Beechcraft 99 Airliner

Policía Nacional de Colombia

The crew departed Bogotá on a training flight to Mariquita with an intermediate stop at Ibagué-Perales Airport. While on approach by night, the twin engine aircraft went out of control and crashed in a field located few km from the airport, bursting into flames. The aircraft was totally destroyed by a post crash fire and all four crew members were killed. Crew: Maj Andrés Valbuena Cadena, Lt Carlos Andrés León Caicedo, Lt Juan Alcides Sosa Triana, Sub John Wílfer Parra Solano.

Ameriflight

According to the operator's director of safety, during landing in gusty crosswind conditions, the multi-engine, turbine-powered airplane bounced. The airplane then touched down a second time left of the runway centerline. "Recognizing their position was too far left," the flight crew attempted a go-around. However, both engines were almost at idle and "took time to spool back up." Without the appropriate airspeed, the airplane continued to veer to the left. A gust under the right wing "drove" the left wing into the ground. The airplane continued across a grass field, the nose landing gear collapsed, and the airplane slid to a stop. The airplane sustained substantial damage to the fuselage and left wing. The director of safety reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. The automated weather observation system located at the accident airport reported that, about the time of the accident, the wind was from 110° at 21 knots, gusting to 35 knots. The pilot landed on runway 04. The Beechcraft airplane flight manual states the max demonstrated crosswind is 25 knots. Based on the stated wind conditions, the calculated crosswind component was 19 to 33 knots.

Ameriflight

The commercial pilot and copilot reported that, after a normal start and taxi, the airplane was cleared for takeoff. The pilot reported that he began the takeoff roll and, once the airplane reached 100 knots, he rotated the airplane. He added that the airplane immediately experienced an uncommanded right yaw and that the right rudder pedal was "at the floor." Both pilots applied pressure to the left rudder pedal; however, the pedal barely moved. The pilot then tried to manipulate the rudder trim; however, the airplane continued to yaw right. He then manipulated the throttle controls and landed the airplane on the left side of the runway. The airplane remained difficult to control, and subsequently, the left landing gear collapsed, and the airplane slid to a stop on its left side. Postaccident examination of the cockpit revealed that the rudder trim was fully trimmed to the nose right position. Examination of the rudder and rudder trim assembly revealed no anomalies that would have precluded normal operation. The reason for the unmanageable right yaw could not be determined.

SALSA d'Haïti - Services Aériens Latinoaméricains SA

While descending to Cap-Haïtien Airport, the crew encountered poor weather conditions with heavy rain falls. On approach, the twin engine aircraft crashed in a field located near Milot, about 12 km south of the airport. All three occupants were killed. Both pilots were citizens from Dominica and Mexico while the passenger was a Vietnamese citizen working for a local telecommunication company.

Skydive Portugal

The aircraft, a Beechcraft model BE-99, s/n U79, with French registration F-BTME, belonging to the operator “Avioarte Serviços Aéreos, Lda”, was involved all that day, 14th of August, 2009, flying locally, carrying parachutists for skydiving exercises, in the vicinity of Évora aerodrome (LPEV), working for the enterprise “Skydive”. With twelve full equipped parachutists and one pilot on board, the aircraft took-off on runway 01 at 18:47, intending to climb to an altitude of 13000ft (4000m), at which altitude the jumping would take place. When passing about 9500ft (2900m), left engine (#1) flame-out and respective propeller was automatically feathered. The pilot stop climb at around 10500ft (3200m), informed the parachutists that one engine had stopped and they should jump a little lower than it was expected, while he would proceed for landing at same aerodrome, with one engine inoperative. All parachutists left the aircraft, on sequence, but one, who, after being next to the exit, returned to the cockpit and remained on board, with the pilot. The aircraft started a dive, turning around the field, and the pilot contacted the tower on left base leg for runway 01, but said nothing about the inoperative engine or any assistance required. He was told to report on final, which he never did. He continued the approach for runway 01, with landing gear down and flaps at initial setting (13º), but keeping high speed. The aircraft made a low pass, over all runway length, without the wheels touching the ground. Once passing runway end it continued flying, the pilot increased power on right engine (#2) and the aircraft started deviating to the left, with wings levelled and without showing significant climb tendency. Observers, at the aerodrome, lost the sight of the aircraft for some moments and saw it reappearing close to Almeirim residential quarter (in the outskirts of Évora). One testimony, sited at the aerodrome, referred seeing the aircraft executing a sudden manoeuvre, like a left roll, pointing the wheels up to the sky. Moments later a collision sound was heard, the engine became silent and some flames and a black smoke cloud appeared. The aircraft collided with a residential building, in Maria Auxiliadora street, Almeirim residential quarter, sited about 1160m far from runway end, on track 330º. After the collision with the building, the aircraft fell to the ground, upside-down, a fire sparked immediately and the plane was engulfed by flames. Fire brigades from Évora, Viana do Alentejo, Montemor-o-Novo and Arraiolos arrived at the scene, promptly, but it took some time for the fire to be extinguished (after burning all aircraft fuel) and the burned bodies recovered from the wreckage.

Aerocord - Inversiones Aéreas Patagonia

Shortly after take off, while in initial climb, the pilot declared an emergency after the left engine cowling accidentally opened. He decided to return for an emergency landing and completed a turn. While on final, the pilot elected to maintain 200 feet but the aircraft stalled and crashed 1,500 metres short of runway 01. The aircraft was totally destroyed and all nine occupants were killed.

Freight Runners Express

A Beech 99 and a Cessna 402 were substantially damaged in a ground collision that occurred during night taxi operations at General Mitchell International Airport (MKE), Milwaukee, Wisconsin. Both pilots followed each of the controller's instructions to proceed to the same cargo ramp using intersecting taxiways after having landed. Neither controller had advised either pilot that other aircraft would be approaching the same taxiway intersection. Neither pilot reported seeing the other airplane approaching the taxiway intersection. The Cessna 402 landed on runway 25R and was instructed to taxi to the cargo ramp via Golf, Bravo, and Alpha taxiways. The Beech 99 landed on runway 25L. The taxi instructions given to the Beech 99 pilot were to turn right at taxiway A2 (high-speed taxiway), monitor ground on frequency 121.8, and taxi to the cargo ramp. The local controller reported he scanned taxiway A, the runway, and saw the Beech 99 clear of the runway. As the Beech 99 prepared to turn off taxiway A2 onto taxiway A, the Cessna 402 approached the taxiway A and taxiway A2 intersection. The Beech 99's right propeller impacted the Cessna 402's left wing tip fuel tank. The impact of the two airplanes resulted in a fire. Both of the pilots involved in the ground collision evacuated their respective airplanes. The FAA Order 7110.65, "Air Traffic Control," states that the absence of holding instructions authorizes an aircraft to cross all taxiways and runways that intersect the taxi route. FAA Order 7110.65, "Air Traffic Control," states that it is the procedure for controllers to instruct aircraft where to turn off the runway after landing and advise the aircraft to hold short of a runway or taxiway if required for traffic. Neither aircraft was issued hold short instructions. The Airport Surface Detection Equipment Model X (ASDEX), provided images of each airplane's movement leading up to the time of the ground collision. The ASDE-X replay showed the Beech 99 taxiing at 20 knots on taxiway A2 approaching the taxiway A intersection. The Cessna 402 was shown taxiing at 20 knots just short of the taxiway A and taxiway A2 intersection. Both pilots reported that they did not see the other airplane approaching the same intersection while taxiing. Title 14 Code of Federal Regulations Part 91 states that vigilance shall be maintained by each person operating an aircraft so as to "see and avoid" other aircraft.

Alpine Air

The airplane was on an instrument flight rules flight in night instrument meteorological conditions when the accident occurred. The airplane had been cleared for an ILS approach and the pilot elected to use a non-published procedure to intercept the final approach. After becoming established on the final approach, the airplane impacted the ground about 7 miles from the destination airport at an elevation approximately the same as the airport elevation. Flight inspections of the instrument approach performed prior to and subsequent to the accident revealed satisfactory performance of both the localizer and glideslope functions. The number one altimeter setting did not match the altimeter setting that was current at the time of the accident. Post accident examination of the altimeters revealed that the number one altimeter read 360 feet high. No determination was made as to whether the discrepancy existed prior to impact. However, the pilot did not report any pre-flight discrepancies with regard to the airplane's altimeters. No other anomalies were found or reported with regard to the airplane's structure or systems.

Ameriflight

The cargo flight collided with mountainous terrain in controlled flight while executing an instrument approach procedure. Two pilots were aboard; the company's training and check captain/pilot-in-command in the right seat, and a newly hired commercial pilot in left seat, who was in training for captain The flight had been cleared for the VOR or GPS-B approach via the 7 DME arc. According to the approach plate, the transition to the approach is via a DME arc at 9,000 feet with no procedure turn. The flight is to track inbound on the 127 degree radial, descending down to, but no lower than, 7,700 feet to the initial approach fix (IAF). After crossing the IAF, the flight is to turn to 097 degrees for 10 nautical miles and descend to 6,900 feet. The remainder of the 1.5 nautical miles to the runway is to be flown under visual conditions. Documentation of the accident site indicated that the aircraft collided with trees and subsequently the mountainous terrain on a heading of approximately 127 degrees and about 6,900 feet mean sea level. The initial impact point was located approximately nine nautical miles on a magnetic bearing of 130 degrees from the IAF. Documentation of the horizontal situation indicator (HSI) on the left side instrument panel indicated that the course arrow was positioned to approximately 127 degrees, the inbound heading to the IAF. The copilot (right side) course arrow was positioned to 115 degrees. The location of the wreckage and the 127 degree heading on the HSI indicate that the pilots failed to follow the approach procedure and turn to a heading of 097 degrees after crossing the IAF. Instrument meteorological conditions were reported in the area consisting of icing conditions, heavy snow fall, with poor visibility and mountain obscuration. No pre-impact mechanical malfunctions or failures were identified.

Alpine Air

While on the return leg of a non-scheduled 14 CFR Part 135 VFR cross-country flight, the airplane collided with mountainous terrain at approximately 9,100 feet above mean sea level. Prior to the accident, the pilot informed air traffic control that he was VFR and level at 8,500 feet MSL. Dark night conditions prevailed at the time of the accident. The aircraft crashed on the south-facing slope of the 9,100-foot mountain near the last recorded radar position. Wreckage and impact signatures at the crash site were indicative of high energy and shallow impact with the terrain. The investigation revealed no evidence of any aircraft mechanical problems.

Freight Runners Express

The airplane sustained substantial damage during a hard landing. The pilot stated, "On approach to rwy 8 at [Central Wisconsin Airport] I got high [and] right of course. When I broke out of clouds around 1000 [feet above ground level] I saw the runway, realizing I was high I pulled the power back [and] increased my rate of descent. I started to arrest my rate of descent [and] add power to keep my speed up. The engines didn't spool up in time resulting in a hard [landing]. I noticed the right wing was a little low taxing in so I thought maybe I blew a tire on landing. Not until I shut down [and] got out did I realize I hit the prop about an inch back [and] the engine nacelle dropped down several inches in front." The weather was: Wind 330 degrees at 8 knots; visibility 4 statute miles; present weather light snow; sky condition overcast 300 feet; temperature 1 degree C; dew point -1 degree C; altimeter 29.41 inches of mercury. The pilot reported that the flight did not have any mechanical malfunctions.

Transwest Air

The aircraft was on a scheduled flight from Saskatoon, Saskatchewan, to Prince Albert, Saskatchewan, with two pilots and four passengers on board. The aircraft was approximately 4000 feet above sea level when the crew selected the flaps for the approach to Prince Albert. A bang was heard from the rear of the fuselage. The aircraft commenced an uncommanded pitch-up to a near-vertical attitude, then stalled, nosed over, and began a spin to the left. The crew countered the spin but the aircraft continued to descend in a near-vertical dive. Through the application of full-up elevator and the manipulation of power settings, the pilots were able to bring the aircraft to a near-horizontal attitude. The crew extended the landing gear and issued a Mayday call, indicating that they were conducting a forced landing. The aircraft struck a knoll, tearing away the belly cargo pod and the landing gear. The aircraft bounced into the air and travelled approximately 180 metres, then contacted a barbed-wire fence and slid to a stop approximately 600 metres from the initial impact point. The crew and passengers suffered serious but non-life-threatening injuries. All of the occupants exited through the main cabin door at the rear of the aircraft. The accident occurred during daylight hours at 1802 central standard time.

Bohlke International Airways

On December 31, 1999, at about 1055 Atlantic standard time, a Beech 99A, N491BB, registered to Alberta Aircraft Leasing Inc., operated by Bohlke International Airways, as a 14 CFR Part 135 on-demand air taxi, experienced a collapse of the main landing gear on landing at St. Barthelemy, (TFFJ) French Antilles. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage. The airline transport-rated pilot, copilot, and seven passengers reported no injuries. The flight originated from St. Croix, (STX) Virgin Islands, about 55 minutes before the accident. The accident was initially reported to the NTSB on January 5, 2000, by the FBI. The pilot stated they departed STX at about 1000. They had to make a 360-degree turn upon arrival at TFFJ due to other arriving traffic. They completed the descent arrival checklist and turned an 8- mile final. At a 1 1/2-mile final the flaps were lowered to the full down position, the propellers were set at 2,000 rpm, airspeed 95 knots, and all three landing gear lights were illuminated. On touchdown the airplane yawed to the left. Right rudder and aileron was applied with negative results. Power was increased and the airplane continued to yaw to the left. The airplane went off the left side of the runway and ground looped, separating the right main landing gear. The airplane came to a complete stop on its fuselage with the nose gear extended. They returned to the airplane on January 3, 2000. The airplane was lifted with a forklift and the left main landing gear was observed in the retracted position. A commuter pilot informed them that he observed the landing on the day of the accident. He stated he observed the left main landing gear moving forward and backwards.

NightExpress Luftverkehrs

En route from Luton to Frankfurt, while on a night cargo service (flight EXT114), at an altitude of 11,000 feet, the crew declared an emergency after both engines failed almost simultaneously. The crew was cleared to divert to the nearest airport that was Liège-Bierset. After being cleared to descend to FL60, the crew contacted Brussels ATC and was vectored for an approach to runway 23L. Due to the critical situation, the crew requested a straight-in approach. While descending to the airport, the aircraft crashed in a wooded area located near Seraing, about nine km southeast of the airport. The aircraft was destroyed by impact forces and a post crash fire and both pilots were killed.

Ameriflight

The airline transport pilot was repositioning the Beech C99 turboprop cargo hauler on a 73-mile trip without cargo. The pilot had been flying this route for some time and this was his last trip before upgrading to a larger aircraft and route. He told friends that he would take pictures of the scenic parts of the route on his last trip. Three witnesses reported seeing the airplane flying west at low altitude. Two of the witnesses were local ranchers who saw the airplane enter the White Mountains near Trace Plumas Canyon about 7,000 to 8,000 feet msl. White Mountain is 14,246 feet, tapering off north to 13,559 feet and south to 11,285 feet msl. The airplane was reported missing and 2 days later located on White Mountain about 9,400 feet msl. The company flight planned route is 15 miles south of the accident site through Westgard Pass, about 7,291 feet msl. Examination of the low energy impact and the subsequent recovery inspection failed to reveal any mechanical issues.

Alpine Air

While flying a night visual approach, the co-pilot flared too high above the runway. As the aircraft floated down the runway, the speed decreased, and the pilot-in-command took control. Because he felt the aircraft was approaching a stall, he initiated a go-around. During the attempted go-around, the pilot-in-command found it necessary to keep both hands on the control wheel due to the fact that the aircraft had been trimmed to the full nose-up position during the landing flare. Even with both hands on the control wheel, the aircraft became very difficult to control. Although the co-pilot moved the throttles to maximum power and began retraction of the flaps, the pilot-in-command's remedial action had occurred too late to successfully execute the go-around. It was later discovered that during the operator's initial training, both crew members had been taught to apply full nose-up trim after crossing the runway threshold and reducing the power to idle. This action, which the operator eliminated from the landing sequence procedure after this accident, was inconsistent with the instructions in the Beech 99 Pilots Operating Manual.

Bearskin Airlines - Bearskin Lake Air Services

Bearskin Flight 310, a Beech 99, was inbound to Webequie Airport (YWP) on a scheduled passenger flight from Fort Hope Airport (YFH). The flight crew completed an approach to Webequie based on visual cues, GPS and ADF. The flight crew lowered the landing gear about three miles from the runway and set full flap on final approach. The captain reportedly initiated the flare at about 50 feet and the nose of the aircraft came up, but the descent was not arrested before the aircraft struck the runway. The aircraft's wings and tail reportedly had a small amount of residual ice at landing. Winds on the surface were northwest at five to ten knots but the winds aloft were reported to be easterly at up to 50 knots. Examination of the aircraft at the terminal building led the crew to call company maintenance for an inspection. Inspection of the aircraft revealed that the left wing spar was broken, the left wing skin was wrinkled and the left engine was drooping. There were no injuries reported.

Contact Air

On final approach to Fort Chipewayn Airport, the twin engine aircraft was unstable and rolling left and right. Upon landing, the right propeller struck the runway surface. The right engine partially torn off and the right wing was severely bent. The aircraft came to a halt few dozen metres further. All 14 occupants escaped uninjured.

Ameriflight

The pilot was on an IFR flight plan level at 10,000 feet msl in VFR conditions. The ATP rated pilot was the sole occupant, and there was no autopilot installed in the Beech C99 Airliner. About 10 minutes after a hand-off from Los Angeles center to Oakland center was acknowledged, radar contact was lost at 0239 hours. A review of the radar data revealed that over the last 4 minutes the airplane's altitude increased to 10,500 feet, then it started a left descending turn with a maximum diameter of about 2.1 nm. The last radar returns indicate the airplane continuing the left turn and descending through 5,600 feet msl, with a descent rate of about 18,000 feet per minute. There was no evidence of a mechanical malfunction of the aircraft, engines, or propellers.

GP-Express Airlines

The flight was a part 135 six-month proficiency check for the pilot in the left seat. Both pilots were check airmen for the commuter air carrier. The flight took off at 2343 after cessation of company revenue operations. The cockpit voice recorder recorded conversation of both pilots discussing aerobatics. The pilot in the left seat started to describe the performance of a prohibited maneuver (apparently a barrel roll). The recording ended before description of the maneuver was completed. The airplane impacted in a nose level attitude with the left wing slightly down. There was evidence the maneuver was performed at an altitude insufficient to assure recovery of the airplane. A filled out grade sheet for the flight being flown was found in the check airman's mailbox. Both pilots were killed.

GP-Express Airlines

This was the first day on duty in the southern region operation for both pilots. In addition, they had never flown together. During the flight, the flight crew lost awareness of their airplane's position, erroneously believed that the flight was receiving radar services from ATC, and commenced the approach from an excessive altitude and at a cruise airspeed without accomplishing the published procedure specified on the approach chart. The crew believed that the airplane was south of the airport, and turned toward the north to execute the ILS runway 05 approach. In actuality, the airplane had intercepted the back course localizer signal, and the airplane continued a controlled descent until it impacted terrain. The captain and two passengers were killed while the copilot and two other passengers were seriously injured.

Nature Island Express

The twin engine aircraft was engaged in a local training flight out from Roseau, carrying two pilots. After takeoff from Roseau-Canefield Airport, while in initial climb, the aircraft entered an uncontrolled descent and crashed in the sea 275 metres offshore. The aircraft was destroyed and both occupants were killed.

L'Express Airlines

The airplane crashed into houses while on an ILS approach to runway 05 at the Birmingham Airport. The weather briefing data that the captain received in Mobile was accurate, advising him to expect thunderstorms in the Birmingham area. Birmingham atis information whiskey and xray, mentioning thunderstorms, was also accurate, and the flight crew heard them, as well as information from the approach controller that the airport was experiencing thunderstorm activity. The captain and a passenger survived while 13 other occupants were killed. There were no injuries on the ground.

Frontier Air

At 2043 eastern daylight time (EDT), Frontier Air Flight 1602, C-GFAW, a Beechcraft C99 Airliner, took off from Timmins, Ontario, on a scheduled domestic flight to Moosonee, Ontario. The aircraft carried a two-pilot crew, two passengers, and approximately 60 pounds of freight and baggage. The flight proceeded, via airways, to Moosonee at 7,000 feet above sea level. At 2121 EDT, the flight was cleared for an approach at Moosonee with a temporary altitude restriction of 5,000 feet. The crew elected to fly the very high frequency omnidirectional range (VOR) runway 24 approach. At 2129 EDT, the crew reported on the 061° radial of the VOR at five nautical miles (nm) outbound. Shortly after intercepting the 061° radial inbound, the crew initiated a descent to the 440-foot minimum descent altitude (MDA). While in the descent, the aircraft broke through the lowest cloud layer at 900 feet asl, approximately 9.2 nm from the VOR. At this point, both pilots had the runway lights in sight, and the captain decided to change to a visual approach and proceed inbound at 700 feet asl. Shortly after advising the co-pilot of his intentions, the captain initiated the before-landing cockpit check and selected the landing gear lever to the DOWN position. Immediately thereafter, the aircraft struck trees and crashed seven miles east-northeast of the Moosonee Airport. One of the pilot was killed while three other occupants were injured.

Holmstroem Air

On final approach to Oskarshamn Airport following an uneventful flight from Stockholm-Arlanda Airport, the crew selected flaps down when the aircraft pitched up. The tail stalled then the aircraft rolled to the left, entered a dive and crashed 150 meters short of runway 19 and 75 meters to the left of its extended centerline. The aircraft was totally destroyed by impact forces and a post crash fire and all 16 occupants were killed.

Centennial Airlines

This part 135 IFR flight was inbound for landing at Laramie, Wyoming. During the en route and approach for landing portions of the flight the aircraft picked up a moderate to heavy load of ice. During the landing flare the aircraft stalled, hit the runway, bounced, veered off the runway, and struck a VASI lighting system. The left landing gear collapsed and the aircraft skidded to a stop. All nine occupants escaped uninjured while the aircraft was damaged beyond repair.

Henson Airlines

Henson Airlines flight 1517 was cleared for an instrument approach to the Shenandoah Valley Airport, Weyers Cave, Virginia, at 0959 on September 23, 1985, after a routine flight from Baltimore-Washington International Airport, Baltimore, Maryland. Instrument meteorological conditions prevailed at Shenandoah Valley Airport. there were 12 passengers and 2 crew members aboard the scheduled domestic passenger flight operating under 14 CFR 135. Radar service was terminated at 1003. The crew of flight 1517 subsequently contacted the Henson station agent and Shenandoah unicom. The last recorded radar return was at 1011, at which time the airplane was east of the localizer course at 2,700 feet mean sea level and on a magnetic track of about 075°. At 1014 the pilot said, '..we're showing a little west of course...' and at 1015 he asked if he was east of course. At 1017, the controller suggested a missed approach if the airplane was not established on the localizer course. There was no response from the crew of flight 1517 whose last recorded transmission was at 1016. The wreckage of flight 1517 was located about 1842 approximately six miles east of the airport. Both crew members and all 12 passengers were fatally injured.

Sunbird Airlines

Aircraft was on training flight for initial copilot qualification for commuter air carrier. Instructor and two trainees were on board. The aircraft departed Charlotte at about 2314 edt for the Hickory area for training. At about 0015 edt, it was reported that the crew visited the Hickory FSS. After departing Hickory, the aircraft climbed to 5,500 feet and remained generally between Charlotte. At about 0145 edt, radar data showed the aircraft to be in a steep descent and gaining speed. The aircraft collided with tree limbs, a utility pole and the ground in about 35° angle of descent in a residential area of Conover, NC. Investigation revealed a nose up trim, which was approximately 75% of the available up-trim (3.38° upnose). This is an abnormal setting; so the entire trim unit was retained and sent to the Talley Corp for detailed exam. The ram end fittings were sent to ga tech research for surface fracture analysis. The exam showed ductile overstress and no indication of pre-cracked condition. Pitch trim emergencies are a part of sunbirds c-99 training program (fit 1 & 2). All three occupants were killed.

Bar Harbor Airlines

Flight 1808 took off from Boston runway 04L at 21:30 for a flight to Auburn. Clearance was received of 7000 feet and to contact Portland Approach Control. Portland Approach cleared Flight 1808 at 21:58 for a runway 04 ILS approach. Three minutes later the controller noticed that Flight 1808 was east of course and asked if the it was receiving the Lewiston localizer. The captain replied that they hadn't and were given instructions to turn left heading 340. A left turn to 354° started and the aircraft passed Lewie Outer Marker (LOM) at 165 knots, 2,600 feet (30 knots too fast and 600 feet too high). At 22:02 the aircraft exited the left side of the localizer, still at a 354° heading. The crew then tried to capture the glide slope and enter the localizer again until it entered the left side of the localizer (22:04:08) and descended through the bottom boundary of the glide slope. At ca 22:04:16 the aircraft struck trees 4,007 feet short of the runway and 440 feet right of the extended centreline, continued 737 feet and struck level ground in nearly an inverted attitude. One of the passengers killed in the crash was American schoolgirl, peace activist and child actress Samantha Smith. She was returning to Auburn with her father after taking part to a TV movie in Boston.

Wings West Airlines

Wings West Airlines Flight 628, a commuter flight, departed Los Angeles for San Francisco, with scheduled en route stops at Santa Maria and San Luis Obispo. At 11:10, Flight 628 left the gate at San Luis Obispo. The weather at the time was essentially clear and the visibility was 15 miles. At 11:16, after taking off from runway 29, Flight 628 called the Los Angeles ARTCC and reported that it was climbing through 2,700 feet 'IFR to San Francisco.' At 11:17:23, the Los Angeles ARTCC’s radar controller cleared Flight 628 to the San Francisco airport, as filed, to climb and maintain 7,000 feet. At 11:17:38 the aircraft collided head-on with Rockwell Commander N112SM at 3,400 feet. This single-engined aircraft had departed Paso Robles Airport on a training flight with two pilots on board. Nll2SM was flying in visual meteorological conditions and under VFR in the vicinity of the San Luis Obispo Airport just before the collision.

Transport Aérien Transrégional - TAT

Crashed in unknown circumstances upon landing at Tours-Saint Symphorien Airport. There were no casualties while the aircraft was damaged beyond repair.

Cascade Airways

The aircraft crashed during an instrument approach in IMC at Spokane-Intl Airport. The aircraft hit a hill about 4.5 miles from the runway threshold at an elevation of 2,546 feet. The minimum descent altitude for the instrument approach procedure was 2,760 feet. Of the nine persons aboard flight 201, seven were killed and two were injured seriously. The instrument approach procedure the fiightcrew used required that a altitude of 3,500 feet be maintained until the aircraft passed the final approach fix, located 4,5 miles from the runway threshold. The aircraft impacted the ground near the location of the final approach fix, which was about 1,800 feet southeast of the Spokane VORTAC.

Compagnie Aérienne du Languedoc

On final approach to Paris-Orly Airport, the twin engine crash landed in a field, lost its undercarriage and came to rest on its belly. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.

Skystream Airlines

The pilot was completing a positioning flight to Chicago-Merrill C. Meigs Airport and while descending, he encountered poor weather conditions with low ceiling, fog and limited visibility. He lost control of the airplane that crashed into Lake Michigan. Few debris were found while the main wreckage was not recovered. Both occupants were presumed dead.

Air Alpes

Suffered an accident at Clermont-Ferrand-Aulnat Airport. There were no casualties.

Columbia Pacific Airlines

Columbia Pacific Airlines Flight 23, a Beech 99 (N199EA), was operated under the provisions of 14 CFR 135 as a regularly scheduled passenger flight from Richland to Seattle, Washington. The crew arrived at Richland at 1525 P.s.t. on Flight 18 from Seattle. When they arrived, N199EA was being inspected to fulfill the requirements of an Airworthiness Directive. The aircraft was not available to the crew for preflight inspection until 1630; Flight 23 was scheduled to depart at 1640. At 1628, the captain was briefed on weather by the Walla Walla, Washington, Flight Service Station (FSS), and he filed a dispatch release which contained aircraft weight and balance, route of flight, and weather information. About 1630, the aircraft was fueled and 600 lbs of baggage was loaded. About 1635, the first officer left the terminal building and connected the auxiliary power unit to the aircraft. He then inspected the aircraft and boarded; the captain boarded shortly thereafter. When the passenger boarding call was made, the captain left the aircraft to obtain magazines for the passengers. He was seen getting into his seat when the first passenger boarded. At 1646, the first officer contacted the Pasco Airport Traffic Control Tower, using Flight No. 29, and advised that they were taxiing and would request an instrument flight rules clearance to Seattle via Yakima, Washington, when airborne. The Pasco Control Tower received no further calls from Flight 23. The first officer informed operations on company frequency that they would be departing shortly and would relay their estimated time of arrival in Seattle when airborne. There were no further radio communications with the crew. The aircraft daily flight log for February 10 showed that the aircraft left the ramp at 1645 and took off at 1648. In general, witnesses described the aircraft's attitude at liftoff as normal and estimated the point of liftoff between 1,173 and 1,486 ft; however, immediately thereafter the aircraft began a steep climb at an angle of 20' to 45" to an altitude of 300 to 400 ft above the runway and then appeared to decelerate. The wings rocked or wobbled at the top of the climb, and the aircraft turned or yawed to the left. The nose dropped and the aircraft descended to the ground at a flightpath angle estimated to have been 45°. Fuel from ruptured fuel tanks caught fire after the aircraft hit the ground. Fire consumed the aircraft within 7 minutes. All 17 occupants were killed.

Bar Harbor Airlines

On approach to Bar Harbor-Hancock County Airport, the pilot encountered bad weather conditions with low ceiling, rain falls and fog. On final, the twin engine airplane struck a 220 feet high hill located about 3 miles short of runway. The aircraft was destroyed and the pilot was injured.

Command Airways

Just after liftoff from an ice/slush covered runway, the airplane shuddered then rolled left and right, causing the wings to drop. The airplane leveled, crash landed and came to rest in flames. All seven passengers and a pilot were evacuated to safety while a pilot was seriously injured.

Bayview Air Services

While descending to Slave Lake, the crew failed to realize his altitude was too low when the airplane crashed in a wooded area located 16 km from the airfield. All nine passengers were seriously injured while both pilots were killed. Photos: http://archaeologyblog.treetimeservices.ca/2016/11/02/photo-of-the-week-6/

Transport Aérien Transrégional - TAT

Shortly after takeoff from Nantes-Château Bougon Airport, while climbing, the captain informed ATC about the failure of the right engine that caught fire. The crew was cleared to return for an emergency landing when the airplane stalled and crashed in flames onto a railway track located near the airport. The aircraft was totally destroyed and all eight occupants have been killed.

Metro Airlines

Shortly after takeoff from Galveston-Scholes Field Airport, while in initial climb at an altitude of 400 feet, the airplane became unstable, lost height then crashed in a field past the south runway end. A pilot and five passengers were killed while six other occupants were seriously injured. The aircraft was destroyed by impact forces and a post crash fire.

Air South

While taxiing at Brunswick-Malcolm McKinnon Airport, a fie erupted on board and the crew immediately stopped the airplane. All four occupants escaped uninjured while the aircraft was destroyed by fire.

Air East

Following an uneventful flight from Pittsburgh-International Airport, the crew deliberately started the descent prematurely, causing the aircraft to approach below the minimum published altitude. While descending in marginal weather conditions, the twin engine airplane struck an ILS antenna and crashed few dozen yards short of runway 33 threshold. A pilot and four passengers were seriously injured while 12 other occupants were killed. The aircraft was destroyed. By reason of numerous violations, unsafe practices, policies, and coercing tactics, Air East has demonstrated that it does not possess the judgement, responsibility or compliance disposition required of a holder of an air taxi commercial operators certificate. Thus, the operator's AOC was revoked on March 7, 1974.

Avia-Taxi

The crew departed Paris-Le Bourget on a local post maintenance test flight. En route, technical problems forced the crew to attempt an emergency landing. The aircraft belly landed in a field and came to rest. While both occupants escaped uninjured, the aircraft was damaged beyond repair.

Monmouth Airlines

Monmouth Airlines Flight 98 departed Wilkes-Barre at 2253LT for a short IFR flight to Allentown. Allentown Approach Control cleared the flight for a VOR approach and instructed the pilot to report when it was 12 miles North of the Allentown VOR. At 2307LT, upon receiving the flight's position estimate, Allentown Approach Control cleared Monmouth 98 for a VOR approach to a landing on runway 06. Monmouth 98 was requested to report when inbound over the Allentown VOR. The airplane then collided with the ridge of Blue Mountain at an elevation of 1540 ft (470 m). The wreckage was found 11,3 miles north of Allentown-Bethlehem Easton Airport. Both pilots and two passengers were killed while four other passengers were injured. The aircraft was destroyed.

Rio Airways

On approach to Killeen Airport, the crew encountered marginale weather conditions with fog and ceiling. He was informed from ATC about a visibility below minima but the captain decided to continue the descent until the aircraft struck the ground short of runway and came to rest. The aircraft was damaged beyond repair and all 15 occupants were injured, nine of them seriously.