Mountains

The twin engine aircraft departed Innsbruck-Kranebitten Airport at 0654LT on a private flight to Valencia, Spain, carrying seven passengers and one pilot. VFR conditions prevailed at the time of departure. After takeoff from runway 26, the pilot turn to the south when he encountered limited visibility due to foggy conditions. In IMC conditions, the aircraft contacted trees, lost height and crashed in a wooded area located near the village of Ellbögen, about 15 km southeast of Innsbruck Airport, bursting into flames. The wreckage was found at an altitude of 1,612 metres. Two passengers were seriously injure while six other occupants were killed. The aircraft was totally destroyed by a post impact fire.

On August 30, 2012, a RAC’s BN-2B-26 aircraft, registration number B-68801, contracted by Real World Engineering Consultants Inc. (Real World) to perform an aerial photogrammetry mission with a captain, a first officer and an aerial photographer on board. The flight plan was to take off from Songshan Airport, requested for instrument departure and visual flight rules to conduct aerial photogrammetry mission in Hualien and Taitung area, the aircraft planned to land at Taitung Airport after the mission accomplished. The aircraft took off at 0726, approximately 18 minutes after took off, the flight crew changed flight mode from instrument flight rules to visual flight rules. At 0827, the aircraft entered Hualien County Fenglin, Guangfu, Wanrong aerial photograph area, maintain 8,300 feet to 8,500 feet altitude and continued climbing to Jhuosi, Hualien County photo area at 0919. From 0837 to 0843, Taipei Approach informed the flight crew ‘Radar can’t cover you…..make sure maintain visual flight’. There were about 7 times communication blockage between the aircraft and Taipei Approach during 0755 to 0913 period. The Kaohsiung Approach Control contacted the aircraft at 0913:39 and lost contact with the aircraft at 0914:20 after the last communication. At 0920:55, the aircraft was at 260 degrees, 31.5 km mountain area from Yuli, Taitung and began to turn right heading 280 degrees. The last recorded Light Detection and Ranging (LIDAR) device data was 262 degrees, 35.9 km west of Yuli′s mountain area with coordinates of 23 ° 20 ′25.01 " latitude and 121 ° 01′ 50.03" longitude. At the time of the last recording, the aircraft was at 9,572 feet with about 69 knots ground speed, 250 degrees heading, the climb rate was 874 ft / min and the pitch was 23.5 degrees. At 0940, Taipei Mission Control Center (MCC) received ELT (Emergency Locator Transmitter) signals, about the same time, Japan Coast Guard informed Rescue Command Center, Executive Yuan (RCC) of the same ELT signals. After verification with Civil Aeronautics Administration, Ministry of Transportation and Communications (CAA), RCC confirmed that the aircraft had lost contact. At 0955 on September 1, 2012, the search and rescue aircraft discovered the aircraft crashed at altitude about 9,568 feet of the original forest, about 20 kilometers southwest of Jhuosi, Hualien County. Three crew members on board were killed, and the aircraft was destroyed.

The aircraft was performing a flight from Khartoum to Talodi with a delegation of 26 members of the Sudanese Government, among them several Ministers, Generals and politicians. On approach to Talodi Airport in poor weather conditions due to a sand storm, the crew initiated a go-around procedure when the aircraft impacted the slope of Mt Hagar al Nar (244 metres high) located 1,500 metres south of the airport. The aircraft was destroyed by impact forces and a post crash fire and all 32 occupants were killed.
The official list of the passengers and crew, all of whom died in the crash, is as follows:
Guidance and Religious Endowments Minister Ghazi al-Sadiq Abdel Rahim,
Justice Party chairman Makki Ali Balayil,
State minister at the Youth and Sports Ministry Mahjub Abdel Rahim Tutu,
State minister at the Ministry of Tourism, Antiquities and Wildlife Issa Daifallah,
Maj. Gen. Salah Ismail – Air Forces
Maj. Gen. Ahmed Musa Ahmed – the Police Forces
Maj. Gen. Ahmed Al-Tayeb Abu-Guroon – Security and Intelligence Organ
Brigadier Lugman Omer – Second Commander of the People's Defence Forces
Al-Saddiq Abdul-Majid Al-Makkawi – the People's Defence Forces
Awadal-Karim Siral-Khatim – Deputy Coordinator of the People's Defence Forces
Waeez Salaha Omer – Headquarters of the People's Defence Forces
Omer Mahjoub Ahmed – Deputy Coordinator of the People's Defence Forces
Salah-Eddin Mustafa – People's Defence Forces – Jabal Aulia Locality
Several officials from Khartoum (including Hamid Al-Aghbash – the National Assembly)
Five media representatives
Six crew members.

The airplane collided with mountainous terrain while conducting firefighting operations, 20 miles north of Modena, Utah. The airplane was operated by Neptune Aviation Services under contract with the US Forest Service as an exclusive public-use fixed-wing airtanker service contract conducted under the operational control of the Bureau of Land management (BLM). Both pilots were fatally injured. The airplane was destroyed by impact forces and post crash fire. Visual meteorological conditions prevailed, and a company flight plan had been filed. The flight originated in Cedar City, Utah, at 1315. The crew of Tanker 11 consisted of the pilot, copilot, and crew chief. They were based out of Missoula, MT, and had been together as a crew for the previous 3 weeks. Normally, the crews stay together for the entire fire season. Tanker 11 crew had operated out of Reno for the 2 weeks prior to the accident. During fire drop operations the tanker is manned by the pilot and copilot, while the crew chief remains at the fire base as ground personnel. The day before the accident while en route from Reno to Cedar City they performed one retardant drop on the White Rock fire, then landed at Cedar City. The crew departed the Cedar City tanker base and arrived at their hotel in Cedar City around 2230. The following morning, the day of the accident, the crew met at 0815, and rode into the Cedar City tanker base together. Tanker 11 took off at 1214 on its first drop on the White Rock fire, and returned at 1254. The crew shut down the airplane, reloaded the airplane with retardant, and did not take on any fuel. Tanker 11 departed the tanker base at 1307 to conduct its second retardant drop of the day, which was to be in the same location as the first drop. Upon arriving in the Fire Traffic Area (FTA) Tanker 11 followed the lead airplane, a Beech Kingair 90, into the drop zone. The drop zone was located in a shallow valley that was 0.4 miles wide and 350 feet deep. The lead airplane flew a shallow right-hand turn on to final, then dropped to an altitude of 150 feet above the valley floor over the intended drop area. While making the right turn on to final behind the lead plane, Tanker 11's right wing tip collided with terrain that was about 700 feet left of the lead airplane's flight path, which resulted in a rapid right yaw, followed by impact with terrain; a fire ball subsequently erupted. Tanker 11 created a 1,088-foot-long debris field and post impact fire.

The privately operated de Havilland DHC-2 MK 1 amphibious floatplane (registration C-GCZA, serial number 1667) departed Okanagan Lake, near Kelowna, for a daytime flight under visual flight rules to Pitt Meadows, British Columbia, with the pilot and 2 passengers on board. While enroute, the aircraft struck trees and collided with terrain close to and 100 feet below the level of Highway 97C, near the Brenda Mines tailings hill. At 1850 Pacific Daylight Time, a brief 406-megahertz emergency-locator-transmitter signal was detected, which identified the aircraft; however, a location could not be determined. Most of the aircraft was consumed by a post-impact fire. The 3 occupants were fatally injured.

Aircraft was performing a demo flight and left Jakarta-Halim Perdanakasuma Airport at 1400LT with 41 passengers (potential buyers) on board and a crew of four. About thirty minutes later, while turning around Mount Salak, pilots received the authorization to descend from 10,000 feet to 6,000 feet in low visibility. Aircraft hit the edge of a cliff and crashed few yards further and was totally destroyed by impact and post impact fire. SAR teams arrived on scene 18 hours later and all 45 occupants were killed. At the time of the accident, weather conditions were marginal with clouds shrouding both Mount Salak and Mount Gede. First accident involving a Sukhoi Superjet 100. Present model was manufactured 09AUG2009 and totalized 843 flying hours for 500 cycles. Captain had 10,347 flying hours and was a test pilot by Sukhoi Civil Aircraft Company.

The twin engine aircraft was performing an ambulance flight from Puntas Arenas to Santiago with two pilots on board, one patient, three doctors and two relatives. Following an uneventful flight at FL280, the crew was cleared to descend when the aircraft entered an uncontrolled descent while the crew was in contact with Puerto Montt ATC. The aircraft dove into the ground and crashed on the north slope of the Macá volcano, some 10 km northeast of Puerto Aguirre. The wreckage was found in the morning of March 24 at an altitude of 2,347 metres. The aircraft disintegrated and all 8 occupants were killed.

The accident occurred during a Norwegian military transport flight from Harstad/Narvik Airport (Evenes) in Norway to Kiruna Airport in Sweden. The flight was performed as a part of the Norwegian-led military exercise Cold Response. The aircraft, which was of the model C-130J-30 Super Hercules, had the call sign HAZE 01. HAZE 01 took off with a crew of four and one passenger on board. The aircraft climbed to Flight Level 130 and assumed a holding pattern south of Evenes. After one hour, the flight continued towards Kiruna Airport. The Norwegian air traffic control had radar contact and handed over the aircraft to the air traffic control on the Swedish side. Swedish air traffic control cleared HAZE 01 to descend to Flight Level 100 “when ready” and instructed the crew to contact Kiruna Tower. The crew acknowledged the clearance and directly thereafter, the aircraft left Flight Level 130 towards Flight Level 100. The lower limit of controlled airspace at the location in question is Flight Level 125. HAZE 01 informed Kiruna Tower that the aircraft was 50 nautical miles (NM) west of Kiruna and requested a visual approach when approaching. Kiruna Tower cleared HAZE 01, which was then in uncontrolled airspace, to Flight Level 70, and the aircraft continued to descend towards the cleared flight level. Neither ACC Stockholm nor Kiruna Tower had any radar contact with the aircraft during the sequence of events because the Swedish air navigation services do not have radar coverage at the altitudes at which HAZE 01 was situated. HAZE 01 levelled out at Flight Level 70 at 14.57 hrs. Half a minute later, the aircraft collided with the terrain between the north and south peaks on the west side of Kebnekaise. Data from the aircraft's recording equipment (CVR and DFDR) showed that HAZE 01 was flying in level flight at a ground speed of approximately 280 knots prior to the moment of collision and that the crew was not aware of the imminent danger of underlying terrain. The remaining distance to Kiruna Airport was 42 NM (77 km). Everyone on board received fatal injuries. Accidents in complex systems are rarely caused by a single factor, but there are often several circumstances that must coincide for an accident to occur. The analysis of the investigation deals with the circumstances which are deemed to have influenced the sequence of events and the barriers which are intended to prevent dangerous conditions from arising. In summary, the investigation indicates that latent weaknesses have existed both at the Norwegian Air Force and at LFV. It is these weaknesses and not the mistakes of individual persons that are assessed to be the root cause of the accident. On the part of flight operations, the investigation has found shortcomings with respect to procedures for planning and following up a flight. Together with a probably high confidence in air traffic control, this has led to the crew not noticing that the clearance entailed an altitude that did not allow for adequate terrain separation. In terms of the air traffic services, the investigation demonstrates that the aircraft was not issued clearances and flight information in accordance with applicable regulations. This is due to it not having been ensured that the air traffic controllers in question had sufficient experience and knowledge to guide air traffic from the west in towards Kiruna Airport in a safe manner under the present circumstances. The lack of radar coverage reduced the opportunities for air traffic control to monitor and guide air traffic. The aircraft's Ground Collision Avoidance System is the last barrier and is intended to be activated and provide warning upon the risk of obstacles in the aircraft's flight path. The investigation has shown that with the terrain profile in question and the settings in question, the criteria for a warning were not fulfilled. No technical malfunction on the aircraft has caused or contributed to the occurrence of the accident. The rescue operation was characterized by very good access to resources from both Sweden and abroad. The operations lasted for a relatively long time and were carried out under extreme weather conditions in difficult alpine terrain. The investigation of the rescue operation demonstrates the importance of further developing management, collaboration and training in several areas.

The twin engine aircraft departed Melinka Airport at 1200LT on a taxi flight to Quellón, carrying seven passengers and one pilot. Eight minutes later, the pilot reported his position at 6,500 feet some 20 NM south of the destination. Six minutes later, at 1214LT, he reported at 3,000 feet some 10 NM southwest of Quellón. Shortly later, radar and radio contacts were lost after the airplane impacted the slope of a mountain located in the Piedra Blanca Mountain Range. The wreckage was found 15 km southwest of Quellón. The aircraft was destroyed by impact forces and all eight occupants were killed. At the time of the accident, weather conditions were poor with rain, fog and strong winds.

The aircraft was destroyed when it impacted terrain in the Superstition Mountains near Apache Junction, Arizona. The commercial pilot and the five passengers were fatally injured. The airplane was registered to Ponderosa Aviation, Inc. (PAI) and operated by PAI under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Night visual meteorological conditions (VMC) prevailed, and no flight plan was filed. The airplane had departed Falcon Field (FFZ), Mesa, Arizona, about 1825 and was destined for Safford Regional Airport (SAD), Safford, Arizona. PAI’s director of maintenance (DOM) and the director of operations (DO), who were co owners of PAI along with the president, conducted a personal flight from SAD to FFZ. The DO flew the leg from SAD to FFZ under visual flight rules (VFR) in night VMC. After arriving at FFZ and in preparation for the flight back to SAD, the DOM moved to the left front seat to act as the pilot flying. The airplane departed FFZ about 12 minutes after it arrived. According to a witness, engine start and taxi-out appeared normal. Review of the recorded communications between the pilot and the FFZ tower air traffic controllers revealed that when the pilot requested taxi clearance, he advised the ground controller that he was planning an "eastbound departure." The flight was cleared for takeoff on runway 4R, and the pilot was instructed to maintain runway heading until advised, due to an inbound aircraft. About 90 seconds later, when the airplane was about 1.1 miles from the departure end of the runway, the tower local controller issued a "right turn approved" advisory to the flight, which the pilot acknowledged. Radar data revealed that the airplane flew the runway heading for about 1.5 miles then began a right turn toward SAD and climbed through an altitude of about 2,600 feet mean sea level (msl). About 1828, after it momentarily climbed to an altitude of 4,700 feet, the airplane descended to an altitude of 4,500 feet, where it remained and tracked in an essentially straight line until it impacted the mountain. The last radar return was received at 1830:56 and was approximately coincident with the impact location. The impact location was near the top of a steep mountain that projected to over 5,000 feet msl. Witnesses reported seeing a fireball, and law enforcement helicopters were dispatched.