ICN ACC on 124.52 MHz, and at 04:07:16, instructed AAR991 to try contacting KAL886 on 124.52 MHz, followed by the captain's acknowledgement. At 04:07:34, the captain stated, "We have to open the hatch, hatch." Subsequently, KAL886 instructed AAR991 to change its frequency to ICN ACC frequency 124.52 MHz. At 04:08:52, ICN ACC instructed KAL886 to relay the message to AAR991 that JEJ APP established radar contact with AAR991 and that AAR991 should contact JEJ APP on 121.2 MHz. At 04:09:08, KAL886 relayed this message to AAR991. At 04:09:47, the captain said to JEJ ACC, "Rudder control… flight control, all are not working." The FO said to JEJ ACC, "Did you contact? Uh… do you contact us?" and JEJ ACC responded, "AAR991… yes, I can hear you." At 04:10:06, the FO stated, "We have heavy vibration on the airplane, may need to make an emergency landing, emergency ditching," and JEJ ACC responded, "Yes, say again, please." He stated, "Altitude control is not available due to heavy vibration, going to ditch… ah." At 04:10:26, JEJ ACC asked AAR991, "Can you make approach to Jeju?" and subsequently, tried to contact AAR991 three times, however, followed by no response from AAR991. The aircraft crashed in the East China Sea and both pilots were killed. Debris were found about 130 km west of Jeju.

The twin engine aircraft departed Tomsk Airport at 1010LT on a flight (callsign IK9007/SP5007) to Surgut, carrying 33 passengers and a crew of four. About an hour and 26 minutes into the flight, the left engine's 'chips in oil' warning light came on. About eight minutes later, a burning smell was noticed in the cockpit and the captain decided to divert to Nizhnevartovsk Airport. During the descent, the left engine caught fire. Its propeller was feathered and the crew decided to divert to Strezhevoy Airport. But as the fire could not be extinguished, the captain eventually attempted an emergency landing in the Ob River. Upon landing, the aircraft broke in two and came to rest in shallow water. Seven passengers were killed while all other occupants were rescued.

The 8Q-TMD aircraft took-off from water runway of Male’ International Airport North Bound Left (NL) at 0820 hrs local time on 11 July 2011 for a routine training flight bound to Maadhiggaru Falhu (a lagoon located approximately 15 nautical miles south west of the Male’ International Airport). The sky was clear with good visibility and wind 8-10 knots from west and south west. During the training 5 landings and take-offs were made simulating different conditions of flight. Crew confirmed that all these landings and take-offs were made inside the lagoon except the last landing where the crew decided to land on open water outside the lagoon. Crew were simulating single engine landing with a tail wind. As per the crew, the aircraft initial touch down was smooth. However, they stroke a wave which made the aircraft bounce up for about 20 feet. With the low power the aircraft hit the water again, resulting in multiple float attachments to break. Both front and main spreader bars broke and floats rose up twisted, hitting the engine bottom cowlings. Propeller cut was found on top front of both floats.

The Lawrence Bay Airways Ltd. float-equipped de Havilland DHC-2 (registration C-GUJX, serial number 1132) departed from a lake adjacent to a remote fishing cabin near Buss Lakes for a day visual flight rules flight to Southend, Saskatchewan, about 37 nautical miles (nm) southeast. There were 4 passengers and 1 pilot onboard. The aircraft crashed along the shoreline of another lake located about 2 nm southeast of its point of departure. The impact was severe and the 5 occupants were killed on impact. The emergency locator transmitter activated, and the aircraft was found partially submerged in shallow water with the right wing tip resting on the shore. There was no post-crash fire. The accident occurred during daylight hours at about 1111 Central Standard Time.

The crew departed Port Gentil on a cargo flight to Libreville on behalf of DHL Airways. On approach to Libreville-Léon Mba Airport, the captain informed ATC about hydraulic problems and initiated a go-around procedure. Shortly later, the aircraft stalled and crashed in the sea some 2,3 km southeast of the airport. All four occupants were rescued while the aircraft was damaged beyond repair. Due to the failure of the hydraulic system, the crew was unable to lower the gear.

On 7 May 2011, an Xi ’An MA60 aircraft, registered PK-MZK was being operated by PT. Merpati Nusantara Airline as a scheduled passenger flight MZ 8968, from Domine Eduard Osok Airport, Sorong, Papua Barat to Utarom Airport (WASK), Kaimana1, Papua Barat. The accident flight was part of series of flight scheduled for the crew. The aircraft departed from Sorong at 0345 UTC2 and with estimated arrival time in Kaimana at 0454 UTC. In this flight, the Second in Command (SIC) was as Pilot Flying (PF) and the Pilot in Command (PIC) as Pilot Monitoring (PM). On board the flight were 2 pilots, 2 flight attendants, 2 engineers and 19 passengers consisting of 16 adults, 1 child and 2 infants. The flight from Sorong was planned under the Instrument Flight Rules (IFR)3. The destination, Kaimana, had no published instrument approach procedure. Terminal area operations, including approach and landing, were required to be conducted under the Visual Flight Rules (VFR). At about 0425 UTC, after passing waypoint JOLAM the crew of MZ 8968 contacted Kaimana Radio and informed that the weather at Kaimana was raining, horizontal visibility of 3 to 8 kilometers, cloud Cumulonimbus broken at 1500 feet, south westerly wind at a speed of 3 knots, and ground temperature 29°C. The last communication with the crew of MZ 8968 occurred at about 0450 UTC. The flight crew asked whether there were any changes in ground visibility and the AFIS officer informed them that the ground visibility remained at 2 kilometer. The visual flight rules requires a visibility of minimum 5 km and cloud base higher than 1500 feet. The evidence indicates that during the final segment of the flight, both crew member were looking outside the aircraft to sight the runway. During this period the flight path of the aircraft varied between 376 to 585 feet and the bank angle increased from 11 to 38 degree to the left. The rate of descent then increased significantly up to about 3000 feet per minute and finally the aircraft impacted into the sea. The accident site was about 800 meters south west of the beginning of runway 01 or 550 meters from the coastline. Most of the wreckage were submerged in the shallow sea between 7 down to 15 meter deep. All 25 occupants were fatally injured. The aircraft was destroyed and submerged into the sea.

Shortly after takeoff from Loreto Airport, the crew encountered technical problems and elected to return. On final approach over the Gulf of California, in a gear up configuration, the aircraft struck the water surface and came to rest into the sea close to the shore, few dozen metres short of runway 34 threshold. Both pilots escaped uninjured while the aircraft was damaged beyond repair.