Lake, Sea, Ocean, River

The twin engine airplane departed Barcelona Airport at 1018LT on a charter flight to Oran, Algeria, carrying eight American businessmen and two pilots. En route, while cruising along the Spanish coast, the crew encountered poor weather conditions with thunderstorm activity, and was cleared to deviate from the prescribed flight plan to the east. Shortly later, the aircraft entered an area of heavy turbulences and was presumably struck by lighting, causing the electrical system to fail. The aircraft entered an uncontrolled descent and crashed in the Mediterranean Sea about 18 km northwest of the Columbretes Islands. Few debris were found floating on water and all 10 occupants were killed.

The float-equipped Beaver de Havilland DHC-2 Mk 1, registration C-GPUO, serial number 810, took off at 1710 eastern daylight time from Iyachisakus Lake, Quebec, with the pilot and six passengers on board, for a visual flight rules flight to an outfitter on Mollet Lake, 26 nautical miles (nm) to the east. At about 1730, a witness at the outfitter heard the seaplane flying on an easterly heading to the south of the lake. About 20 minutes later, noting that the aircraft had not arrived at the dock, the manager of the outfitter sent a boat to look for C-GPUO. The Beaver was found 1 nm east of the outfitter. It was lying partly submerged in Mollet Lake near the north shore, with the nose in the water and leaning backward. Four injured occupants who were clinging to the fuselage were rescued. The pilot and two of the passengers were fatally injured.

While cruising at an altitude of 36,000 feet over the Black Sea on a weekly schedule service from Tel Aviv to Novosibirsk, the aircraft disappeared from radar screens at 1344LT. The crew did not send any distress call. The aircraft entered an uncontrolled descent and crashed in the sea about 185 km off Adler, and sank to a depth of 2,000 metres. All 78 occupants were killed. Ten days after the crash, the President of Ukraine confirmed officially that the aircraft has been shot down by a surface-to-air missile (Type S200) as the Ukrainian Army was completing exercices off Feodosia, south Crimea.

The single engine aircraft departed Otter Creek near Goose Bay on a charter flight to a fishing lodge with three passengers and one pilot on board. The pilot reported he was in climb mode when the aircraft pitched forward and then nosed up before entering an uncontrollable nose-down descent, although it did not exhibit characteristics normally associated with an aerodynamic stall. It impacted the water hard, resulting in structural failure of the float supports and extensive damage to the fuselage. 'Lab Air 911', a Twin Otter medevac flight bound for Nain witnessed the incident and raised the alarm. All four occupants were rescued by boat while the aircraft sank in 55 feet of water.
Source: http://www.dhc-3archive.com/DHC-3_398.html

he float-equipped aircraft had landed at Minstrel Island and was taxiing to the dock when the pilot of a company aircraft that was following C-GNWS to the dock radioed that he saw smoke coming from the lower right area of C-GNWS's engine cowling. The pilot of C-GNWS docked the aircraft, unloaded the three passengers and emptied a fire extinguisher onto the burning aircraft. The fire was not extinguished and the aircraft was pushed away from the dock where it burnt to the water.

On July 8, 2001, approximately 1345 local time (0245UTC), a Pilatus PC-12/45, N660NR, registered to a US private owner, operated by Jeflyn Aviation, Inc. doing business as Access Air, and being flown by a US certificated airline transport rated pilot, was presumed destroyed following a ditching in the Sea of Okhotsk, Western Pacific Ocean. The pilot sustained minor injuries and the three remaining Japanese passengers were uninjured. Instrument meteorological conditions prevailed, and an IFR flight plan had been filed and activated. The flight, which was returning to the United States following a round-the-world trip, was being operated under 14CFR91 as a business trip. The aircraft had originated from Hakodate, Japan, departing 0910 hours local time and was destined for Magadan, Russia. The pilot reported in a telephonic interview that the aircraft was established in cruise at 8,100 meters altitude when he felt a vibration followed by a rapid increase in the engine's Turbine Temperature Indication (TTI). He reported that the TTI reached 1144 degrees during which there was a compressor stall. He shut the engine down, feathered the propeller, and initiated a power off emergency descent. During the emergency descent the pilot radioed a mayday on 121.5 MHz, set his transponder to code 7700, and manually activated the emergency locator beacon. The aircraft descended through multiple cloud layers during which the pilot and passengers prepared for the ditching. The pilot reported that upon breaking through the bottom of the last overcast layer, at 100 feet above the water, he encountered swells of approximately 8-12 feet height. He ditched the aircraft on the crest of a swell and the aircraft came to a stop floating in an upright, level attitude. All four occupants exited the aircraft through the main cabin door into a life raft. Over a period of several hours the occupants lost sight of the floating aircraft and after about 15 hours they were picked up by a Russian container ship and airlifted to Sakhalin Island.

While in cruise flight at 6,500 feet, the airplane's engine jolted and made a whining noise. The propeller stopped and feathered. Attempts to restore engine power were unsuccessful. An emergency was declared, and the airplane was ditched into the Atlantic Ocean 20 miles east of Ft. Lauderdale, Florida. The airplane was not recovered for post-crash examination.

The single engine aircraft was engaged in a local skydiving mission in the region of Volgograd. After some of the skydivers jumped out, the pilot decided to return to his departure point and two passengers remained in the cabin. For unknown reasons, the pilot started a quick descent when, at an altitude of 1,000 metres, he lost control of the airplane that entered a dive and crashed at a speed of 310 km/h in the Akthuba River located near Volzhsky. The aircraft was destroyed and all three occupants were killed.

The pilot departed his home airport for a 90 mile personal flight with eight passengers. The pilot stated he departed with 24 gallons of fuel in the outboard tanks, and 80 gallons of fuel in the main tanks. After landing, the airplane was refueled with 100 low-lead aviation gasoline; 12 gallons in each main fuel tank. Before departing for the return flight, the pilot performed a preflight inspection of the airplane, which did not include a visual check of the airplane's fuel tanks. After takeoff, the pilot experienced a "small surge in both engines," while climbing through 1,150 and 3,300 feet, respectively. He further described the surges as "minor but still noticeable." About 30 minutes later, after the airplane had descended, and was leveling at 1,500 feet, the pilot experienced an intermittent illumination of the "right aux fuel pump light," which was followed by a total loss of power on the right engine. Shortly thereafter, the left engine began "surging," and after about "three or four minutes, at most," he feathered the left engine propeller. The pilot ditched the airplane in Massachusetts Bay. The airplane was recovered about 1 month later. The fuel selectors were positioned to the outboard tanks, and the airplane's fuel tanks revealed fluid consistent with seawater with "some odor of fuel;" however, no visible evidence of fuel was observed. According to the airplane's information manual, the airplane's total fuel capacity was 192 gallons, of which, 182 gallons were usable. Examination of the airframe and engine did not reveal evidence of any pre-impact mechanical malfunctions. The pilot reported he had purchased the airplane and attended 5-day type specific training course in March 2001. He reported about 1,050 hours of total fight experience, which included 800 hours in multi-engine airplanes, of which 65 hours was in the make and model. Additionally, the pilot reported he had not experienced any prior mechanical problems. He believed he had flown the airplane the day prior to the accident as well. The last documented refueling of the airplane prior to the date of the accident occurred on May 3, 2001, when the airplane was refueled with 128 gallons of aviation gasoline. The last flight documented in the pilot's logbook was on May 4, 2001, when the pilot logged 1.9 hours in the accident airplane. The pilot said he normally flew a 65 percent power, an "a little rich," and experienced a fuel burn of about 20 to 21 gallons per hour, for each engine.

The flight crew stated that while making a missed approach after a practice instrument landing system approach, the right engine failed. The captain took control of the airplane from the copilot. The captain stated that while he performed the emergency procedures for engine failure, he noticed the left engine was not producing power. He then made a forced landing in water east of the airport. He stated that just before impact, he feathered the left propeller. The copilot stated he observed the captain activate the propeller feathering button for the left engine as he performed the emergency procedures for the right engine failure. The reason for failure of the right engine was not determined.