Convair CV-580

Conair Aviation

The aircraft was engaged in a fire fighting mission over the Fort McMurray area as 'Tanker 45'. Following an uneventful mission, the crew returned to Manning Airport. After landing on runway 25, the aircraft suffered directional control problems and veered off runway to the right. It collided with a drainage ditch, lost its nose gear and came to rest in a grassy area. The propeller separated from the right engine while the propeller on the left engine was bent. The fuselage broke in two just behind the cockpit area. Both pilots evacuated with minor injuries.

Nolinor Aviation

Following an uneventful flight from Winnipeg, the crew completed the landing on runway 02/20, a 1,876 metres long clay/gravel runway. During the landing roll, the nose gear collapsed. The aircraft slid on its nose for few dozen metres before coming to rest. All occupants evacuated safely and the aircraft was damaged beyond repair. At the time of the accident, the runway surface was irregular with potholes and water gouges due to the recent rains.

Nolinor Aviation

The crew was preparing the aircraft to perform a cargo flight to Calgary (flight NRL920). While taxiing, the aircraft went out of control, collided with a parked Ameriflight Piper PA-31 before coming to rest against a metallic fence. Both pilots were uninjured while the aircraft was damaged beyond repair.

Conair Aviation

Crew was fighting a forest fire near Siwash Road, about 15 km south of Lytton. The bombing run required crossing the edge of a ravine in the side of the Fraser River canyon before descending on the fire located in the ravine. About 22 minutes after departure, Tanker 448 approached the ravine and struck trees. An unanticipated retardant drop occurred coincident with the tree strikes. Seconds later, Tanker 448 entered a left-hand spin and collided with terrain. A post-impact explosion and fire consumed much of the wreckage. A signal was not received from the on-board emergency locator transmitter; nor was it recovered. Both crew members were fatally injured.

Air Tahoma

The accident flight was the first flight following maintenance that included flight control cable rigging. The flight was also intended to provide cockpit familiarization for the first officer and the pilot observer, and as a training flight for the first officer. About one minute after takeoff, the first officer contacted the tower and stated that they needed to return to land. The airplane impacted a cornfield about one mile southwest of the approach end of the runway, and 2 minutes 40 seconds after the initiation of the takeoff roll. The cockpit voice recorder (CVR) indicated that, during the flight, neither the captain nor the first officer called for the landing gear to be raised, the flaps to be retracted, or the power levers to be reduced from full power. From the time the first officer called "rotate" until the impact, the captain repeated the word "pull" about 27 times. When the observer pilot asked, "Come back on the trim?" the captain responded, "There's nothing anymore on the trim." The inspection of the airplane revealed that the elevator trim cables were rigged improperly, which resulted in the trim cables being reversed. As a result, when the pilot applied nose-up trim, the elevator trim system actually applied nose-down trim. The flight crew was briefed on the maintenance work that had been performed on the airplane; therefore, when the captain’s nose-up trim inputs were affecting his ability to control the airplane, at a minimum, he should have stopped making additional inputs and returned the airplane to the configuration it was in before the problem worsened. An examination of the maintenance instruction cards used to conduct the last inspection revealed that the inspector's block on numerous checks were not signed off by the Required Inspection Item (RII) inspector. The RII inspector did not sign the item that stated: "Connect elevator servo trim tab cables and rig in accordance with Allison Convair [maintenance manual]...” The item had been signed off by the mechanic, but not by the RII inspector. The card also contained a NOTE, which stated in bold type, "A complete inspection of all elevator controls must be accomplished and signed off by an RII qualified inspector and a logbook entry made to this effect." The RII inspector block was not signed off.

Saskatchewan Government Northern Air Operations

The aircraft was conducting stop-and-go landings on Runway 36 at the airport in La Ronge, Saskatchewan. On short final approach for the third landing, the aircraft developed a high sink rate, nearly striking the ground short of the runway. As the crew applied power to arrest the descent, the autofeather system feathered the left propeller and shut down the left engine. On touchdown, the aircraft bounced, the landing was rejected, and a go-around was attempted, but the aircraft did not attain the airspeed required to climb or maintain directional control. The aircraft subsequently entered a descending left-hand turn and crashed into a wooded area approximately one mile northwest of the airport. The first officer was killed and two other crew members sustained serious injuries. The aircraft sustained substantial damage. The accident occurred during daylight hours at 1245 central standard time.

LAC - Sky Congo

The aircraft departed Goma at 0930LT on a cargo flight to Amisi, carrying five passengers, three crew members and a load consisting of telecommunication equipments. On approach to Amisi Airport, the aircraft crashed in unknown circumstances, killing all eight occupants.

Bolivian Air Force - Fuerza Aérea Boliviana

Shortly after takeoff, while initial climb, the crew encountered engine problems and elected to make an emergency landing. The aircraft crash landed in a muddy field and came to rest, broken in two. 28 people were injured while 21 others escaped uninjured.

IFL Group

The 9,500-hour ATP-rated pilot was forced to secure the left engine during a maintenance test flight following the malfunction of the left propeller. The crew executed single-engine instrument landing system (ILS) approach to runway 13. During short final, the crew noticed that the alternator light was illuminated and the hydraulic pressure gauge indicated "0" pressure. The landing gear was already extended and the flaps were partially extended, so the crew elected to continue the approach to a full-stop landing. Upon landing, the pilot immediately turned on the direct current (DC) hydraulic pump. The pilot added that he then realized that he was unable to maintain directional control of the airplane due to the lack of nose wheel steering and the ineffective wheel brakes. As a result, the airplane continued to veer to the right and exited the runway. The airplane collided with the airport perimeter fence and continued down into a drainage ditch. The examination of the aircraft revealed that the hydraulic pump switch did not appear as if it had been turned on.

Air Freight NZ

On Friday 3 October 2003, Convair 580 ZK-KFU was scheduled for 2 regular return night freight flights from Christchurch to Palmerston North. The 2-pilot crew arrived at the operatorís base on Christchurch Aerodrome at about 1915 and together they checked load details, weather and notices for the flight. The flight, using the call sign Air Freight 642 (AF642), was to follow a standard route from Christchurch to Palmerston North via Cape Campbell non-directional beacon (NDB), Titahi Bay NDB, Paraparaumu NDB and Foxton reporting point. The pilots completed a pre-flight inspection of ZK-KFU and at 2017 the co-pilot (refer paragraph 1.10.4) called Christchurch Ground requesting a start clearance. The ground controller approved engine start and cleared AF 642 to Palmerston North at flight level 210 (FL 210) and issued a transponder code of 5331. The engines were started and the aircraft taxied for take-off on runway 20. At 2032 AF 642 started its take-off on schedule and tracked initially south towards Burnham NDB before turning right for Cape Campbell NDB, climbing to FL210. The flight progressed normally until crossing Cook Strait. After crossing Cape Campbell NDB, the crew changed to the Wellington Control frequency and at 2108 advised Wellington Control that AF 642 was at FL210, and requested to fly directly to Paraparaumu NDB. The change in routing was common industry practice and offered a shorter distance and flight time with no safety penalty. The Wellington controller approved the request and AF 642 tracked directly to Paraparaumu NDB. At 2113 the Wellington controller cleared AF 642 to descend initially to FL130 (13 000 feet (ft)). The co-pilot acknowledged the clearance. At 2122 the Wellington controller cleared AF 642 for further descent to 11 000 ft, and at 2125 instructed the crew to change to the Ohakea Control frequency. At 2125:14, after crossing Paraparaumu NDB, the co-pilot reported to Ohakea Control that AF 642 was in descent to 11 000 ft. The Ohakea controller responded 'Air Freight 642 Ohakea good evening, descend to 7000 ft. Leave Foxton heading 010, vectors [to] final VOR/DME 076 circling for 25. Palmerston weather Alfa, [QNH] 987.' At 2125:34 the co-pilot replied ìRoger down to 7000 and leaving Foxton heading 010 for 07 approach circling 25 and listening for Alfa. Air Freight 642. At 2125:44 the Ohakea controller replied 'Affirm, the Ohakea QNH 987.' The crew did not respond to this transmission. A short time later the controller saw the radar signature for AF 642 turn left and disappear from the screen. At 2126:17 the Ohakea controller attempted to contact AF 642 but there was no response from the crew. The controller telephoned Police and a search for AF 642 was started. Within an hour of the aircraft disappearing from the radar, some debris, later identified as coming from AF 642, was found washed ashore along Paraparaumu Beach. Later in the evening an aerial search by a Royal New Zealand Air Force helicopter using night vision devices and a sea search by local Coastguard vessels located further debris offshore. After an extensive underwater search lasting nearly a week, aircraft wreckage identified as being from ZK-KFU was located in an area about 4 km offshore from Peka Peka Beach, or about 10 km north of Paraparaumu. Police divers recovered the bodies of the 2 pilots on 11 October and 15 October.

Trans-Air-Link

The airline completed weight and balance and dispatch release forms for the initial flight showed an incorrect fuel load at the time the engines were started. The first officer performed a walk-around before the first flight leg which included checking the fuel tanks. A total of 460 gallons of fuel were added to the fuel tanks, and a delay loading cargo occurred. After both engines were started to begin the first flight, the engines remained operated for between 9-10 minutes before they were secured due to a radio problem. Maintenance personnel reracked the VHF radios, and again the engines were started where the airplane remained on the ramp 3-4 minutes before taxiing to the runway. The airplane remained at the runway hold short area for between 20 and 25 minutes before returning to the ramp due to a radio problem. The engines were secured, and a new VHF radio was purchased and installed. The company did not prepare new dispatch release, or weight and balance forms for the flight taking into account the additional fuel consumed with the engines operating. The engines were started, and the airplane was taxied to the runway and departed for the planned first leg. The airplane landed uneventfully at the destination airport where the cargo was offloaded. The first officer performed a walk-around which included checking the fuel tanks; 300 gallons of fuel were added to the fuel tanks (150 gallons in each side). The flight departed to return and when near the coastline, the flight was vectored to an airport other than the planned destination due to a issue with U.S. Customs. The flight landed uneventfully, and experienced a delay clearing customs. While on the ground before departure on the accident flight, the first officer reportedly performed a walk-around which included checking the fuel tanks with the captain looking on. The first officer reported that each fuel tank had approximately 1,100 pounds of fuel, and he and the captain both agreed before takeoff as to the quantity of fuel on-board as indicated by the magna-sticks. No fuel was purchased. Following starting of both engines for the accident flight, the first officer checked the fuel quantity gauges indications against the magna-sticks indications he observed; the fuel quantity gauges indicated approximately 200 pounds more. The flight departed, proceeded eastbound, and climbed to approximately 2,100 feet msl. During a right turn from a southeast to westerly heading, the right engine experienced a loss of horsepower which decreased from 900 to zero. The right engine was secured as a precaution, and priority handling to the destination airport was requested with air traffic control. The left engine horsepower remained the same (900) for a period of 31 seconds following the right engine horsepower decrease, then increased to 2,200, and remained at that value for 1 minute 13 seconds. The left engine horsepower then began to decrease and dropped to zero. The airplane was turned to the east, then turned to the south and ditched. The captain and first officer evacuated but remained with the airplane, and made it to shore where the first officer advised his wife that something was wrong with the fuel gauges. Following recovery of the airplane, pressure testing of the left fuel tank revealed no evidence of preimpact leakage. Pressure testing of the right fuel tank revealed slight leakage past the fuel cap. Boroscope examination of the engines, and functional test of each engine ignition system, fuel control units and fuel pumps revealed no evidence of preimpact failure or malfunction. Examination of the installed magna-sticks revealed no evidence of preimpact failure. The left fuel tank was drained and found to contain 2 gallons of Jet A fuel, while the right fuel tank was drained and found to contain approximately 540 gallons of salt water and 1/2 gallon of Jet A fuel. Fuel consumption calculations performed by FAA personnel revealed that at the time of engine start for the accident flight, the fuel tanks contained approximately 714 pounds of fuel. According to a representative of the engine manufacturer, the amount of fuel drained from the engine components post accident was consistent with, "low residual fuel."

Hydro-Québec - Service Transport Aérien

The Hydro-Québec Convair 340 (580), registration C-GFHH, serial number 109, with 18 passengers and 4 crew members on board, made an instrument flight rules flight from La Grande 3 to La Grande 4, Quebec. The aircraft touched down on the snow-covered runway at La Grande 4 approximately 800 feet beyond the runway threshold. Shortly after the nose wheel touched down and the pilot set the propellers to reverse pitch, the aircraft drifted to the right. Despite the attempts of the pilot flying (the captain) to correct, the aircraft continued its course and exited the south side of Runway 09 at approximately 50 knots. The aircraft travelled 350 feet over soft, rocky ground and came to rest about 120 feet outside the runway edge, about 2500 feet from the runway threshold. The flight crew followed the procedure to shut down the engines, but the left engine would not stop. On the captain's order, the first officer went into the passenger cabin and ordered an evacuation. All passengers exited the aircraft via the window emergency exits over the right wing. The left engine eventually shut down on its own after about 15 minutes. Five persons sustained minor injuries. The aircraft sustained substantial damage but did not catch fire.

Compagnie Africaine d'Aviation

After takeoff from Tshikapa Airport, while in initial climb, both engines failed simultaneously. The aircraft stalled and crash landed in a field past the runway end and came to rest. All three crew members escaped with minor injuries while the aircraft was damaged beyond repair.

Compagnie Africaine d'Aviation

During the takeoff roll, the captain heard a noise and suspected a technical problem so he decided to abandon the takeoff procedure. Unable to stop within the remaining distance, the aircraft overran and struck an embankment. All 14 occupants escaped uninjured while the aircraft was damaged beyond repair. It was reported that the crew initiated the takeoff in an up-slope configuration while the takeoffs at Tshikapa Airport are normally completed in a down-slope configuration. The runway is 1,000 metres long.

Swiftair

The crew was completing a local training mission at Vitoria Airport. In good weather conditions, the crew was approaching the airport in a flapless configuration when an alarm sounded in the cockpit. The crew turned off the circuit breaker so the alarm stopped. The aircraft landed on its belly and slid for few dozen metres before coming to rest. All four occupants escaped uninjured and the aircraft was damaged beyond repair.

SEC Colombia - Servicio Especializado de Carga Aérea

The aircraft had been stolen in December 1992 and was later found abandoned at Espinal Airfield. SEC Colombia bought it and completed an in-site C1 check before transferring it to Bogotá-El Dorado Airport. While taking off from runway 26 ( gravel strip of 1,010 metres long), the aircraft deviated to the left and failed to lift off. It overran, crossed a road and came to rest 275 metres further, bursting into flames. All four crew members were able to escape and were uninjured while the aircraft was destroyed by fire.

CanAir Cargo

The airplane was cruising in night instrument meteorological conditions when it entered a left turn and exceeded the design airframe limits. The airplane broke up in the descent due to aerodynamic forces and was destroyed. The outboard wing panels had failed downward and center wing section separated from the fuselage. The horizontal stabilizer and elevators had failed down and aft. The captain was found out of the cockpit with no evidence of him being in the seat at impact a human factors study found the aircraft's last minute of flight matched a profile of a pilot experiencing spatial disorientation. Both pilots were killed.

Air Freight NZ

Flight Air Freight 1 was a scheduled night freight flight between Palmerston North, Auckland and Christchurch. The crew consisted of a training captain and two new co-pilots who were to fly alternate legs as co-pilot and observer. The co-pilot’s ADI of the Convair CV-580 in question had a known intermittent defect, but had been retained in service. The aircraft’s MEL however did not permit this flight to be undertaken with an unserviceable ADI. The aircraft nevertheless departed Palmerston North and arrived at Auckland at about 20:30. It was unloaded and reloaded with 11 pallets of cargo. On the next leg, to Christchurch, the handling pilot was to be the other co-pilot. Although she had completed her type rating on the Convair 580 this was her first line flight as a crew member. The flight was cleared to taxi to runway 23 for departure. Takeoff was commenced at 21:59. The aircraft climbed to a height of approx. 400 feet when it pitched down. It entered a gradual descent until it contacted the ground 387 m beyond the end of runway 23 and 91 m left of the extended centreline. The aircraft then crashed and broke up in the tidal waters of Manukau Harbour. The aircraft disintegrated on impact and all three crew members were killed.

Aspen Airways

During flight, crew shut down the right engine when warning light for gearbox oil pressure illuminated and pressure was noted below minimum limit of 130 psi. Shortly after securing right engine, left engine lost power (fuel tank shutoff valve switch and fuel crossfeed valve switch were located near each other). Attempts to restart left engine were unsuccessful. With lack of alternative current electrical power, captain could not unfeather right engine for restart. During emergency landing, aircraft was damaged on uneven terrain. Operational check of right engine (at ground level) revealed no malfunction that would have prevented normal operation. Examination of left engine revealed turbine section had overheated and turbine blades had severe heat damage. Captain said that when he tried to restart left engine, fuel valves were in normal position and power lever was 1' above idle. He recalled an engine rpm of 8000, but didn't recall if he had used feather button to reduce rpm to 3000 (as directed by checklist). He verified fuel switches were 'on' and he tried to crossfeed fuel (in event of blockage). Cross feeding of fuel was not part of restart procedure. Flight manual cautioned about importance of reducing power to flight idle, to decrease fuel flow to engine and minimize possible overheating.

Aspen Airways

After making an IFR approach, the pilot made a go-around because he was blinded by the reflection of the landing/taxi lights against the falling snow. The pilot landed the aircraft after the second approach. The pilot said he sensed the aircraft drifting to the left and he tried to correct, but it collided with a snow bank. The investigation disclosed no evidence of aircraft hydroplaning or skidding. Airport management elected to delay plowing the runway for fear of it freezing over. Passengers claimed there was 2-3 inches of snow on top of a 3/4- inch layer of slush. Further investigation revealed that the runway lights were of various intensities because some unapproved light bulbs of different amperage were used. The runway was not equipped with centerline lighting. The painted white centerline stripe was covered by snow and slush.

AVENSA - Aerovias Venezolanas

After takeoff from Cabimas-Oro Negro Airport runway 06, the aircraft encountered difficulties to gain height. The tail struck a hill located 500 meters past the runway end and the aircraft crashed in a wooded area located one km further. Both pilots were killed while 11 other occupants were injured.

North Central Airlines

Just after takeoff from runway 17, while in initial climb, the left engine suffered a bird strike (sparrowhawk). The autofeather system activated and the airplane flew for 79 seconds when it banked left and crashed in a corn field. Three passengers were seriously injured while 40 other occupants were unhurt. the aircraft was damaged beyond repair.

AVENSA - Aerovias Venezolanas

Crashed upon landing for unknown reasons. All 34 occupants escaped uninjured and the aircraft was damaged beyond repair.

North Central Airlines

The airplane was on its way from Green Bay to Oshkosh, flying at an altitude of 2,500 feet in relative good weather conditions when it collided with an Air Wisconsin De Havilland DHC-6 Twin Otter 200 registered N4043B. En route from Sheboygan to Appleton with six passengers and two pilots on board, the Twin Otter was descending to Appleton Airport. At the time of the accident, both airplanes were flying under VFR in an uncontrolled airspace. Following the collision, both aircraft crashed into Lake Winnebago, some five miles southeast of Appleton Airport. Debris were found floating on water, both airplanes were totally destroyed and all 13 occupants were killed.

Allegheny Airlines

The aircraft was performing a flight from Pittsburgh to Cincinnati with an intermediate stop in Parkersburg. Upon landing at Parkersburg Airport, West Virginia, the crew encountered technical problems with the right main gear. The captain increased engine power and decided to return to Pittsburgh-Greater Pittsburgh Airport for a safe landing. Upon touchdown on runway 28R, as the wheels were missing on the right main gear, the airplane deviated from the centerline to the right when the left main gear collapsed as well. The airplane came to rest and was damaged beyond repair while all 53 occupants escaped uninjured.

Allegheny Airlines

During a non precision approach to New Haven-Tweed Airport, the crew encountered poor weather conditions with rain falls. On final, the pilot-in-command passed below the glide slope and continued the approach until the airplane struck cottages and crashed in flames 4,890 feet short of runway 02. Three occupants survived while 28 others were killed.

Allegheny Airlines

Allegheny Airlines Flight 737 was a scheduled passenger flight from Washington, DC, to Detroit, MI, with en route stops at Harrisburg, Bradford, and Erie, PA. The flight was uneventful until it arrived in the Bradford area, about 20:22. About 20:23, Erie Approach Control asked flight 737 to report their distance to the airport: "Allegheny seven thirty seven, what are you showing DME from Bradford?". Upon which the crew replied, "Fifteen". Erie Approach Control then instructed, "... descend and cruise four thousand via Victor thirty three and cleared for the VOR thirty two (runway 32) approach to the Bradford Airport, report leaving six and Bradford's current weather sky partially obscured, measured ceiling eight hundred overcast, visibility one and one half and light snow showers, wind one seventy degrees at ten (knots) Bradford altimeter twenty nine point four nine." At ten miles from the airport Flight 737 asked for clearance to make its instrument approach to runway 14 instead of runway 32. The Bradford FSS Specialist obtained approval for this change from Erie Approach Control and so advised the flight. At 20:31 the flight reported completing the procedure turn inbound. The Convair clipped treetops 4,7nm short of the airport and cut a swath through trees bordering a fairway of the Pine Acres Golf Course. The aircraft came to rest inverted. Both pilots and 9 passengers were killed while 17 other occupants were injured. The aircraft was destroyed.

North Central Airlines

On final approach by night to Chicago-O'Hare Airport, at an altitude of 200 feet, the captain decided to make a go-around when the airplane lors height, struck the ground then crashed inverted onto a hangar. Three crew members, 24 passengers and one people on the ground were killed while 18 other were injured.

Allegheny Airlines

Allegheny Airlines Flight 736 departed Detroit, MI for a flight to Washington, DC with intermediate stops at Erie, Bradford and Harrisburg, PA. The Convair CV-580 took off from Erie at 19:46. At 20:06 Flight 736 reported over the VOR outbound at the beginning of the instrument approach procedure. Erie Approach Control then told the crew to contact the Bradford Flight Service Station (FSS). At 20:08:47 the flight reported that they were doing the procedure turn inbound for runway 32 and Bradford FSS told them wind was 290 degrees at 15 knots. The Convair descended in light snow showers until the aircraft contacted trees along terrain which had an average upslope of 1.5deg some 2,5 NM short of the runway. The airplane cut a swath through the trees and impacted the ground at a point 800 feet from the initial tree contact. The fuselage came to rest inverted.

Tex Johnson Inc.

Following an uneventful training flight in the region of Santa Barbara Airport, the aircraft belly landed, slid for few dozen yards and came to rest on the runway. All four occupants escaped uninjured while the aircraft was damaged beyond repair.

Union Oil Company of California

While approaching Midland Airport, during the last segment, the airplane rolled left and right then lost height and struck the runway 10 surface. On impact, the undercarriage were sheared off and the airplane slid for several yards before coming to rest. All four occupants were uninjured while the aircraft was damaged beyond repair. A layer of 0,6 to 3 inches of ice was found on the upper wing surfaces.