Plain, Valley

In the morning, the Guatemala Army Forces were informed by ATC that a PA-31 entered the Guatemala Airspace without prior permission. The twin engine airplane crashed in a wooded area located near the farm of Sepens located in the region of Sayaxché, Petén. The aircraft was partially destroyed by impact forces and both occupants were killed. A sticker was set on the fuselage with the registration N2613 which is wrong.

The twin engine airplane departed Venezuela in the evening on a probable drug smuggling flight with an unknown destination. At 2226LT, after it entered the Dominican Airspace, a crew of the Dominican Air Force was dispatched with an Embraer EMB-314 Super Tucano but the PA-31 disappeared from radar screens at 2228LT after crashing in a sugar cane field located in the region of San Rafael de Yuma, between La Romana and Punta Cana. Due to limited visibility caused by night and poor weather conditions, SAR operations were suspended shortly after midnight. The wreckage was found in the next early morning. Nobody was found on site and the aircraft is probably written off. The registration YV312 may be a wrong one.

The aircraft crashed in unknown circumstances in an isolated and uninhabited area located about 14 km east of Bajamar, Honduras. The airplane was engaged in an illegal mission (drug smuggling flight) as a pack of cocaine and a gun were found in the wreckage. The crew disappeared and was not recovered.

The pilot departed on a short cross-country flight in the twin-engine airplane. Instrument meteorological conditions (IMC) were present at the time. While en route at an altitude of 3,000 ft mean sea level, the pilot reported that the airplane was "picking up icing" and that he needed to "pick up speed." The controller then cleared the pilot to descend, then to climb, in order to exit the icing conditions; shortly thereafter, the controller issued a low altitude alert. The pilot indicated that he was climbing; radar and radio contact with the airplane were lost shortly thereafter. The airplane impacted a field about 7 miles short of the destination airport. Examination of the airplane was limited due to the fragmentation of the wreckage; however, no pre-impact anomalies were noted during the airframe and engine examinations. Extensive damage to the pitot static and deicing systems precluded functional testing of the two systems. A review of data recorded from onboard avionics units indicated that, about the time the pilot reported to the controller that the airplane was accumulating ice, the airplane's indicated airspeed had begun to diverge from its ground speed as calculated by position data. However, several minutes later, the indicated airspeed was zero while the ground speed remained fairly constant. It is likely that this airspeed indication was the result of icing of the airplane's pitot probe. During the final 2 minutes of flight, the airplane was in a left turn and the pilot received several "SINK RATE" and "PULL UP PULL UP" annunciations as the airplane conducted a series of climbs and descents during which its ground speed (and likely, airspeed) reached and/or exceeded the airplane's maneuvering and maximum structural cruising speeds. It is likely that the pilot became distracted by the erroneous airspeed indication due to icing of the pitot probe and subsequently lost control while maneuvering.

On March 10, 2019, at 05:38 UTC, Ethiopian Airlines flight 302, Boeing 737-8(MAX), ET-AVJ, took off from Addis Ababa Bole International Airport bound to Nairobi, Kenya Jomo Kenyatta International Airport. ET302 was being operated under the provisions of the Ethiopian Civil Aviation Regulations (ECARAS) as a scheduled international flight between Addis Ababa Bole International Airport (HAAB), Ethiopia and Jomo Kenyatta Int. (HKJK) Nairobi, Kenya. It departed Addis Ababa with 157 persons on board: 2 flight crew (a Captain and a First Officer), 5 cabin crew and one IFSO, 149 regular passengers. At 05:36:12 the Airplane lined up on runway 07R at field elevation of 7,656 ft with flap setting of 5 degrees and a stabilizer trim setting of 5.6 units. Both flight directors (F/D) were ON with LNAV and VNAV modes armed. At 05:37:17the F/O reported to Tower ready for takeoff and at 05:37:36ATC issued take off clearance to ET-302 and advised to contact radar on 119.7MHz. The takeoff roll and lift-off was normal, including normal values of left and right angle-of-attack (AOA). During takeoff roll, the engines stabilized at about 94% N1. Shortly after liftoff, the left Angle of Attack sensor recorded value became erroneous and the left stick shaker activated and remained active until near the end of the recording. In addition, the airspeed and altitude values from the left air data system began deviating from the corresponding right side values. The left and right recorded AOA values began deviating. Left AOA decreased to 11.1° then increased to 35.7° while the right AOA indicated 14.94°. Then after, the left AOA value reached 74.5° in ¾ seconds while the right AOA reached a Maximum value of 15.3°, the difference between LH and RH AOA was59°and near the end of the recording it was 490. At 05:39:30, the radar controller identified ET-302 and advised to climb FL 340 and when able to turn right direct to RUDOL. At 5:39:51, the selected heading increased from 072° to 197°. After the flaps were fully retractedthe1stautomatic nose-down trim activated and engaged for 9 seconds positioning the stabilizer trim to 2.1 units. The pilot flying pulled to pitch up the Airplane with a force more than 90lbs. He then applied electric trim-up inputs. Five seconds after the end of these inputs a second automatic nose-down trim activated. At 5:40:22, the second automatic nose-down trim activated. Following nose-down trim activation GPWS DON’T SINK sounded for 3 seconds and “PULL UP” also displayed on PFD for 3 seconds. At 05:40:43, approximately five seconds after the end of the crew manual electrical trim up inputs, a third automatic trim nose-down was recorded but with no associated movement of the stabilizer. At 05:40:50, the captain told the F/O: “advise we would like to maintain one four thousand. We have a flight control problem”. The F/O complied and the request was approved by ATC. Following the approval of the ATC, the new target altitude of 14,000ft was set on the MCP. The Captain was unable to maintain the flight path and requested to return back to the departure airport. At 05:43:21, approximately five seconds after the last main electric trim up input, an automatic nose-down trim activated for about 5s. The stabilizer moved from 2.3 to 1 unit. The rate of climb decreased followed by a descent in 3s after the automatic trim activation. One second before the end of the automatic trim activation, the average force applied by the crew decreased from 100 lbs to 78 lbs in 3.5 seconds. In these 3.5 seconds, the pitch angle dropped from 0.5° nose up to -7.8° nose down and the descent rate increased from -100 ft/min to more than -5,000 ft/min. Following the last automatic trim activation and despite calculated column force of up to 110lbs, the pitch continued decreasing. The descent rate and the airspeed continued increasing between the triggering of the 4th automatic trim activation and the last recorded parameter value. At the end of the flight, Computed airspeed values reached 500Kt, Pitch values were greater than 40° nose down and descent rate values were greater than 33,000 ft/min. Finally, both recorders stopped recording at around 05 h 43 min 44s. At 05:44 The Airplane impacted terrain 28 NM South East of Addis Ababa near Ejere (located 8.8770 N, 39.2516 E.) village at a farm field and created a crater approximately 10 meters deep (last Airplane part found) with a hole of about 28 meters width and 40 meters length. Most of the wreckage was found buried in the ground; small fragments of the Airplane were found scattered around the site in an area by about 200 meters width and 300 meters long. The damages to the Airplane were consistent with a high energy impact. All 157 persons on board: 2 flight crew (a Captain and a First Officer), 5 cabin crew and one IFSO, 149 regular passengers were fatally injured.

The aircraft was engaged in an illegal flight, carrying two pilots and a load of 200 kg of cocaine. En route, the crew apparently encountered an unexpected situation and was forced to attempt an emergency landing when the airplane crashed in a wooded area located near San Pedro de Peralta. A pilot was killed while the second was seriously injured. Originally registered N299GS, the aircraft was cancelled from the US registered on 15 February 2018 and exported to Mexico. The registration N18BA is false.

The twin engine airplane departed San José del Guaviare on a charter flight to Villavicencio, carrying 11 passengers and three crew members. While cruising at an altitude of 8,500 feet in good weather conditions, the left engine failed due to an important fuel leak. The crew elected to secure the engine but was unable to feather the propeller. The airplane lost speed and height, and while attempting an emergency landing, the crew lost control of the airplane that stalled and crashed in a palm plantation, bursting into flames. The aircraft was totally destroyed by a post crash fire and all 14 occupants were killed.

The single engine airplane departed Pattani (9th AF Command) at 1156LT bound for the Wing 56 Air Division 4 located at Hat Yai Airport. En route, the crew encountered technical problems with the engine and attempted an emergency landing when the airplane crashed in a banana plantation located in the region of Wat Bang Sala. All three occupants were injured and the aircraft was damaged beyond repair.

The pilot was conducting a personal cross-country flight with one passenger in his twin-engine airplane. There was no record that the pilot received a weather briefing before the accident flight. While en route to the destination, the pilot was in contact with air traffic control and received visual flight rules flightfollowing services. About 18 miles from the destination airport, the radar service was terminated, as is typical in this geographic region due to insufficient radio and radar coverage below 7,000 ft. The airplane was heading northeast at 4,900 ft mean sea level (msl) (about 2,200 ft above ground level [agl]). About 4 minutes later, radar coverage resumed, and the airplane was 6 miles west of the airport at 4,100 ft msl (1,400 ft agl) and climbing to the north. The airplane climbed through 6,000 ft msl (3,300 ft agl), then began a shallow left turn and climbed to 6,600 ft msl (3,800 ft agl), then began to descend while continuing the shallow left turn ; the last radar data point showed the airplane was about 20 nm northwest of the airport, 5,100 ft msl (2,350 ft agl) on a southwest heading. The final recorded data was about 13 miles northwest of the accident site. A witness near the destination airport heard the pilot on the radio. He reported that the pilot asked about the cloud height and the witness responded that the clouds were 800 to 1,000 ft agl. In his final radio call, the pilot told the witness, "Ok, see you in a little bit." The witness did not see the airplane in the air. The airplane impacted terrain in a slightly nose-low and wings-level attitude with no evidence of forward movement, and a postimpact fire destroyed a majority of the wreckage. The damage to the airplane was consistent with a relatively flat spin to the left at the time of impact. A postaccident examination did not reveal any preimpact mechanical malfunctions or anomalies that would have precluded normal operation. A detailed examination of the cockpit instruments and other portions of the wreckage was not possible due to the fire damage. A cold front had advanced from the northeast and instrument meteorological conditions prevailed across the region surrounding the accident site and the destination airport; the cloud ceilings were 400 ft to 900 ft above ground level. The airplane likely experienced wind shear below 3,000 ft, and there was likely icing in the clouds. While moderate icing conditions were forecast for the accident site, about the time of the accident, investigators were unable to determine the amount and severity of icing the flight may have experienced. The weather conditions had deteriorated over the previous 1 to 2 hours. The conditions at the destination airport had been clear about 2 hours before accident, and visual flight rules conditions about 1 hour before accident, when the pilot departed. Based on the available evidence it is likely that the pilot was unable to maintain control of the airplane, which resulted in an aerodynamic stall and spin into terrain.

At 0851 Mountain Standard Time on 30 January 2019, the Air Tindi Ltd. Beechcraft King Air 200 aircraft (registration C-GTUC, serial number BB-268) departed Yellowknife Airport (CYZF), Northwest Territories, as flight TIN503, on an instrument flight rules flight itinerary to Whatì Airport (CEM3), Northwest Territories, with 2 crew members on board. At 0912, as the aircraft began the approach to CEM3, it departed controlled flight during its initial descent from 12 000 feet above sea level, and impacted terrain approximately 21 nautical miles east-southeast of CEM3, at an elevation of 544 feet above sea level. The Canadian Mission Control Centre received a signal from the aircraft’s 406 MHz emergency locator transmitter and notified the Joint Rescue Coordination Centre in Trenton, Ontario. Search and rescue technicians arrived on site approximately 6 hours after the accident. The 2 flight crew members received fatal injuries on impact. The aircraft was destroyed.