United States Air Force - USAF

Lockheed C-130 Hercules

On 8 June 2020, at approximately 2205 hours local time (L), the mishap aircraft (MA), a C-130H (tail number (T/N) 94-6706), was involved in a mishap during a routine mobility airlift mission from Ali Al Salem Air Base, Kuwait, into Al Taji (Camp Taji), Iraq, when it failed to come to a stop during landing, overran the runway, and impacted a concrete barrier. All 26 mishap crew (MC) members and passengers survived the mishap, with relatively minor injuries to two of the individuals. The MA was damaged beyond repair, and was valued at $35,900,000. The MA was from the 165th Airlift Wing (165 AW), Georgia Air National Guard (ANG), was manned with Wyoming ANG crew members deployed from the 153d Airlift Wing (153 AW), in Cheyenne, Wyoming, and assigned to the 386th Air Expeditionary Wing (386 AEW) at Ali Al Salem Air Base, Kuwait. The mishap occurred at the end of the first planned leg of the MC’s mission on 8 June 2020. The MC departed Ali Al Salem Air Base, Kuwait, at approximately 2053L, with an uneventful start, taxi, takeoff, and cruise to Camp Taji. During descent into Camp Taji, the MC prepared the MA for a nighttime landing, using night vision devices. During this time, the MC turned the MA earlier than their planned turn point, did not descend to lower altitudes in accordance with their planned descent, and allowed the airspeed to exceed recommended maximum speeds for the configuration the plane was in. During the landing, the MA continued to be above the planned glideslope and maintained excessive airspeed, with a nose-down attitude until touchdown. The MA proceeded to “porpoise” or oscillate down the runway from the point of touchdown until the MA was slowed sufficiently by use of reverse thrust from the engines to allow the MA to settle onto the wheels, which in turn allowed for the brakes to engage. The MA, despite slowing somewhat, had less than 1,000 feet of runway remaining by that point, and thus overran the runway and did not come to a complete stop until it impacted a 12-foot-high concrete barrier, approximately 600 feet past the runway.

Bombardier Global Express/XRS

On 27 January 2020, at approximately 1309 hours local time (L), an E-11A, tail number (T/N) 11-9358, was destroyed after touching down in a field in Ghanzi Province, Afghanistan (AFG) following a catastrophic left engine failure. The mishap crew (MC) were deployed and assigned to the 430th Expeditionary Electronic Combat Squadron (EECS), Kandahar Airfield (KAF), AFG. The MC consisted of mishap pilot 1 (MP1) and mishap pilot 2 (MP2). The mission was both a Mission Qualification Training – 3 (MQT-3) sortie for MP2 and a combat sortie for the MC, flown in support of Operation FREEDOM’S SENTINEL. MP1 and MP2 were fatally injured as a result of the accident, and the Mishap Aircraft (MA) was destroyed. At 1105L, the MA departed KAF. The mission proceeded uneventfully until the left engine catastrophically failed one hour and 45 minutes into the flight (1250:52L). Specifically, a fan blade broke free causing the left engine to shutdown. The MC improperly assessed that the operable right engine had failed and initiated shutdown of the right engine leading to a dual engine out emergency. Subsequently, the MC attempted to fly the MA back to KAF, approximately 230 nautical miles (NM) away. Unfortunately, the MC were unable to get either engine airstarted to provide any usable thrust. This resulted in the MA unable to glide the distance remaining to KAF. With few options remaining, the MC maneuvered the MA towards Forward Operating Base (FOB) Sharana, but did not have the altitude and airspeed to glide the remaining distance. The MC unsuccessfully attempted landing in a field approximately 21 NM short of FOB Sharana.

Lockheed C-130 Hercules

On 2 May 2018, at approximately 1127 hours local time (L), the Mishap Aircraft (MA), a WC-130H, tail number 65-0968, assigned to the Puerto Rico Air National Guard, 156th Airlift Wing (156 AW), located at Muñiz Air National Guard Base, Puerto Rico, crashed approximately 1.5 miles northeast of Savannah/Hilton Head International Airport (KSAV), Georgia. All nine members aboard the MA—Mishap Pilot 1 (MP1), Mishap Pilot 2, Mishap Navigator, Mishap Flight Engineer, and Mishap Loadmaster (collectively the “Mishap Crew (MC)”), and four mission essential personnel, Mishap Airman 1, 2, 3, and 4—perished during the accident. The MC’s mission was to fly the MA to the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona (commonly referred to as the “Boneyard”), for removal from service. The MA had been at KSAV for almost a month, since 9 April 2018, to undergo prescheduled fuel cell maintenance and unscheduled work on engine number one by 156 AW maintenance personnel using the facilities of the 165th Airlift Wing. During takeoff roll, engine one revolutions per minute (RPM) fluctuated and did not provide normal RPM when MP1 advanced the throttle lever into the flight range for takeoff. Approximately eight seconds prior to aircraft rotation, engine one RPM and torque significantly decayed, which substantially lowered thrust. The fluctuation on roll and significant performance decay went unrecognized by the MC until rotation, when MP1 commented on aircraft control challenges and the MA veered left and nearly departed the runway into the grass before it achieved flight. The MA departed KSAV at approximately 1125L. As the MC retracted the landing gear, they identified the engine one RPM and torque malfunction and MP1 called for engine shutdown. However, the MC failed to complete the Takeoff Continued After Engine Failure procedure, the Engine Shutdown procedure, and the After Takeoff checklist as directed by the Flight Manual, and the MA’s flaps remained at 50 percent. Additionally, MP1 banked left into the inoperative engine, continued to climb, and varied left and right rudder inputs. At an altitude of approximately 900 feet mean sea level and 131 knots indicated air speed, MP1 input over nine degrees of left rudder, the MA skidded left, the left wing stalled, and the MA departed controlled flight and impacted the terrain on Georgia State Highway 21.

Pilatus PC-12

On 14 Mar 17, at 1835 local time (L), a U-28A, tail number 0724, crashed one-quarter mile south of Clovis Municipal Airport (KCVN), New Mexico (NM). This aircraft was operated by the 318th Special Operations Squadron, 27th Special Operations Wing, Cannon Air Force Base (AFB), NM. The aircraft was destroyed and all three crewmembers died upon impact. The Mishap Aircraft (MA) departed Cannon AFB at 1512L for tactical training over Lubbock, Texas, followed by pilot proficiency training at KCVN. The Mishap Crew (MC) entered Lubbock airspace at 1545L, completed their tactical training, and departed Lubbock airspace at 1735L enroute to KCVN. The MC entered the KCVN traffic pattern at 1806L, where they conducted multiple approaches and landings prior to executing the mishap maneuver, a practice turnback Emergency Landing Pattern (ELP). The MC entered the practice turnback ELP with 0° flaps led to increased aircraft nose-down attitudes and higher descent rates required to maintain a safe angle of attack versus a comparative 15° flap approach. In addition, 0° flap stall speeds are higher than 15° flap stall speeds – 15 to 25 knots higher for the range of bank angles flown by the MC during the practice turnback ELP. The MC was also late to achieve the bank angle required to enable the MA to align with the extended centerline for the runway resulting in an overshoot condition. The MC attempted to arrest their excessive nose-down attitude, descent rate, and shallow bank angle by pulling back on the aircraft yoke and increasing bank angle. The g-load from the MC pull back, coupled with the MA's increased bank angle, slowed the MA airspeed below 0° flap stall speed and it departed controlled flight. Subsequent power increase and flight control inputs would not have enabled the aircraft to recover from the stall within remaining altitude. After entering the stall, the MC increased power; however, it was not enough to overcome the MA descent rate. At no point during the practice turnback ELP did the MA performance reflect a MC intent to abort the maneuver. The MA impacted the ground with a 13° nose-high, 7° left-wing low attitude. The aircraft was destroyed upon impact and all three occupants were killed. Crew: Cpt Andrew Becker, pilot, 1st Lt Frederick Dellecker, copilot, Cpt Kenneth Dalga, combat systems officer.

Boeing B-52 Stratofortress

On 19 May 2016, at 0832 hours local time (L), a B-52H, tail number 60-0047 [Mishap Aircraft (MA)], assigned to the 69th Expeditionary Bomb Squadron, 5th Bomb Wing, Andersen Air Force Base, Guam, departed the prepared-surface overrun of Runway 06 Left (RWY 06L) during a highspeed, heavy-weight, aborted takeoff. The Mishap Crew (MC), which consisted of the Mishap Pilot (MP), Mishap Co-Pilot (MCP), Mishap Radar Navigator (MRN), Mishap Navigator (MN), Mishap Electronic Warfare Officer (MEW), an augment pilot occupying the Mishap Gunner (MG) station, and an Instructor Weapon System Officer occupying the Mishap Instructor Pilot (MIP) jump seat, were conducting a Higher Headquarters Directed mission. The MC were treated for minor injuries consistent with a ground egress. The MA sustained total damage with a loss valued at $112M. There was no damage to private property. The MC were cleared for takeoff at 0831L. The MA accelerated within performance standards verified by takeoff and landing data calculated performance for S1 timing and S1 decision speed. Approximately three to five seconds after reaching the S1 speed of 111 knots, the MP, MCP, and MN observed birds in front of the MA at wing level. Shortly thereafter, the MP and MCP observed engine indications for numbers 5, 6, and 7 “quickly spooling back” from the required takeoff setting. The MP also observed high oil pressure indications on the number 8 engine and a noticeable left-to-right yawing motion. Accelerating through approximately 142 knots, the MP simultaneously announced and initiated aborted takeoff emergency procedures. With the throttles set to idle thrust and airbrakes set to six, the MP initiated continuous braking pressure. The MCP deployed the drag chute at 135 knots. The drag chute failed to inflate properly. At 2,500 feet runway remaining, the MP shut off the outboard engines (numbers 1/2 and 7/8). Shortly thereafter, the MP announced the MA and MC were going to depart the prepared surface. The MEW jettisoned the defensive compartment, starboard-side hatch and the MP shut off the inboard engines (numbers 3/4 and 5/6). The MA departed the prepared surface shearing the main landing gear. The MA finally came to a rest slightly canted from runway centerline, right wing down approximately 300 feet from the runway, and subsequently caught on fire. The MC performed emergency aircraft shutdown procedures and safely egressed the MA through the MEW hatch.

Lockheed C-130 Hercules

On 2 October 2015, at approximately 0016LT, the airplane crashed after takeoff from runway 31 at Jalalabad Airfield, on the second scheduled leg of a contingency airlift mission. The mishap aircraft was assigned to the 455th Air Expeditionary Wing at Bagram Airfield, Afghanistan. The mishap crew (MC) was from the 774th Expeditionary Airlift Squadron. The MC consisted of the mishap pilot (MP), the mishap copilot (MCP), and two mishap loadmasters. Also on board were two fly-away security team (FAST) members and five contractors travelling as passengers. Upon impact, all eleven individuals onboard the aircraft died instantly. The aircraft struck a guard tower manned by three Afghan Special Reaction Force (ASRF) members, whom also died. The MA and cargo load were destroyed, and a perimeter wall and guard tower were damaged.

Lockheed C-130 Hercules

On 19 May 2013, at approximately 0950 Zulu (1420 local), a C-130J, tail number (T/N) 04-3144, assigned to the 41st Airlift Squadron, 19th Airlift Wing, Little Rock Air Force Base (AFB), Arkansas, ran off the end of a runway at Forward Operating Base (FOB) Shank, Northeast, Afghanistan, struck a ditch which collapsed the nose gear and eventually ripped the right main landing gear from the fuselage. The right outboard engine struck the ground, pressurized fuel and oil lines were broken, fluid was sprayed over the cracked engine casing, and the right wing caught fire. The mishap aircraft (MA) came to a full stop at approximately 544 feet (ft) off the end of the paved runway surface. The mishap crew (MC), Aeromedical Evacuation (AE) crew and two ambulatory patients safely evacuated the aircraft through the top flight-deck emergency escape hatch meeting 600 ft off the nose of the aircraft. There were no fatalities, significant injuries or damage to civilian property. The total estimated loss is $73,990,265. The MA was on an AE mission and included five active duty C-130J crewmembers from the 772nd Expeditionary Airlift Squadron (19th Airlift Wing deployed), Kandahar Air Base (AB), Afghanistan. Additionally, the MA had aboard six reserve AE crewmembers from the 651st Expeditionary Aeromedical Evacuation Squadron (349th Air Mobility Wing and 433rd Airlift Wing deployed), Kandahar AB, Afghanistan. The mishap sortie happened on the third of five planned legs that day to an airfield that was at 6,809 ft Mean Sea Level (MSL) and experiencing winds varying from 200 to 250 degrees gusting from 6 to 28 knots. On the second attempted landing, the MA touched down approximately 1,500 ft down the runway but was 27 knots indicated airspeed (KIAS) faster than computed touchdown landing speed leading to the aircraft going off the end of the runway at approximately 49 KIAS.

Boeing KC-135 Stratotanker

On 3 May 2013, at approximately 1448 hours local time (L), a KC-135R, tail number 63-8877, assigned to the 22d Expeditionary Air Refueling Squadron, 376th Air Expeditionary Wing, Transit Center at Manas, Kyrgyz Republic, crashed in the foothills of mountains located 6 miles south of Chaldovar, Kyrgyz Republic. The mishap crew (MC), which consisted of the mishap pilot (MP), mishap co-pilot (MCP), and mishap boom operator (MBO), perished during the accident. The mishap aircraft (MA) exploded inflight, impacted the terrain at three main locations, and burned. The MA was completely destroyed with total loss to government property estimated at $66.3 million. Upon impact, approximately 228 cubic meters of soil were contaminated with jet fuel, and three distinct craters containing a burn pattern were created. The MA’s mission was to refuel coalition aircraft in Afghanistan and then return to the Transit Center at Manas. Immediately after takeoff, the MA experienced an unexpected rapid heading change from the direction of flight known as a crab. During climb, nearly continuous rudder hunting caused the MA’s nose to hunt slowly left and right about one degree in both directions. The MP commented on the lateral control challenges and possible series yaw damper (SYD) malfunction but continued the mission without turning off either the SYD or rudder power. Approximately nine minutes into the flight, the MA began a series of increasing yaw and roll oscillations known as a dutch roll, which was undiagnosed by the MC. The MCP attempted to decrease these oscillations using manual aileron controls, as well as two brief attempts with the autopilot. The manual corrective inputs kept the oscillations from growing. The autopilot use further exacerbated the situation, and the oscillations intensified. After the second autopilot use, the MP assumed control of the MA and used left rudder to start a left turn. A subsequent series of alternating small rudder inputs, caused by the MA’s dutch roll-induced acceleration forces varying the MP’s foot pressure on the rudder pedals, sharply increased the dutch roll oscillations. Within 30 seconds, the MP made a right rudder input to roll out of the turn, exacerbating the dutch roll condition. The cumulative effects of the malfunctioning SYD, coupled with autopilot use and rudder movements during the unrecognized dutch roll, generated dutch roll forces that exceeded the MA’s design structural limits. The tail section failed and separated from the aircraft, causing the MA to pitch down sharply, enter into a high-speed dive, explode inflight and subsequently impact the ground at approximately 1448L. Crew: Cpt Victoria Ann Pinckney, Cpt Mark Tyler Voss, T/Sgt Herman Mackey III.

Beechcraft MC-12W Liberty

On 27 April 2013, at approximately 1243 local time (L) in Afghanistan, an MC-12W, tail number 09-0676 impacted terrain 110 nautical miles northeast of Kandahar Airfield (KAF) while on a combat intelligence, surveillance, and reconnaissance (ISR) mission. The four crewmembers on board were the Mishap Mission Commander (MMC), Mishap Pilot (MP), Mishap Sensor Operator (MSO), and Mishap Tactical Systems Operator (MTSO). The four airmen were killed instantly on impact and the Mishap Aircraft (MA), valued at $19.8 million, was destroyed. The crew and MA were deployed to the 361st expeditionary Reconnaissance Squadron, 451st Air Expeditionary Wing, KAF, Afghanistan. The MA, callsign Independence 08, departed KAF at 1157L and entered orbit at 1229L. The MA encountered deteriorating weather in the orbit and was climbing from 20,000 to 23,000 feet mean sea level (MSL) at 1241L to fly above the weather when the mishap occurred. In addition, the crew had found an enemy combatant and was in the process of adjusting their orbit to enhance mission success.

Lockheed C-130 Hercules

On 1 July 2012, at approximately 1738 Local time, a C-130H3, Tail Number 93-1458, assigned to the 145th Airlift Wing, North Carolina Air National Guard, Charlotte Douglas International Airport (KCLT), Charlotte, North Carolina, crashed on public land managed by the United States Forest Service (USFS), while conducting wildland firefighting operations near Edgemont, South Dakota. At the time of the mishap all members of the Mishap Crew (MC) were assigned or attached to the 156th Airlift Squadron, based at KCLT. The Mishap Crew (MC) consisted of Mishap Pilot 1 (MP1), Mishap Pilot 2 (MP2), Mishap Navigator (MN), Mishap Flight Engineer (ME), Mishap Loadmaster 1 (ML1) and Mishap Loadmaster 2 (ML2). For the mishap sortie, MP1 was the aircraft commander and pilot flying in the left seat. MP2 was in the right seat as the instructor pilot. MN occupied the navigator station on the right side of the flight deck behind MP2. ME was seated in the flight engineer seat located between MP1 and MP2, immediately aft of the center flight console. ML1 and ML2 were seated on the Modular Airborne Fire Fighting System (MAFFS) unit, near the right paratroop door. ML1 occupied the aft MAFFS control station seat and ML2 occupied the forward MAFFS observer station seat. MP1, MP2, MN and ME died in the mishap. ML1 and ML2 survived the mishap, but suffered significant injuries. The mishap aircraft (MA) and a USFS-owned MAFFS unit were destroyed. The monetary loss is valued at $43,453,295, which includes an estimated $150,000 in post aircraft removal and site environmental cleanup costs. There were no additional fatalities, injuries or damage to other government or civilian property.

Pilatus PC-12

On 18 February 2012, at approximately 1918 local time (L), a United States Air Force U-28A aircraft, tail number 07-0736, crashed five nautical miles (NM) southwest of Ambouli International Airport, Djibouti. This aircraft was assigned to the 34th Special Operations Squadron, 1st Special Operations Wing, Hurlburt Field, FL, and deployed to the 34th Expeditionary Special Operations Squadron, Camp Lemonnier, Djibouti. The aircraft was destroyed and all four aircrew members died instantly upon impact. The mishap aircraft (MA) departed Ambouli International Airport, Djibouti at 1357L, to accomplish a combat mission in support of a Combined Joint Task Force. The MA proceeded to the area of responsibility (AOR), completed its mission in the AOR and returned back to Djiboutian airspace at 1852L arriving overhead the airfield at 1910L to begin a systems check. The MA proceeded south of the airfield at 10,000 feet (ft) Mean Sea Level (MSL) for 10 NM then turned to the North towards the airfield, accomplished a systems check and requested entry into the pattern at Ambouli International Airport. This request was denied due to other traffic, and the MA was directed to proceed to the west and descend by Air Traffic Control (ATC). The MA began a left descending turn to the west and was directed by ATC to report final. The mishap crew (MC) reported they were passing through 4,000 ft MSL and would report when established on final approach. The MA, continuing to descend, initiated a right turn then reversed the turn entering a left turn while continually and smoothly increasing bank angle until reaching 55 degrees prior to impact. Additionally, the MA continued to steadily increase the descent rate until reaching 11,752 ft per minute prior to impact. The MC received aural “Sink Rate” and “Pull Up” alerts with no apparent corrective action taken. The MA impacted the ground at approximately 1918L, 5 NM southwest of Ambouli International Airport, Djibouti.

PZL-Mielec AN-28

At 0939 hours Zulu time on 18 December 2011, an M-28, Tail Number 08-0319, departed Kandahar Air Base, Afghanistan on a mission to pick up four passengers at Qalat, Afghanistan, transport them to Walan Rabat short takeoff and landing zone, transport two additional personnel from Walan Rabat back to Qalat, then return to Kandahar Air Base. The mishap aircraft and crew were assigned or attached to the 318th Special Operations Squadron, 27th Special Operations Wing at Cannon Air Force Base, New Mexico, and were deployed to the 318th Expeditionary Special Operations Squadron at Kandahar Air Base, Afghanistan. After an uneventful stop at Qalat to onload four passengers and their bags, the mishap crew flew a 20-minute leg to Walan Rabat. Surface winds at Walan Rabat were 190 degrees at 14 knots gusting to 17 knots, 30 degrees off a direct tailwind for runway 34. Because the landing zone has a three percent upslope for runway 34, and a 1,500-foot mountain exists 1½ miles to the north, the pilot elected to land with a tailwind on runway 34, the preferred landing direction. Walan Rabat Landing Zone is a 1,756-foot long, 31-foot wide, semi-prepared dirt strip with poorly defined boundaries. The landing zone was marked with AMP-3 markings, commonly called a “box-and-one” with colored panels. The mishap pilot consulted a wind component chart and incorrectly calculated the tailwind component, mistakenly believing it was within the allowable limit for landing the M-28. The pilot flew a shallow 2½-3 degree approach due to the upsloping landing zone. At approximately 1,000 feet short of the landing zone, the mishap pilot visually acquired the AMP-3 markings and landed the mishap aircraft at 1032 zulu. After a firmer than normal landing, the aircraft veered to the right and departed the prepared surface. The nose gear encountered uneven terrain and collapsed, causing the mishap aircraft to flip tail-over-nose. The mishap crew and passengers then egressed the aircraft through the copilot’s window. There were no serious injuries to crew or passengers. The mishap aircraft, which was valued at approximately $12,300,000 was destroyed. There were no civilian casualties.

McDonnell Douglas C-17 Globemaster III

The crew was engaged in a training exercise in preparation to the 'Thunder Air Show' taking part at Elmendorf-Richardson AFB on 31JUL2010. Shortly after take off from runway 06, the pilot-in-command initiated a first turn to the left then a steep turn to the right when the aircraft entered an uncontrolled descent and crashed in a huge explosion in a wooded area located some 3 km northwest of the airbase. The aircraft was totally destroyed by impact forces and a post crash fire and all four crew members were killed.

Learjet C-21A

The crew was completing a positioning flight to Talil AFB (Imam Ali), Iraq. On approach, the aircraft was too high and descended with an excessive speed and a tailwind component of 10 knots. The crew failed to initiate a go-around and the aircraft landed about two-third down the runway. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage and came to rest in a sandy area about 60 metres past the runway end. Both pilots escaped uninjured while the aircraft was damaged beyond repair and later destroyed by soldiers from the 68th Transportation Company.

Boeing E-3 Sentry

Following a Red Flag exercice from Tinker AFB, the aircraft was returning to Nellis AFB. Upon landing, the nose gear collapsed and the aircraft slid on the runway for few dozen metres before coming to rest, bursting into flames. All 32 occupants escaped uninjured while the aircraft was damaged beyond repair.

Boeing B-52 Stratofortress

The aircraft departed Andersen AFB on a flight around the Guam Island under call sign 'Raider 21' with 6 crew members on board, taking part to the Guam Liberation Day celebrations. About 15 minutes into the flight, while descending from 14,000 to 1,000 feet, the aircraft became uncontrollable and crashed in the sea about 50 km north of Guam Island. The aircraft disintegrated on impact and only few debris were found. All six crew members were killed. Crew: Maj Chris Cooper, pilot, Cpt Michael Dodson, copilot, 1st Lt Robert Gerren, electronic warfare officer, 1st Lt Joshua Shepherd, navigator, Maj Brent Williams, radar navigator, Col George Martin, flight surgeon.

Lockheed C-130 Hercules

The four engine aircraft departed Baghdad Airport on a support mission, carrying 32 passengers and a crew of six. Sixty seconds after takeoff, while climbing to a height of 313 feet and at a speed of 163 knots, the airplane's defensive system activated. The pilot reacted in accordance with applicable directives and after reacting to the defensive alert, the crew realized that all three engines n°1, 3 and 4 lost 60% of power. The crew attempted an emergency landing in an open field located 7,5 km north of the airport. The aircraft was damaged beyond repair and all 38 occupants escaped uninjured. U.S. Air Force Maintenance and Explosive Ordnance Disposal personnel from the 447th Air Expeditionary Group were called in. They placed explosive charges on the plane and blew up the Hercules on July 7.

Beechcraft T-1 Jayhawk

The crew was completing a night training flight on behalf of the U.S. Air Force 86th Flying Training Squadron, 47th Flying Training Wing, Laughlin Air Force Base, Texas. After several manoeuvres in the vicinity of the Lubbock-Preston Smith Airport, the crew started an non precision approach to runway 17R. At that time, weather conditions were not so good with rain showers and winds up to 40 knots. On final approach, the aircraft seems to sink and pitched down. The captain increased both engines power but the aircraft hit the ground 1,1 mile short of runway 17R threshold. On impact, the nose gear was sheared off and the aircraft came to rest in a field. Both pilots were slightly injured while the aircraft was damaged beyond repair.

Learjet C-21A

The crew was performing a local training flight at Decatur Airport, consisting of touch-and-go maneuvers. On final approach to runway 24, the instructor elected to simulate a failure of the right engine. Anticipating the touch-and-go procedure, the instructor deactivated the yaw damper system while the aircraft was about 10-20 feet above the runway. As the speed increased, the instructor called out 'speed' twice when the copilot reduced the power on the left engine. The aircraft rolled to the right, causing the right wingtip to struck the ground. The aircraft went out of control, veered off runway and came to rest, bursting into flames. Both pilots escaped with minor injuries while the aircraft was destroyed.

Boeing KC-135 Stratotanker

On Sept. 26, at approximately 8:03 p.m. local time, a KC-135R landed at Manas International Airport following a combat mission over Afghanistan. After landing, the KC-135R was parked at the intersection of the active runway and a taxiway while the crew awaited clarification on instructions from the air traffic control tower. The KC-135R was struck by a host nation TU-154 that was taking off. The TU-154's right wing struck the fairing of the KC-135R's No. 1 engine. The force of the impact nearly severed the No. 1 engine from KC-135R and destroyed a portion of the aircraft's left wing. The TU-154 lost approximately six feet of its right wingtip, but was able to get airborne and return to the airport for an emergency landing with no additional damage to the aircraft. The three aircrew members on board the KC-135R, as well as the nine aircrew members and 52 passengers aboard the TU-154, survived the accident. None of the aircrew or passengers on board the TU-154 sustained any injuries. One KC-135 crew member sustained minor abrasions while evacuating the aircraft.

Lockheed C-5 Galaxy

The four engine aircraft departed Dover AFB at 0621LT on a flight to Kuwait City with an intermediate stop at Ramstein Airbase, Germany, carrying 17 people, three passengers and 14 crew members. Ten minutes into the flight, the copilot informed ATC about technical problems and was cleared for an immediate return. On final approach to runway 32, the aircraft descended below the glide and impacted ground few hundred metres short of runway. It came to rest in a prairie, broken in three. All 17 occupants were injured.

Lockheed C-130 Hercules

Assigned to the 352nd Special Operations Group based at RAF Mildenhall, the four engine aircraft departed Tirana-Rinas Airport in the evening for a night training mission with the Albanian Army. While flying at low height, about 300 feet above the ground by night and using night-vision goggles, the crew elected to gain height while approaching a ridge. Unable to climb, the aircraft stalled and crashed in hilly and snow covered terrain. The aircraft was destroyed and all nine occupants were killed.

Lockheed C-130 Hercules

The MC-130H Hercules plane was on a nighttime logistics transport mission in support of Operation Iraqi Freedom. US operated airfield in northern Iraq, reportedly Qayyarah Airfield West, a trench was being dug in the runway 33. The construction works, approx. 2700 feet from the southern end of the runway were not marked nor NOTAMed. On landing, at a speed of 80 knots, the Hercules plane ran into the construction works. The nose gear and forward undercarriage were sheared off and the left wing separated just outside the no. 2 engine. The aircraft then caught fire. The crew members egressed safely, but the four passengers required assistance from ground personnel and aircrew.

Beechcraft 1900C

The Air Force Materiel Command Beech 1900 crashed while on a routine support mission from a remote classified airstrip on the Nellis range to the Tonopah Test Range. It departed at 03:43 for Tonopah. After reporting the runway lights in sight, the pilot configured the airplane for the approach and initiated a circling maneuver to the right for a visual straight-in approach to runway 32. During the turn the pilot suffered a sudden cardiac death. Half way through the turn the airplane began a gradual descent until it impacted the ground. The airplane broke up and burst into flames. Investigation revealed that the pilot had violated federal policy and directives, wilfully deceived flight medical examiners, suppressed significant medical information and ingested inappropriate medications for a deteriorating and dangerous health condition. The pilot had high blood pressure and failed to report it, and denied taking medications to his Federal Aviation Administration flight physical examiners.

Beechcraft T-1 Jayhawk

The Mishap Student pilot (MSP) was flying an Instrument Landing System (ILS) approach to runway 21 at Keesler AFB. They were in Visual Meteorological Conditions (VMC) at night and the runway was wet. After some deviations on the approach, they arrived over the threshold on a normal glide slope and faster (about 114 kts) than the computed approach speed of 108 kts. The aircraft touched down approximately 1500 feet down the runway. The Mishap Instructor Pilot (MIP) actuated the speed brakes/spoilers switch and the student began to immediately apply brake pressure. After 4-5 seconds, the instructor recognized that the aircraft was not decelerating and declared that she was taking control of the aircraft. The instructor immediately applied maximum braking with no perceived deceleration. She then grabbed the glare shield in an attempt to gain additional leverage on the brakes and again felt no perceived deceleration. At this point, the aircraft was rapidly running out of available runway. The instructor selected the emergency brakes just prior to arriving at the departure end threshold and the brakes locked resulting in a hydroplane skid. The aircraft departed the prepared surface and came to a halt 190 feet later. As a result of the runway departure, the right main and nose gear collapsed, and the forward fuselage and both wings were heavily damaged.

Lockheed C-130 Hercules

The crew departed Roosevelt Roads NAS on a local training flight. In the evening, while returning the to NAS, the crew encountered poor weather conditions with low clouds, limited visibility and rain falls. While descending at low height, the crew suffered a loss of situational awareness and failed to respond to obstacle warnings. The four engine aircraft collided with trees and crashed on the top of Mt Perucho. The aircraft disintegrated on impact and all 10 crew members were killed.

Lockheed C-130 Hercules

The four engine aircraft was dispatched at Sardeh Band Airstrip to exfiltrate US Army Special Forces troops. After takeoff, the aircraft encountered difficulties to gain height, stalled and crashed about 4 km from the airfield. Seven people were injured while three others were killed.

Lockheed C-130 Hercules

On a mission for Special Forces, the four engine aircraft crashed in unknown circumstances in a snow covered area of the Hindu Kush Mountain Range, Afghanistan. All eight occupants were rescued while the aircraft was destroyed. USAF confirmed that the accident was not caused by hostile action.

Learjet C-21A

The mishap aircraft, call sign Pacer 43, was conducting pattern work operations during an off-station training mission at Ellsworth AFB, SD (RCA). Shortly before impact, the mishap crew was conducting a simulated single-engine approach to runway 31 at Ellsworth AFB. Subsequent analysis showed that there was a significantly greater amount of fuel in the left wing and left wing tip tank than the right. The gross fuel imbalance resulted from an unmonitored transfer of fuel from the right wing and right wing tip tank to the left that was initiated by the crew approximately nine and one-half minutes before impact. As the aircraft approached the point when it would normally transition to a flare, it leveled off and began a climbing turn to the west, toward the tower. It did not touch down prior to the turn, but veered left immediately during the flare, and then rolled back to wings level momentarily as it climbed. The heavier left wing, and application of power to the right engine for the go-around, caused the aircraft to roll back into a steeper left turn, stayed in a climbing left turn with the bank continuing to increase until il rolled through more than 90 degrees of bank. As the aircraft reached the highest point of the climb (approximately 450 feet), the bank angle was more than 90 degrees, and perhaps slightly inverted as the nose dropped and the aircraft began to descend. The aircraft impacted the ground in a grassy field.

Lockheed C-130 Hercules

On a night approach to Kuwait-Ahmed Al-Jaber AFB, the aircraft impacted the ground approximately 2,895 feet short and about 40 feet to the left of the runway centerline. On impact, the undercarriage were torn off and some penetrated the cabin floor. The crew initiated a go-around procedure and diverted to the Kuwait International Airport where he completed an emergency belly landing. Three passengers were killed while all other occupants were rescued. The aircraft was damaged beyond repair.

Lockheed C-141 Starlifter

Some 65 nautical miles west off the Namibian coast, a US Air Force Lockheed C-141B Starlifter collided with a German Air Force Tupolev 154M in mid-air. Both aircraft crashed, killing all 33 occupants. The Tupolev 154M (11+02), call sign GAF074, operated on a flight from Cologne/Bonn Airport in Germany to Kaapstad, South Africa. En route refueling stops were planned at Niamey, Niger and Windhoek, Namibia. On board were ten crew members and 14 passengers. The C-141B, (65-9405), call sign REACH 4201, had delivered UN humanitarian supplies to Windhoek and was returning to the U.S. via Georgetown on Ascension Island in the South Atlantic Ocean. On board were nine crew members. GAF074 departed Niamey, Niger at 10:35 UTC. REACH 4201 took off from Windhoek at 14:11 UTC and climbed to its filed for and assigned cruise level of 35,000 feet (FL350). At the same time, GAF074 was not at its filed for cruise level of FL390 but was still at its initially assigned cruise level FL350. Windhoek ATC was in sole and continuous radio contact with REACH 4201, with no knowledge of GAF 074's movement. Luanda ATC was in radio contact with GAF074, but they were not in radio contact with REACH 4201. Luanda ATC did receive flight plans for both aircraft but a departure message for only REACH 4201. At 15:10 UTC both aircraft collided at FL350 and crashed into the sea.

Boeing KC-135 Stratotanker

The crew was completing a local training flight at Pope AFB. For unknown reasons, the aircraft landed very hard, causing the nose gear to collapse. The aircraft was stopped on the runway and all 11 occupants escaped uninjured. The aircraft was damaged beyond repair.

Lockheed C-130 Hercules

The aircraft departed Milwaukee-General Billy Mitchell Airport on a flight to Howard AFB, Panama City, with an intermediate stop in Tegucigalpa, carrying 10 crew members and a load consisting of foods and electronics. At Tegucigalpa-Toncontin Airport, the aircraft landed 2,000 feet past the runway threshold in a 50° flaps down configuration. Unable to stop within the remaining distance, it overran and crashed on a road and a bridge, bursting into flames. Three crew members were killed and seven others were injured.

Lockheed C-130 Hercules

Based upon digital flight data recorded (DFDR) information, the mishap aircraft departed Portland IAP at 1720 PST on 22 Nov 96 on an instrument flight rules (IFR) flight en route to North Island Naval Air Station. The purpose of the sortie was to conduct an overwater navigation evaluation. King 56 began the sortie with a normal takeoff, departure and climbout. One hour and 24 minutes after takeoff in level flight at FL 220 the mishap sequence began with the engineer commenting on a torque flux on the number 1 engine. Nothing on the cockpit voice recorder (CVR), the DFDR, or the survivor’s testimony suggested any unusual events prior to the engineer’s comment. Over the next three minutes, the operations of all four engines became unstable and eventually failed. Crew actions during these critical three minutes are known only by verbal comments on the CVR and the survivor’s testimony. The following discusses what we know of those actions. The engineer called for n°1 propeller to be placed in mechanical governing. This would normally remove electrical inputs to the propeller through the synchrophaser. The pilot then called for all four propellers to be placed in mechanical governing. This action was consistent with treating this emergency as a four-engine rollback. There is no indication on the DFDR or the CVR as to whether or not the crew selected mechanical governing on any of the remaining three propellers. At the same time the crew was analyzing the emergency, they also declared an in-flight emergency with Oakland ARTCC and turned the mission aircraft east to proceed toward Kingsley Field, Klamath Falls, OR, approximately 230 miles away and approximately 80 miles from the coast. The Radio Operator radioed the USCG Humboldt Bay Station and notified them of the in-flight emergency. During the turn toward the shore the number 3 and number 4 engines once briefly recovered most of their torque. These increases are recorded by the flight data recorder. When the RPM on number 3 (the aircraft’s last functioning engine) finally decreased below 94% RPM the last generator producing electrical power dropped off line due to low frequencies. As a result, at 1846 Pacific Standard Time all electrical power was lost. After a brief period, power was restored to the equipment powered by the battery bus. From this point on, the aircraft glided to the attempted ditching. There is no record of that portion of the flight, except the survivor’s testimony.The outboard wing sections and all four engines separated from the center wing section that in turn separated from the fuselage. Subsequently, the engines and fuselage went straight to the ocean floor at a depth of approximately 5500 feet. The outer wing and the center wing sections floated on the surface for several days and sank more than 50 nm from the impact location. The radio navigator was rescued while 10 other crew members were killed.

Lockheed C-130 Hercules

The aircraft departed Jackson Hole Airport at 2245LT on a flight to New York-JFK, carrying eight crew members and a U.S. Secret Service agent. The purpose of the flight was to transport a U.S. Secret Service communications vehicle to New York after President Bill Clinton spent some vacations in Jackson Hole. Five minutes after takeoff, while climbing by night, the four engine aircraft struck the slope of Mt Sleeping Indian (Mt Sheep - 3,427 metres high) located about 18 km southeast of the airport. The aircraft disintegrated on impact and all nine occupants were killed.

Boeing 737-200

A United States Air Force Boeing T-43A (USAF designation for the Boeing 737-200) was destroyed after impacting a hillside during an NDB approach to Dubrovnik Airport, Croatia. All 35 on board were killed. The aircraft was engaged in a mission to fly United States Secretary of Commerce Ron Brown and a delegation of industry executives around the region for visits. The party was to be flown from Zagreb to Tuzla and Dubrovnik before returning to Zagreb. Operating with a call sign of IFO21, the accident aircraft departed Zagreb at 06:24 hours. The crew landed at Tuzla at 07:15 after an uneventful flight. The passengers deplaned, and the aircraft was then repositioned to Split because of insufficient ramp space at Tuzla to park the aircraft for the duration of the visit. At 12:47, the aircraft landed at Tuzla, where the passengers reboarded. The accident flight departed Tuzla for Dubrovnik at 13:55. After crossing Split at 14:34 the flight was cleared to descend from FL210 to FL140. Further descent clearance was given to FL100. After the aircraft reached FL100 at 14:45, south of Split VOR, Zagreb Center transferred control to Dubrovnik Approach/Tower. The controller cleared IFO21 direct to the Kolocep (KLP) NDB. After opposite-direction traffic had been cleared, IFO21 was cleared to descend to 5000 feet. At 14:52, the crew told Dubrovnik Approach/Tower that they were 16 NM from the airport. They were cleared to descend to 4,000 feet and told to report crossing the KLP beacon. At 14:53, the aircraft crossed KLP, which was the Final Approach Fix (FAF), at 4100 feet and began the approach without approach clearance from Dubrovnik Tower. At that point the aircraft was slightly high and fast and not completely configured for the approach, as it should have been. At 14:54, the copilot of IFO21 called Dubrovnik Approach/Tower and said, "We’re inside the locator, inbound." IFO21 was then cleared for the NDB approach to runway 12. The aircraft tracked a course of 110 degrees after crossing KLP, instead of tracking the published course of 119 degrees. The aircraft maintained this track from KLP to the point of impact. The accident aircraft descended to 2200 feet which was consistent with the published minimum descent altitude of 2,150 feet. At 14:57, the aircraft impacted a rocky mountainside approximately 1.7 NM to the left (northeast) of the extended runway centerline and 1.8 NM north of the approach end of runway 12 at Dubrovnik Airport.

Boeing E-3 Sentry

The aircraft was dispatched out from Elmendorf AFB on an AWACS survey mission under call sign Yukla 27, carrying 20 passengers and four crew members. Shortly after takeoff from runway 05, while in initial climb, the aircraft collided with a flock of Canada geese that struck both left engines n°1 and 2. The aircraft climbed to a maximum height of about 250 feet when the engine n°1 failed and the engine n°2 exploded. The aircraft entered an uncontrolled left roll, causing the left wing to struck trees. Out of control, it crashed in a huge explosion in a wooded area located about a mile from the runway end. The aircraft disintegrated on impact and all 24 occupants were killed. Numerous dead geese were found at the crash site.

Lockheed C-130 Hercules

After departure from Boise-Gowen Field, en route to Peterson AFB in Colorado Springs, the crew encountered technical problems with the engine n°2. The crew declared an emergency and elected to divert to Mountain Home AFB. About 20 minutes into the flight, the engine n°2 compressor disintegrated. The aircraft entered an uncontrolled descent and crashed 12 miles north of Bliss. All six crew members were killed. Crew: Lt Col Robert Buckout, Commander 1st Lt Lance Daugherty, pilot, Cpt Geoffery Boyd, navigator, CMSgt Jimmy Vail, flight engineer, M/Sgt Jay Kemp, loadmaster, S/Sgt Michael Scheideman, loadmaster.

Learjet C-21A

The C-21A, a USAF designation of the Learjet 35A was assigned to the 332nd Airlift Flight at Randolph AFB, Texas. The aircraft would depart Randolph AFB as flight Kiowa 71 to Wright-Patterson AFB, Andrews AFB and then back to Randolph. The aircraft was landed at Andrews AFB at 10:57. The crew requested a full load of fuel and told Serv-Air maintenance technicians that they had been unable to transfer fuel from the wing tanks to the fuselage tank. A Serv-Air maintenance technician removed the fuel-control panel from the aircraft and replaced the fuselage-tank transfer/fill switch. The maintenance technician told the crew that replacement of the fuselage-tank switch had not corrected the problem and that he was going to try to correct the problem by replacing the fuel-control relay panel. This was a time consuming job. The crew decided to continue back to Randolph without the repairs. The fuselage fuel tank was full and they had not had trouble earlier in the day getting fuel out of the fuselage tank. The aircraft departed from Andrews AFB at 16:38. The aircraft was in cruise flight at FL390 at 17:53 when the crew began to transfer fuel from the fuselage tank to the wing tanks. The crew did not know that the right standby fuel pump was operating and was preventing fuel from being transferred from the fuselage tank to the right wing. Bearings in the right standby pump were in a deteriorated condition and the pump had required higher-than-normal electrical current for rotation. The higher-than-normal electrical current had caused progressive damage to two contacts in the fuel control relay panel and eventually had caused the contacts to bond together. This caused the pump to run continuously throughout the flight and to prevent fuel transfer from the fuselage tank to the right wing. The aircrew noticed that the left wing-tip tank had become 800 pounds [363 kilograms] heavier than the right wing-tip tank during the transfer, and they attempted to analyse the malfunction and correct the imbalance. A fuel-imbalance during-fuel-transfer malfunction however was not included in the Air Force training syllabus, nor was the procedure contained in the C-21A checklist. At 17:56, the copilot told the Atlanta Air Route Traffic Control Center (Atlanta Center) controller, "Sir, we need to revise our flight plan. We’re having a problem getting some fuel out of one of our wings. Can we get vectors to Maxwell Air Force Base? And we’re going to need to dump fuel for about five minutes." The crew at 18:00 began to dump fuel from the left wing-tip tank. However, they still had an imbalance in the wing tanks themselves of about 200 pounds (91 kilograms). At 18:03 the flight was cleared to descend from FL350. The crew then observed that fuel quantity was decreasing rapidly in the right wing tank, that the left wing tank was full and that the left wing-tip tank had begun to fill with fuel. At 18:07, the copilot told the Atlanta Center controller, "Sir, we’d like to declare an emergency at this time for a fuel problem and, ah, get to Maxwell quick as we can." They were cleared direct to Maxwell AFB and cleared to descend to 17,000 feet, and later to 11,000 feet. At 18:15, the copilot told Atlanta Center, "We need to change the airfield, to get to the closest piece of pavement we can land on." The controller said, "Kiowa 71, we got an airport at 12 o’clock and 12 miles. It’s Alexander City." The crew accepted this and began their emergency descent into Alexander City airport. At 18:16 the copilot took over control since the captain did not have the airfield in sight and the copilot did. The aircraft was northeast of the airport at 8,800 feet and was descending at 5,600 feet per minute with the wing-lift spoilers extended when the copilot told Atlanta Center that they were on a left base for the runway. The crew attempted to fly a visual traffic pattern to runway 18 but were in a poor position to complete the approach and landing. They subsequently elected to enter a left downwind leg for runway 36. As airspeed was reduced, aileron authority diminished and, because of the fuel imbalance, the aircraft became difficult to control. The copilot, flying from the right seat, did not have a good view of the runway and asked the aircraft commander for help in positioning the aircraft on downwind and in beginning the turn toward the runway. The captain wanted to get the gear down but the copilot had difficult controlling the plane already: "Don’t put anything down," the copilot said. "Nothing down, nothing down." The aircraft was at 2,030 feet when the gear-warning horn sounded. The captain said, "Gear down. Gear down." The copilot said, "No. Stand by. Stand by." "Gear down," the captain said. "Gear down, man." "No, not yet, not yet," the copilot said. The copilot then asked the aircraft commander to "push the power up a little bit for me." Power was increased and the gear was extended. The aircraft was at about 1,500 feet and was one mile southwest of the runway at 18:19 when the copilot began a left turn. Approximately halfway through the final turn and one mile due south of runway 36, the aircraft abruptly rolled out, flew through the extended runway centerline and continued in an east, northeasterly direction approximately 800 feet above the ground. The copilot had rolled out of the turn to regain lateral control of the aircraft. At this time the right engine was operating at a reduced thrust setting in an attempt to counteract the effects of the fuel imbalance. The captain, to center the ball in the slip indicator, applied pressure on the left rudder, against pressure that was being applied on the right rudder by the copilot. The captain said, "Step on the rudder. Step on the rudder." The copilot said, "Paul, no. Paul, don’t." The application of left rudder caused the aircraft to roll left rapidly. It rolled inverted entered the trees and struck the ground.

Boeing B-52 Stratofortress

In preparation for the 1994 Fairchild Airshow, the Pilot Lt Col Arthur A. "Bud" Holland was again selected as the command pilot for the B-52 demonstration flight. On 15 June 1994, Holland briefed the new wing commander, Colonel William Brooks, on the proposed flight plan. Holland's demonstration profile violated numerous regulations, including steep bank angles, low-altitude passes, and steep pitch attitudes. Brooks ordered Holland not to exceed 45° bank angle or 25° pitch attitude during the demonstration. During the first practice session, on 17 June, Holland repeatedly violated these orders. Brooks witnessed this, but took no action. Pellerin flew with Holland on that flight and reported to Brooks that, "the profile looks good to him; looks very safe, well within parameters." The next practice flight on 24 June ended with the fatal crash. The demonstration profile designed by Holland included a 360° turn around Fairchild's control tower, a maneuver which he had not attempted in previous air show demonstrations. During the final flight, Holland performed a series of 60° bank turns and a 68° pitch climb in violation of Brooks' orders. There is no evidence to suggest that either McGeehan or Wolff attempted to intervene as Holland carried out these dangerous maneuvers. Pellerin was originally scheduled to fly in this mission, as he had done on the 17 June flight, but he was unavailable for the 24 June flight and Wolff was selected as the replacement aircrew member. Due to the short notice of his assignment to the mission, Wolff did not participate in the pre-flight briefing and boarded the aircraft after the engines were started. He was therefore unaware of the planned mission profile and had no opportunity to raise any objections before take-off. All of the four aircrew involved in the crash had only limited flying time in the months before the crash. It would appear that none of them had noticed that the aircraft had stalled until shortly before impact, as indicated by a failure to apply standard recovery techniques to the aircraft once it entered the stall. The investigation reported that even if the proper stall recovery techniques had been applied, it was unlikely that the accident could have been prevented as the aircraft was already flying too low to be recovered. Crew: Lt Col Arthur A. "Bud" Holland, pilot, Lt Col Mark C. McGeehan, copilot, Col Robert E. Wolff, observer, Lt Col Kenneth "Ken" Huston, operations officer.

Lockheed C-141 Starlifter

Parked at Pope AFB, the Starlifter was ready to embark its passengers. About 500 paratroopers were around the aircraft. On final approach to runway 23, at an altitude of 300 feet, an USAF Lockheed C-130E Hercules registered 68-10492 collided with a USAF F-16 Fighting Falcon (88-0171) that was approaching the same runway to land. The crew of the C-130 was able to land safely while both pilots on board the F-16 ejected before the fighter crashed on the parked C-141. Several explosion occurred and 23 soldiers who were already on board were killed while 80 others were injured, some seriously. The aircraft was destroyed by fire.

Lockheed C-130 Hercules

En route from Mombasa to Mogadishu, while in cruising altitude over the Indian Ocean, the crew contacted ATC and declared an emergency following an explosion in the cargo compartment. The crew initiated an emergency descent and elected to divert to the nearest airport when control was lost. The aircraft crashed in the sea about 200 metres offshore, some 7 km from Malindi. Six crew members were rescued while eight others were killed.

Lockheed C-141 Starlifter

The aircraft departed McChord AFB on an air refuelling mission over Montana. While cruising at an altitude of 25,000 feet by night, the aircraft collided under unknown circumstances with a second USAF Lockheed C-141B-LM Starlifter registered 65-0255, carrying seven crew members and taking part to the same mission. Both aircraft entered an uncontrolled descent, disintegrated in the air and crashed about 14 km north of Harlem. All 13 occupants in both aircraft were killed.

Lockheed C-141 Starlifter

The aircraft departed McChord AFB on an air refuelling mission over Montana. While cruising at an altitude of 25,000 feet by night, the aircraft collided under unknown circumstances with a second USAF Lockheed C-141B-LM Starlifter registered 66-0142, carrying six crew members and taking part to the same mission. Both aircraft entered an uncontrolled descent, disintegrated in the air and crashed about 14 km north of Harlem. All 13 occupants in both aircraft were killed.

Lockheed C-130 Hercules

The crew departed Martinsburg-Eastern West Virginia-Shepherd Field for a local training flight. While flying at low height, the four engine aircraft struck power cables and crashed onto a house located 3 km northwest of Berkeley Springs. All six crew members were killed while the unique person in the house was slightly injured.

Short 330

The Sherpa departed Fort Rucker-Cairns AAF on a training flight, carrying three crew members who were supposed to test the aircraft in special configuration. Two hours and 45 minutes into the flight, while cruising at an altitude of 5,336 feet in good weather conditions, the aircraft became unstable and rolled to the right to an angle of 12° then to the left to an angle of 35°. It entered an uncontrolled descent before crashing in an open field located 4 miles north of Colquitt, bursting into flames. All three occupants were killed. It was determined that control was lost while the aircraft' speed was 89 knots. Originally, the crew was supposed to simulate an engine failure at the altitude of 10,000 feet but apparently encountered problems as the aircraft' speed was dropping by the order of one knot per second before it became unstable. At the time of the accident, the total weight of the aircraft and its CofG were within limits.

Boeing KC-135 Stratotanker

The crew was completing a local training flight at Pope AFB. Apparently following a wrong approach configuration, the aircraft landed too far down the runway and was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest, broken in two. All 14 occupants were injured.

Lockheed C-130 Hercules

The four engine aircraft departed Pope AFB on a training flight with nine crew members on board. In unknown circumstances, the airplane went out of control and crashed in the Blewett Falls Lake, about 80 km southwest of Pope AFB. All nine occupants were killed.

Lockheed C-130 Hercules

The crew was completing a local training flight at Evansville-William H. Dress Airport on behalf of the Kentucky National Guard, consisting of touch-and-go maneuvers. On approach to runway 22, the crew was instructed by ATC to initiate a go-around for unknown reasons. The crew increased engine power and climbed to a height of 1,500 feet when the aircraft entered a nose down attitude, plunged and crashed onto an hotel located 4,800 feet short of runway 22 threshold. The aircraft, the hotel and a restaurant were destroyed. All five crew members as well as 11 people on the hotel/restaurant were killed. A police officer who was seriously injured in the accident died from his injuries 10 days later.

Boeing B-52 Stratofortress

The aircraft was engaged in the operation 'Desert Storm' when the crew encountered electrical and engine problems in flight. Three crew members were able to bail out while three others were killed as they ejected too late. Crew: Cpt Kevin Kent, pilot, Cpt Jeffrey Love, copilot, Sgt Steven Ellard, gunner, Cpt Jon Jeffrey Olson, radar navigator, † 1st Lt Jorge I. Arteaga, navigator, † 1st Lt Eric D. Hedeen, EWO. †