Douglas DC-3

Aliansa Colombia - Aerolíneas Andinas

The twin engine aircraft departed Villavicencio-La Vanguardia Airport in the early morning on a local training mission. In unknown circumstances, the aircraft impacted trees and crashed in a wooded and hilly terrain located in the region of Restrepo. All three crew members were killed.

Atlantic Air Cargo

On the 18th October 2019, at approximately 4:30 PM local time, a Douglas DC-3C aircraft, registration N437GB crashed in the ocean; at coordinates 25°05.55N 077°30.29W, approximately 2.87miles from Runway 14 at the Lynden Pindling International Airport (MYNN) Nassau, Bahamas. There were 2 souls on board. The pilot reported that the left engine failed approximately 25-30 nautical miles from MYNN. The pilot further stated that during single engine operation, the aircraft performance was not optimal so the decision was made to land the aircraft in the ocean. The Air Traffic Control tower was notified by the crew of N437GB, that they will be performing a control water landing. The Royal Bahamas Defense Force was notified. Rescue efforts were then put into place. No injuries were received by the occupants of the aircraft. Aircraft could not be located for physical analysis to be carried out. The weather at the time of the accident was visual meteorological conditions and not a factor in this accident. A limited scope investigation was conducted, no safety message or recommendations were issued.

Laser Aéreo

The twin engine airplane departed San José del Guaviare on a charter flight to Villavicencio, carrying 11 passengers and three crew members. While cruising at an altitude of 8,500 feet in good weather conditions, the left engine failed due to an important fuel leak. The crew elected to secure the engine but was unable to feather the propeller. The airplane lost speed and height, and while attempting an emergency landing, the crew lost control of the airplane that stalled and crashed in a palm plantation, bursting into flames. The aircraft was totally destroyed by a post crash fire and all 14 occupants were killed.

Priority Air Charter

The two pilots departed in a turbine powered DC-3C at maximum gross weight for a repositioning flight. The airplane was part of a test program for new, higher horsepower engine installation. Soon after liftoff and about 3 seconds after decision speed (V1), the left engine lost total power. The propeller began to auto-feather but stopped feathering about 3 seconds after the power loss. The airplane yawed and banked to the left, descended, and impacted terrain. Recorded engine data indicated the power loss was due to an engine flameout; however, examination of the engine did not determine a reason for the flameout or the auto-feather system interruption. While it is plausible that an air pocket developed in the fuel system during the refueling just before the flight, this scenario was not able to be tested or confirmed. It is possible that the auto-feather system interruption would have occurred if the left power lever was manually retarded during the auto-feather sequence. The power loss and auto-feather system interruption occurred during a critical, time-sensitive phase of flight since the airplane was at low altitude and below minimum controllable airspeed (Vmc). The acutely transitional phase of flight would have challenged the pilots' ability to manually feather the propeller quickly and accurately. The time available for the crew to respond to the unexpected event was likely less than needed to recognize the problem and take this necessary action – even as an immediate action checklist/memory item.

Air Colombia

The aircraft departed Inírida on a humanitarian flight to San Felipe, carrying nine passengers, three crew members and various goods and equipment dedicated to the victims of the recent floods. Following an uneventful flight, the crew landed on runway 18. After touchdown, the aircraft deviated to the left. It pivoted to the left, lost its left main gear and the left propeller and came to a halt on the runway edge. All 12 occupants were rescued, among them one passenger was slightly injured. The aircraft was damaged beyond repair.

Arall Colombia - Aerolineas Llaneras

Shortly after takeoff from Puerto Gaitán Airport Runway 04, while on a cargo flight to Villavicencio, the left engine exploded and caught fire. As the aircraft was losing speed and height, the crew attempted an emergency landing when the aircraft crash landed in an open field located 2,6 km southwest from the airport, bursting into flames. All three crew members escaped with minor injuries and the aircraft was destroyed by a post crash fire.

Aliansa Colombia - Aerolíneas Andinas

The aircraft departed Villavicencio on a cargo flight to Florencia, carrying three passengers, two pilots and a load consisting of 2,540 kg of various goods. While cruising under VFR mode at an altitude of 6,500 feet, weather conditions worsened and the crew attempted to modify his route when the aircraft impacted ground and crashed in a wooded and mountainous area located some 45 km north of San Vincente del Caguán, near Uribe. The aircraft was destroyed by impact forces and all five occupants were killed.

Buffalo Airways

On 19 August 2013, a Buffalo Airways Ltd. Douglas DC-3C (registration C-GWIR, serial number 9371) was operating as a scheduled passenger flight from Yellowknife, Northwest Territories, to Hay River, Northwest Territories. After lift-off from Runway 16 at 1708 Mountain Daylight Time, there was a fire in the right engine. The crew performed an emergency engine shutdown and made a low-altitude right turn towards Runway 10. The aircraft struck a stand of trees southwest of the threshold of Runway 10 and touched down south of the runway with the landing gear retracted. An aircraft evacuation was accomplished and there were no injuries to the 3 crew members or the 21 passengers. There was no post-impact fire and the 406 MHz emergency locator transmitter did not activate.

Air Service Berlin

The aircraft departed Berlin-Schönefeld Airport on a local 35-minute sightseeing flight over Berlin with 25 passengers and three crew members on board. Shortly after takeoff, while in initial climb, the pilots encountered technical problems with the right engine and elected to make an emergency landing. The aircraft struck the airport boundary fence then crash landed on its belly with its right wing partially torn off. All 28 occupants escaped uninjured while the aircraft was damaged beyond repair.

Victoria Air - Philippines

On October 17, 2009at about 12:04 pm, RP-C550 a DC-3type of aircraft took off from Manila Domestic airport bound for Puerto Princesa, Palawan. Approximately 5 mins after airborne, the Pilot-in-Command (PIC) informed Manila Tower that they were turning back due to technical problem. The PIC was asked by the air controller whether he was declaring an “emergency” and the response was negative. The PIC was directed to proceed South Mall and wait for further instruction (a standard procedures for VFR arrivals for runway 13). At South Mall, RP-C550 was cleared to cross the end of runway 06, still without declaring an emergency. The tower controller sensed that something was wrong with the aircraft due to its very low altitude, immediately granted clearance to land runway 06. However, the aircraft was not able to make it to runway 06. At about 12:14, RP-C550 crashed at an abandoned warehouse in Villa Fidela Subd., Brgy. Elias Aldana Las Piñas City about 4 kms. from the threshold of runway 06. As a result, the aircraft was totally destroyed and all aboard suffered fatal injuries due to impact and post crash fire.

Four Star Air Cargo

During taxi to a runway, the instrument panel and cockpit floor erupted in flames. Examination of the wreckage revealed that the majority of the wires contained inside the main junction box had very little damage except for two wires that had insulation missing. The damage appeared to be associated with the routing of the two wires. Both wires were connected to the battery relay and ran through wires in and around the exposed terminal studs. Heat damage was noted on the insulation of wires and other components that were in contact with the exposed wires. The wires ran from the battery relay to the forward section of the cockpit, where the fire started. Due to the fire damage that consumed the cockpit, the examination was unable to determine what system the wires were associated with. Further examination revealed that the fuel pressure was a direct indicating system. Fuel traveled directly to the instruments in the cockpit via rigid aluminum lines routed on the right lower side of the fuselage, where more severe fire damage was noted. Review of maintenance records did not reveal any evidence of the fuel pressure indicating system lines and hoses having ever been replaced; however, they were only required to be replaced on an as-needed basis. The electrical system, instrument lines, and hoses through the nose compartment were required to be inspected on a Phase D inspection; the airplane's last Phase D inspection was completed about 9 months prior to the accident and the airplane had accrued 313.1 hours of operation since that inspection.

National Test Pilot School

During the takeoff roll, the airplane began to drift to the right. Despite the certified flight instructor's and student's attempts, they were unable to stop the yaw and drift. As the airplane was about to depart the runway, the pilots did not reduce the throttles or apply brakes as they felt that it would be safer to attempt to get airborne. After departing the runway surface, the airplane collided with a series of berms, which sheared off the left landing gear and left engine. The right landing gear collapsed, and the airplane came to rest in a nose down attitude. Post accident e examination revealed that the student pilot had inadvertently set the rudder trim to the full right position when he adjusted the rudder pedals during the prestart checks. The rudder trim was in the full right position for the takeoff, and found in the same position upon post accident inspection.

TolAir Services

The captain stated that the accident flight was a return flight to San Juan, Puerto Rico, after delivering U.S. Mail. The airplane was empty of cargo at the time of the accident. The first officer was flying the airplane. The takeoff roll and rotation at 84 knots was uneventful until about 100 feet above the ground when the gear was called out to be retracted. At that time, the left engine's rpm dropped from 2,700 to 1,000. He communicated to the first officer that he would be assuming control of the airplane. He then proceeded with verifying that the left engine had failed. Once confirmed, he proceeded with the failed engine check list and feathering the propeller. They advised air traffic control (ATC) of the situation and informed them that they were returning to land. The airplane would not maintain altitude and the airspeed dropped to about 75 knots. The captain stated that he knew the airplane would not make it back to the airport. Instructions were given to the two passengers to don their life vests and prepared for a ditching. The captain elected to perform a controlled flight into the water. All onboard managed to exit the airplane through the cockpit overhead escape hatch onto the life raft as the airplane remained afloat. About ten minutes later the airplane sank nose first straight down. The airplane came to rest at the bottom of the ocean, in about 100 feet of water. The airplane was not recovered. Underwater photos provided by the operator showed the nose and cockpit area caved in, the left engine's propeller was in the feathered position, and the right engine's propeller was in a low pitch position.

Air Pony Express

The crew stated the airplane was hire by a private individual and had 220 gallons of fuel onboard, and was carrying 6 pieces of granite, weighing 3,200 lbs. The passenger was responsible for the granite during the flight. During takeoff, about 400 feet above the ground, a discrepancy with the left engine manifold pressure was noted, followed by a slight hesitation and mild backfire. Oil was seen leaking from the front nose section of the engine followed by an engine manifold pressure and rpm decrease. Smoke coming from the left engine was observed and reported by the airport controllers. The left engine's propeller failed to feather and the airplane wouldn't maintain altitude. The airplane impacted trees, vehicles, and the right wing struck a home before coming to a stop on the road. A fire ensued immediately after ground impact, all onboard exited without assistance. The fuselage from the cockpit to the tail section melted from the fire. The right wing was damaged by impact and fire, and the right engine remained intact on the wing. The left wing was separated 12 feet from the outboard and the engine separated from the firewall. Both engine's propellers were in the low pitch position. The flaps were full up and the landing gear were retracted. A weight and balance sheet was never furnished. The pieces of granite and limited cargo recovered from the wreckage weighed 3,140 lb. Examination of the airplane revealed all flight controls surface were present and flight control continuity was accounted for and established. No evidence of any pre-impact mechanical discrepancies with the airframe or its systems was found that wound have prevented normal operation of airplane. On December 09, 2004, the left engine's nose section assembly was found with six out of the ten retaining bolts broken. The section was inspected and all ten bolts were replaced with serviceable ones. The assembly of the dose dome section and installation to the engine was performed by the repair station mechanic. The remaining assembling of the engine was completed by the operator's mechanic/pilot. During the left engine post accident examination, the ten bolts securing the nose dome section flange to the stationary reduction gear were fractured with their respective safety wire still intact. The chamber for the propeller feathering oil system was not secured to the plate sections, producing a bypass of the oil for the propeller feathering process. Metal flakes and pieces were observed deposited in the oil breather screen, consistent with the master rod bearing in an advance stage of deterioration. The silver plated master rod bearing had a catastrophic failure. Silver like metal flakes and particles were observed throughout the nose section, reduction gear section, main oil screen, and oil filter housing of the engine. An indication of propeller shaft housing movement was evident. Metal flakes with carbon build up were observed in the propeller shaft support and sleeve assembly. A metallurgical examination of the ten bolts securing the nose dome assembly indicated all were fractured though the threaded section of the shanks. The fatigue zones propagated from the opposite sides toward the center of the bolts consistent with reversed bending of the bolt.

Transportes Aéreos del Ariari - TARI

The aircraft, chartered by the Colombian Army, was completing a special flight from Miraflores to Villavicencio with an intermediate stop in San José del Guaviare, carrying three crew members and a certain number of soldiers (around 25 but the exact number could not be confirmed). Shortly after takeoff from runway 20, while in initial climb, the left engine caught fire. The crew elected to return for an emergency landing and initiated a right turn when smoke entered the cabin. Shortly later, the left main gear detached and as the speed dropped, the crew attempted an emergency landing when the aircraft crashed in a wooded area located 2 km from the airport. All occupants were rescued, some were injured. The aircraft was destroyed.

Aerovanguardia - Aerovias Vanguardia

The aircraft departed Villavicencio on a cargo flight to Medellin-José María Córdova Airport with one passenger and two pilots on board. While descending to Medellín, the crew was informed about the poor weather conditions at destination (poor visibility due to fog) and decided to divert to Medellín-Enrique Olaya Herrera Airport. On final approach, the aircraft descended too low when it struck a mountain located 13 km short of runway. The aircraft was destroyed and all three occupants were killed.

VIARCO - Vias Aéreas Colombianas

Following technical problems, a DC-3 operated by Viarco diverted to Las Gaviotas Airport and was grounded. The operator send a second aircraft to Las Gaviotas to pick up the passengers. Shortly after takeoff from runway 24, while in initial climb, the right engine failed and caught fire. The aircraft stalled and crashed in a wooded area, bursting into flames. All 20 occupants were injured, six seriously. The aircraft was destroyed.

Aero JBR

The crew was completing a local post maintenance test flight at Laredo Airport. After several touch-and-goes, the aircraft was in initial climb when the left engine lost power, followed shortly later by the right engine. The crew reduced his altitude and ditched the aircraft in the Casa Blanca Lake, about 50 feet from the shore. All three crew members were evacuated safely while the aircraft sank in six feet of water.

Roblex Aviation

The flight crew stated that while making a missed approach after a practice instrument landing system approach, the right engine failed. The captain took control of the airplane from the copilot. The captain stated that while he performed the emergency procedures for engine failure, he noticed the left engine was not producing power. He then made a forced landing in water east of the airport. He stated that just before impact, he feathered the left propeller. The copilot stated he observed the captain activate the propeller feathering button for the left engine as he performed the emergency procedures for the right engine failure. The reason for failure of the right engine was not determined.

Rutaca - Rutas Aéreas

Shortly after takeoff from Ciudad Bolívar Airport, while climbing, the crew declared an emergency following an engine failure and was cleared for an immediate return. The crew made a turn and while approaching runway 07, the aircraft stalled and crashed near the district of El Perú, bursting into flames. The wreckage was found about 3 km short of runway. The aircraft was totally destroyed by a post crash fire and all 24 occupants were killed, among them 6 US citizens, five Dutch, four Italians, two Hungarian, one Austrian and six Venezuelan. Also, a young woman and her both children who were standing at the crash site were seriously injured.

Majestic Air Cargo

A Douglas DC-3 airplane departed an island runway during dark night, VFR conditions without filing a flight plan. The airplane collided with a volcanic mountain at 1,500 feet msl on the runway heading, 4.5 miles from the airport. Earlier in the day, the airplane arrived from Anchorage, Alaska, without a flight plan, having flown along the Alaska Peninsula when VFR flight was not recommended. The crew of the airplane initially planned to remain overnight on the peninsula, but the captain received a request to transport cargo to Anchorage. The airplane was loaded with cargo and fuel, and departed. The crew did not file a flight plan. The end of the departure runway is positioned at the edge of an ocean bay. Beyond the end of the runway, open water and rising volcanic island terrain are present. In the area of intended flight, no illumination of the terrain, or any ground based lighting was present. An obstacle departure procedure for the departure runway recommends a right turn at 2 DME from the runway heading, and then a climb to 7,000 feet. Forty-five minutes after departure, a fire was spotted on the side of a volcano cone, and an ELT signal was detected in the area. No company flight following procedures were found for the accident flight, and the airplane was not reported overdue until the following day. The day after the accident, the airplane wreckage was located on steep, snow-covered terrain. Due to high winds and blowing snow, a rescue team could not get to the accident site until three days after the crash. The captain was the president, the director of operations, and the sole corporate entity of the company. No current maintenance records, flight logs, or pilot logs were located for the company. In the past, the captain's pilot certificate was suspended for 45 days following an accident in a DC-3 airplane when he ran out of gas. Also, the captain's medical certificate had previously been considered for denial after serving 49 months in federal prison for cocaine distribution, but after review, the FAA issued the captain a first class medical. FAA medical records for the captain do not contain any record of monitoring for substance abuse. The first officer's medical had also been considered for denial after an episode of a loss of consciousness. After a lengthy review and an appeal to the NTSB, the FAA issued the first officer a second-class medical. The first officer was part of the flight crew when the captain ran out of gas, and she had two previous aviation accidents. A toxicological examination of the captain, conducted by the FAA, found cocaine and metabolites of cocaine. A toxicological examination of the first officer found two different prescription antidepressant drugs. The FAA prohibits narcotic and mood-altering drug use by pilots.

Aliansa Colombia - Aerolíneas Andinas

The twin engine aircraft departed Orito at 0740LT on a cargo flight to Villavicencio-La Vanguardia Airport, carrying two passengers and three crew members. Nine minutes after takeoff, while flying in poor weather conditions, the crew reported to ATC they were passing 7,500 feet and was cleared to climb to 11,500 feet. One minute later, radar contact was lost. The aircraft disintegrated in the air and crashed in a field near La Montañita. All five occupants were killed.

Aliansa Colombia - Aerolíneas Andinas

The twin engine aircraft departed Cúcuta-Camilo Daza Airport at 1533LT on a charter flight to Yopal, carrying five passengers, three crew members and a load of 2,500 kilos of various goods. About an hour into the flight, while cruising over the El Cocuy National Park, the aircraft encountered unfavorable currents, lost height and crashed in an isolated and mountainous area located about 45 km west of Tame. The wreckage was found on 12 April 1999 and all eight occupants were killed.

Kelowna Flightcraft Air Charter

The accident aircraft, a Douglas DC-3C, C-GWUG, was owned and operated by Kelowna Flightcraft Air Charter Ltd. (Kelowna Flightcraft) and was under charter to Purolator Courier Ltd. (Purolator). Since April 1998, the aircraft had been dedicated to transporting cargo on a route between Vancouver and Nanaimo, British Columbia. On occasion, it was also used for flights to Victoria to meet Purolator=s scheduling or cargo-loading contingencies. On the day of the accident, the aircraft, operating as KFA300, was rerouted and tasked to fly from Vancouver to Victoria and then proceed to Nanaimo. This change was precipitated by the delayed arrival of Purolator=s Boeing 727 at Vancouver because of inclement weather in the Toronto/Hamilton, Ontario, area. Warning of this route change was passed to the crew members with their pre-flight planning package, which included filed instrument flight rules (IFR) flight plans for the Vancouver-to-Victoria and Victoria-to-Nanaimo legs of the trip. The captain of the occurrence flight cancelled his IFR flight plan and refiled visual flight rules (VFR) on first contact with air traffic control. Vancouver tower cleared KFA300 for take-off at 0622 Pacific standard time (PST) from runway 26L. After take-off, the aircraft turned left on a track toward Active Pass, as seen in Figure 1. During the departure climb, the captain requested an altitude of 1000 feet above sea level (asl); the tower controller approved this request. Recorded radar data indicate that the aircraft climbed to and levelled at 1000 feet asl and then accelerated to a steady en route ground speed of 130 knots. The aircraft left the Vancouver control zone at 0626 and entered Class E (controlled) airspace. There are no special requirements for VFR aircraft operating within this class of airspace, nor are any specific services required of the air traffic control system. As the aircraft approached the Gulf Islands, it descended slightly and remained level at 900 feet asl. It crossed about 0.25 nautical mile (nm) west of the Active Pass non-directional beacon (NDB) at 0632 while remaining steady at 130 knots (ground speed) and level at 900 feet asl. At 0633:04, the aircraft descended to 800 feet asl for about nine seconds. The last radar data show the aircraft at 900 feet asl and 130 knots. The last radar-depicted position of the aircraft is on a bearing of 189 degrees (true) and 21.8 nm from the Sea Island radar source, coincident with the crash location.

Servivensa - Servicios Avensa - Servicios Aerovias Venezolanas

The aircraft was completing a charter flight over the Salto Angel falls east of the Mt Auyán-Tepui, in the Canaima National Park, carrying 22 tourists and a crew of three. On approach to Canaima Airport, at an altitude of 3,000 feet, the right engine lost power. The crew continued the approach when the left engine suffered a loss of power as well. The aircraft stalled and crashed in an open field located 1,600 metres short of runway. The copilot was killed and three other occupants were seriously injured.

Airworld

Final power assurance checks were carried out on the aircraft’s engines on the morning of the accident. The AME (Aircraft Maintenance Engineer) trimmed the elevator-trim tab to the Full Nose UP position in order to reduce the stick forces required to hold the tail down during the engine power checks, but he did not set the elevator trim back to the neutral position on completion of the checks. The AME was requested by the pilot(s) to remove the aileron and elevator external gust locks and the landing gear down lock pins. He left the rudder lock in place, which was later removed by one of the pilots. The pilot(s) did not carry out a pre-flight inspection. At approximately 1646 on 24 August 1998 the DC3TP, registration number ZS-NKK, crashed during take-off from runway 11 at Wonderboom Airport. The PIC (Pilot-in-Command), who did not wear a shoulder harness, sustained fatal injuries and the co-pilot, who did wear a shoulder harness, serious injures. The accident occurred on the first flight after the aircraft had undergone a maintenance inspection, which included power assurance checks of the engines. The co-pilot sat in the left-hand seat and while he started the engines, the PIC attended to the cockpit checklist.

McNeely Charter Service

The PIC stated he was established on an instrument approach when the left engine fuel pressure dropped to zero and the engine quit. He moved the fuel selector to the right rear fuel tank and the engine started. He continued the approach for about 2 miles when the right engine quit followed by the left engine. He made a forced landing to a sandbar. Examination of the airplane revealed the fuel tanks were not ruptured and the fuel tanks were empty.

Flamenco Airways

After takeoff from runway 09, a climbing left turn was made. At about 1,000 feet, the #2 (right) engine backfired, emitted flames, and lost power. The captain instructed the copilot to feather the #2 propeller, which the copilot initiated with the feathering button. When the captain requested gear and flap extension, the copilot released the feathering button which did not remain engaged, contrary to system design. The airplane had arrived on a left downwind abeam the landing area at 500 feet and 95 to 100 knots. The captain turned toward the runway, then he ordered the gear and flaps to be retracted and initiated a go-around by increasing the left throttle without increasing propeller speed. A right turn was then made, and the airplane eventually crashed about 3 miles from the runway. During a postaccident examination, the propellers were found unfeathered, and the right engine fuel selector was in the main tank position. The emergency procedure listed the best single engine speed as 85 knots. The procedure for engine fire/failure was to feather the propeller and to move the respective fuel selector to 'OFF.' Examination revealed the number 11 cylinder on the right engine was cracked. There was evidence of fire, adjacent to the cylinder on the cowling, which consisted of scorching, sooting, and a burned through area of the underside of the right engine cowling. The copilot indicated a previous problem with the feathering system, but maintenance records did not contain any previous discrepancies regarding this anomaly.

Loren Davis Ministries

During initial takeoff climb the copilot who was manipulating the controls called for METO (maximum except takeoff) power. After the pilot-in-command set METO power, the left engine lost power. The PIC took the controls from the copilot and called for him to feather the left propeller. The copilot did not hear the call to feather the left propeller. Maintaining an indicated airspeed of 90 knots and wings level attitude, the airplane descended into trees and impacted a rural residential paved street. The cockpit area and main fuselage were consumed by a post crash fire. Examination of the throttle quadrant revealed the propeller control levers were forward, the mixture control levers were autorich, the throttle for the right engine was forward, and the throttle for the left engine was at idle. According to a FAA operations inspector maintaining 90 knots with the propeller not feathered would result in the aircraft descending. The pilot and copilot had not completed a proficiency check or flight check for the DC3 type aircraft within the previous 24 months. Examination of the left engine did not disclose any preexisting anomalies.

Aviation Boréal

Upon landing on the icy Kenty Lake, the right ski struck a snowbank, causing the gear to collapse. All three occupants were evacuated safely while the aircraft was damaged beyond repair.

LACOL Colombia - Lineas Aéreas Colombianas

The aircraft was completing a cargo flight from Villavicencio, carrying livestock, nine passengers and four crew members. The approach to Miraflores Airport was completed in poor weather conditions. On short final, the left engine failed. The aircraft lost height, collided with trees and crashed in a wooded area. Three passengers and both pilots were killed while eight other occupants were injured.

Wonderair

The crew was engaged in an humanitarian flight on behalf of Unicef. On approach to an airstrip somewhere near Likwangbala, the aircraft collided with trees and crashed. Both pilots were killed.

Aviation Boréal

While taking off from the icy Lake Bondésir, the left ski struck an ice ridge on the ground. The main gear/ski collapsed and the aircraft came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

Servivensa - Servicios Avensa - Servicios Aerovias Venezolanas

While on approach to Cerro Aicha in good weather conditions, the aircraft was too low when it struck tree tops and crashed 2 km short of runway 15 threshold. Eight occupants were injured and seven others were killed, among them all three crew members.

Trans Oriente Colombia - Transportes Aéreos Regular Secundario Oriental

Less than three minutes after takeoff from Villavicencio-Ernesto Cortissoz Airport, while climbing, the captain reported engine problems to ATC. While approaching an open field at low speed in an attempt to make an emergency landing, the crew lost control of the airplane that stalled and crashed. All three crew members and four passengers were killed while 21 others were injured. A passenger escaped uninjured. The aircraft was destroyed upon impact. It was reported that one of the engine lost power during initial climb and white smoke was coming out.

Salair

Shortly after takeoff, the copilot reported that the flight was returning with the right engine shut down. Seconds later, the tower controller saw a fire. The airplane collided with level terrain, 3,450 feet from the end of runway 21 in a 75° to 80° nose down attitude. The right engine propeller was found in the feathered position. The left engine indicated evidence that it was producing power at the time of impact. A fatigue crack was found that separated the head from the barrel on the number eight cylinder of the right engine. No other evidence was found to indicate a mechanical failure or malfunction. Both pilots were killed.

Professional Aviation Services

The aircraft was engaged in a humanitarian flight on behalf of Unicef. Shortly after takeoff, while climbing, it went out of control and crashed on a parking lot. It was destroyed and all four occupants were injured.

Trans Oriente Colombia - Transportes Aéreos Regular Secundario Oriental

The aircraft was completing a cargo flight from San Felipe, Guainía, to Villavicencio, carrying three passengers, three crew members and a load of straw. En route, one of the engine failed and the crew decided to divert to Barranco Minas Airport. After touchdown on runway 27, the aircraft was unable to stop within the remaining distance, overran and plunged in the Río Guaviare. Four people were rescued while the bodies of the copilot and the flight engineer disappeared in the river.

Professional Aviation Services

Shortly after a night takeoff from Jamba Airport, while in initial climb, the aircraft rolled to the right, causing the right wing to struck trees. The airplane lost height and crashed near the runway end. All 14 passengers were injured and all three crew members were killed.

Air Kenya

Suffered an accident upon landing on an airport somewhere in the Masai Mara National Reserve. There were no casualties while the aircraft was damaged beyond repair.

Classic Wings

The aircraft departed Egelsbach Airport in the middle morning on a local charter flight, carrying 29 passengers and a crew of three, among them a team who should make a TV movie on board. In flight, the captain left his seat and passengers came in the cockpit. The copilot was supposed to follow the Rhine River but distracted by discussions with the passengers, he mistook the Rhine with the Neckar River. Few minutes later, weather conditions deteriorated and the copilot decided to continue instead of returning. At an altitude of about 500 metres, he initiated a left turn when the aircraft struck trees and crashed in a wooded area located in the forest of Hoher Nistler, about 5 km northeast of Heidelberg. Four passengers were seriously injured while 28 other occupants were killed.

Victoria Air - USA

While approaching Puerto Plata-La Union Airport, the right engine failed. Cleared to land on runway 08, the crew initiated a go-around procedure for unclear reasons. While climbing, the left engine lost power and failed so the crew attempted an emergency landing in a field. The aircraft crash landed in a sugar cane field and came to rest. All 35 occupants evacuated safely while the aircraft was damaged beyond repair.

Aeromarket Express

During the takeoff roll at Palma Airport, the crew lost control of the aircraft that veered off runway to the left, lost its undercarriage and came to rest. Both pilots escaped uninjured and the aircraft was damages beyond repair.

Victoria Air - Philippines

En route from Roxas City to Manila on a cargo flight, the crew encountered vibrations on the right engine and decided to divert to Basilio Fernando AFB for an emergency landing. On final approach, the aircraft crash landed in a field located few km short of runway. All three occupants were rescued and the aircraft was damaged beyond repair.

K %26 K Aircraft

While spraying gypsy moths with dimilin over wooded/hilly terrain, the DC-3 collided with power lines in a valley area. Witnesses in an nearby observation aircraft reported the DC-3 entered a gradual climb, which continued until the DC-3 was in a steep nose high attitude. The pilot of the observation aircraft tried to communicate with the DC-3 pilots, but could not make radio contact. The observation pilot reported the DC-3 entered a stall/spin at about 1,200 feet agl, then crashed. An investigation revealed no evidence of a preimpact failure. The DC-3 was not equipped with a wire cutter kit. Both pilots were killed.

Victoria Air - Philippines

Crashed in unknown circumstances in the sea 100 meters offshore. All five occupants were rescued.

Condor Enterprises

Purpose of the flight was to provide training to the copilot for a new (part 135) operation. Witnesses observed the DC-3, N47CE, maneuvering at 3,000 feet msl (approximately 2,200 feet agl) with the gear and flaps extended. Shortly after completing a turn, the aircraft was observed in a nose high attitude, then it entered a spin. According to witnesses, the aircraft seemed to stop spinning, but it entered a secondary spin and crashed before recovery was accomplished. The pilot-in-command (pic) had 30 hours of flight time in the make/model of aircraft. No record was found to show that the pic had been trained in approaches to stalls. No preimpact part failure/malfunction of the aircraft was found, though it was destroyed by impact and fire. The copilot was a retired airline pilot, who had flown the DC-3 in the 1940's. An examination of the wreckage revealed the gear and flaps were (fully) extended and the elevator trim was set in a full nose up (trim) position. All three occupants were killed.

United Air

The twin engine airplane was completing a charter flight from Bloemfontein to Johannesburg, carrying a team of jockeys and trainers. While cruising at an altitude of 9,000 feet, the captain declared an emergency due to an in-flight fire in the cabin. Cleared to return to Bloemfontein Airport, the crew started an emergency descent when the aircraft entered a dive and crashed in a 45° nose-down angle in an open field located in Hennenman, about 25 km east of Welkom. The aircraft disintegrated on impact and all 24 occupants were killed. Crew: Jacob Kalt, captain, Harold Whitehead, copilot, Jacqueline Henderson, stewardess. Passengers: Keith Basel, Lawrence Riley, Johannes “Rooies” Fourie, Warren Baillie, Bennie de Wet, Greg Holme, Douglas Roper, Danny Lombard, John McMurtry, Mark Nel, Michael Coetzee, Simon Rahilly, Gordon Sterley Graham Kent, Dave Bullock, Henry Havergall, Ginger Masterton, Johannes van der Linden, Jacobus Viljoen, Neville Blignaut, Hennie van Wyk.

Transportes Aéreos San Miguel - TASMI

Crashed in unknown circumstances while taking off. There were no casualties.

Sunbird Aviation

On approach to Kilaguni Lodge Airstrip, the aircraft was too low, struck trees and crashed. Eight occupants were killed and 20 others were rescued.