Plain, Valley

The airline transport pilot of the multiengine airplane had fueled the main (inboard) fuel tanks to capacity before the cross-county flight. As the flight approached the destination airport, an air traffic controller instructed the pilot to turn right for a visual approach, and the pilot acknowledged. Subsequently, the pilot reported that he might have to land on a highway. The airplane impacted a marsh area about 15 miles from the destination airport. Review of data downloaded from an onboard engine monitor revealed that the right engine momentarily lost and regained power before experiencing a total loss of power. Examination of the wreckage revealed that the left propeller was feathered and that the right propeller was in the normal operating range. Sufficient fuel to complete the flight was drained from the left wing fuel tanks. Although the right wing fuel tanks were compromised during the impact, sufficient fuel was likely present in the right main fuel tanks to complete the flight before impact because both the left and right main fuel tanks were fueled to capacity concurrently before the flight, but it likely was in a low fuel state due to fuel used during the flight. The right wing main fuel tank was not equipped with a flapper valve, which should have been located on the baffle nearest the wing root where the fuel pickup was located. The flapper valve is used to trap fuel near the fuel pickup and prevent it from flowing outboard away from the pickup. The maintenance records did not indicate that the right main fuel tank bladder had been replaced; however, the manufacture year printed on the bladder was about 20 years before the accident and 16 years after the manufacture of the airplane, indicating that the bladder had been replaced at some point. When the right main fuel tank bladder was replaced, the flapper valve would have been removed. Based on the evidence, it is likely that maintenance personnel failed to reinstall the flapper valve after installing the new fuel bladder. This missing valve would not affect operation of the fuel system unless the right main fuel tank was in a low fuel state, when fuel could flow outboard away from the fuel pickup (such as in a right turn, which the pilot was making when the engine lost power), and result in fuel starvation to the engine.Toxicology testing of the pilot revealed that his blood alcohol level during the flight was likely between 0.077 gm/dl and 0.177 gm/dl, which is above the level generally considered impairing. Therefore, it is likely that, during the right turn, the fuel in the right main fuel tank moved outboard, which resulted in fuel starvation to the right engine. When the right engine lost power, the pilot should have secured the right engine by feathering the propeller to reduce drag and increase single-engine performance; however, given the position of the propellers at the accident site, the pilot likely incorrectly feathered the operating (left) engine, which rendered the airplane incapable of maintaining altitude. It is very likely that the pilot's impairment due to his ingestion of alcohol led to his errors and contributed to the accident.

The aircraft departed Toluca Airport at 1528LT on an executive flight to Zacatecas, carrying two passengers and two pilots. Four minutes later, the crew was cleared to climb to FL380 and later reported moderate but continue turbulences. Then the aircraft entered an uncontrolled descent and disintegrated in the air before crashing near Apaseo el Alto. Debris were found on a large area and all four occupants were killed.

Shortly after takeoff from a grassy airstrip located just outside from the town of Taylor, some 15 km southeast of Fort St John, the single engine aircraft crashed in an open field, bursting into flames. The aircraft was totally destroyed by a post crash fire and both occupants, a father and his son, were killed.

The crew was performing a cargo flight from Ostend to Mogadishu with an intermediate stop in Cairo with perishable goods on board on behalf of the AMISOM, the African Mission in Somalia. The final approach to Mogadishu-Aden Abdulle International Airport was performed by night. As the crew was unable to localize the runway, he abandoned the approach and initiated a go-around procedure. A second attempt was also interrupted and the crew initiated a new go-around then continued towards the north of the capital city. Eventually, the captain decided to attempt an emergency belly landing near Afgooye, about 25 km northwest of Mogadishu. Upon landing, the aircraft lost its both engines and came to rest in the bush. Two crew members were taken to hospital while four others were uninjured. The aircraft was damaged beyond repair. According to Somalian Authorities, the International Airport of Mogadishu is open to traffic from 0600LT till 1800LT. For undetermined reason, the crew started the descent while the airport was already closed to all traffic (sunset at 1747LT). Also, an emergency landing was unavoidable, probably due to a fuel exhaustion. It is unknown why the crew did not divert to the alternate airport.

The pilot, sole on board, departed Managua-Augusto C. Sandino Airport at 0934LT on a flight for the Australian Company CSA Global, taking part to a geological mission dedicated to the construction of a canal. In unknown circumstances, the twin engine aircraft went out of control and crashed in a field located in Los Camastros, about one km north of Veracruz. The pilot was killed and maybe tried to use a parachute before the crash as one was found in the wreckage.

The single engine airplane departed Zhelenogorsk-Ilimsky Airport on a flight to Achinsk with an intermediate stop in Taseyovo, carrying one passenger and two pilots. After 43 minutes into the flight, while cruising at an altitude of about 1,200 metres, the engine lost power and the oil temperature increased from 70° to 150° C. The aircraft lost height, forcing the crew to attempt an emergency landing. The aircraft hit tree tops and eventually crash landed in a wooded area located 60 km northeast of Bratsk. The aircraft was damaged beyond repair and all three occupants escaped unarmed.

On September 15, 2015, about 0606 Alaska daylight time, a single-engine, turbine-powered, float-equipped de Havilland DHC-3T (Otter) airplane, N928RK, impacted tundra-covered terrain just after takeoff from East Wind Lake, about 1 mile east of the Iliamna Airport, Iliamna, Alaska. Of the 10 people on board, three passengers died at the scene, the airline transport pilot and four passengers sustained serious injuries, and two passengers sustained minor injuries. The airplane sustained substantial damage. The airplane was registered to and operated by Rainbow King Lodge, Inc., Lemoore, California, as a visual flight rules other work use flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91. Dark night, visual meteorological conditions existed at the departure point at the time of the accident, and no flight plan was filed for the flight. At the time of the accident, the airplane was en route to a remote fishing site on the Swishak River, about 75 miles northwest of Kodiak, Alaska.

The float-equipped de Havilland DHC-2 Mk. 1 Beaver (registration C-FKRJ, serial number 1210), operated by Air Saguenay (1980) inc., was on a visual flight rules sightseeing flight in the region of Tadoussac, Quebec. At 1104 Eastern Daylight Time, the aircraft took off from its base on Lac Long, Quebec, for a 20-minute flight, with 1 pilot and 5 passengers on board. At 1127, on the return trip, approximately 2.5 nautical miles north-northwest of its destination (7 nautical miles north of Tadoussac), the aircraft stalled in a steep turn. The aircraft descended vertically and struck a rocky outcrop. The aircraft was substantially damaged in the collision with the terrain and was destroyed by the post-impact fire. The 6 occupants received fatal injuries. No emergency locator transmitter signal was captured.

The twin engine aircraft was carrying 17 skydivers and two pilots and was performing a skydiving mission with another Let L-410 owned by the same operator. Registered OM-SAB, the second aircraft was carrying 17 skydivers and 2 pilots as well. Both crew were preparing a program for an airshow scheduled next Sunday August 23. While climbing to an altitude of about 1,400 - 1,500 metres, the pilot of OM-ODQ was trying to get closer to OM-SAB when both aircraft collided. All but three skydivers were able to bail out prior both aircraft crashed in a wooded area located north of the airfield. All four crew members were killed and three skydivers as well, one in OM-SAB and two in OM-ODQ.

The twin engine aircraft was carrying 17 skydivers and two pilots and was performing a skydiving mission with another Let L-410 owned by the same operator. Registered OM-ODQ, the second aircraft was carrying 17 skydivers and 2 pilots as well. Both crew were preparing a program for an airshow scheduled next Sunday August 23. While climbing to an altitude of about 1,400 - 1,500 metres, the pilot of OM-ODQ was trying to get closer to OM-SAB when both aircraft collided. All but three skydivers were able to bail out prior both aircraft crashed in a wooded area located north of the airfield. All four crew members were killed and three skydivers as well, one in OM-SAB and two in OM-ODQ.