De Havilland DHC-7 (Dash-7)

United States Army

The aircraft was complering a survey mission on behalf of the US Ministry of Defense. For unknown reasons, the four engine airplane landed hard at Pyongtaek-Desiderio AAF (Camp Humphreys), causing the right main gear to collapse. The right wing fell on the ground and the aircraft slid for few dozen metres before coming to rest. All occupants evacuated safely and the aircraft was damaged beyond repair.

Asian Spirit

The four engine aircraft departed Manila-Ninoy Aquino Airport at 1536LT on a schedule flight to Caticlan with 45 passengers and four crew members. On approach to Caticlan, the crew encountered technical problems with the hydraulic system and could not lowered the right main gear that remained stuck in its wheel well. The captain decided to return to Manila and followed a holding pattern to burn fuel. After touchdown on runway 24, the aircraft went out of control, veered off runway to the right and came to rest in a grassy area. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.

Skyline Air

For unknown reasons, the four engine aircraft belly landed at Port Harcourt Airport and was damaged beyond repair. All 15 occupants escaped uninjured while the aircraft was damaged beyond repair. It is unknown if the mishap was the consequence of a technical issue or crew error.

United States Army

The crew (five US citizens and two Colombians) departed Apiay AFB near Villavicencio at 0230LT on an anti-narcotic control flight over the southern part of Colombia and along the border with Ecuador. About an hour into the flight, while cruising at an altitude of 7,000 feet in limited visibility, the four engine aircraft struck the slope of Mt Patascoy de Santa Lucía (3,923 meters high) located about 35 km southeast of San Juan de Pasto. The wreckage was found five days later at an altitude of 2,100 metres. The aircraft was destroyed and all seven occupants were killed.

DNK Aviation Services

Prior to the flight the commander had filed a flight plan which indicated that after take off the aircraft would transit from Guernsey to the Berry Head VOR at FL 100. It was then planned to manoeuvre in the Plymouth area whilst conducting a performance related test flight. The commander called for start clearance at 0902 hrs and, after a short taxi, the aircraft was cleared for take off at 0918 hrs. After take off Guernsey ATC handed the aircraft over to the London Air Traffic Control Centre (LATCC) at 0930 hrs. As the aircraft approached Berry Head at FL 100 the commander requested FL 60. The aircraft was cleared for this descent and then handed over to Exeter ATC at 0943 hrs. Exeter ATC confirmed the aircraft requirements for a block of airspace between FL 60 and FL 100 and offered a radar advisory service. The aircraft was then vectored onto a northerly heading to keep it clear of departures from Plymouth Airport. As the aircraft approached FL 60 the commander requested further descent to FL 50, which was approved. The air traffic controller at Exeter then noticed that the altitude readout from the aircraft radar transponder indicated FL 47. He called the aircraft to confirm the local sector safe level of 3,500 feet but received no reply; this call was timed at 0947 hrs. From FDR timings the crew would not have heard this call. At the same time the transponder information disappeared from the radar screen and the primary radar return was no longer visible. The controller made repeated calls to the aircraft but received no reply. He arranged for LATCC to inform the Distress and Diversion cell whilst he notified the local emergency services. A large number of eye witnesses saw the aircraft in its final descent before impacting the ground; twenty two of these witnesses were interviewed. All agreed that the sky was clear and bright with only a few of them describing small amounts of light cumulus clouds. No one saw any other aircraft in the area and all were certain that there was no smoke or fire issuing from the aircraft or its engines whilst it was in the air. Most witnesses described the aircraft in a spin or a spiral descent, generally to the left, although some described the motion as like a falling leaf. Four witnesses, who all had a clear view of the aircraft throughout, described the aircraft completing a two or three turn spin/spiral to the left. Those witnesses who were in a position to hear clearly the sound of the engines confirmed that the engines were making a loud noise as if at a high power setting. The impact with the ground was followed immediately by a post crash fire. Both pilots were killed.

Wideroe - Wideroe's Flyveselskap

Widerøe flight 710 took off from Trondheim (TRD), Norway, at 19:23 local time on a domestic light to Namsos (OSY), Brønnøysund (BNN), Sandnessjøen (SSJ) and Bodø Airport (BOO). The flight to Namsos was uneventful. The aircraft took off from Namsos at 20:07 and contacted Trondheim ACC six minutes later, stating that they were climbing from FL70 to FL90. At 20:20 the crew began their descent for Brønnøysund and switched frequencies to Brønnøysund AFIS. Weather reported at Brønnøysund was: wind 220°/05 kts, visibility 9 km, 3/8 stratus at 600 feet and 6/8 at 1000 feet, temperature +6 C, QNH 1022 MB. The crew executed a VOR/DME approach to Brønnøysund's runway 04, followed by a circle for landing on runway 22. The crew left the prescribed altitude 4 NM early. The aircraft descended until it flew into the Torghatten hillside at 560 feet. A retired police officer reported in July 2013 that a passenger had taken a mobile phone on board. The police officer disembarked the plane at Namsos, a stop-over and reported that the passenger with the mobile phone was seated in the cockpits jump-seat. After the accident, he reported this fact to the Joint Rescue Coordination Centre (JRCC). After reading the investigation report during the 25th anniversary of the accident, he noticed that there was no mention of the mobile phone. NMT 450 network-based mobiles at the time were fitted with a 15-watt transmitter and a powerful battery which could lead to disruption in electronic equipment. The Norwegian AIB conducted an investigation to determine if electronic interference from the mobile phone might have affected the flight instruments. The AIB concluded that there was no evidence to support the theory that there was any kind of interference.

Alyemda Yemen Airlines

On approach, at a distance of 17 km, the pilot reported his position and had the runway in sight. Wind was from 240 at five knots. Weather was good. On short final, he reported to ATC and was cleared to land when the airplane went out of control and plunged into the sea about 2 km from the runway threshold. 26 occupants were rescued while 23 others were killed, among them both pilots.