Douglas DC-6

Universal Airlines

According to the captain, while on approach to land, he distracted the crew by pointing out a boat dock. He said that after touchdown, he realized that the landing gear was not extended, and the airplane slid on its belly, sustaining substantial damage to the underside of the fuselage. He said that the crew did not hear the landing gear retracted warning horn, and the accident could have been prevented if he had not distracted the crew. The captain reported that there were no mechanical malfunctions with the airplane that would have precluded normal operation.

Northern Air Cargo

The crew was conducting a GPS instrument approach in a Douglas DC-6B airplane under IFR conditions. Both pilots were certificated and type-rated in the Douglas DC-6B airplane. The first pilot, seated in the right seat, was one of the company's senior check airman, and possessed a right seat dependency endorsement. The second pilot, seated in the left seat, had less experience in the DC-6B airplane. It had been previously agreed that the second pilot would fly the leg of the flight on which the accident occurred. The first pilot reported that light snow showers were present, with visibility reported at 4 miles. During final approach as the airplane passed over the airstrip threshold, a higher than normal sink rate was encountered. He said that the initial touchdown was "firm," but was thought to be within acceptable tolerances. Just after touchdown, the left wing broke free from the airplane at the wing to fuselage attach point. The airplane veered to the left, continued off the left side of the 5,000 feet long by 75 feet runway, down an embankment, and came to rest in an area of wet, tundra covered terrain. A postcrash fire heavily damaging the center section of the fuselage. The cockpit voice recorder (CVR) revealed that as the airplane progressed along the approach, the first pilot says: "You're only one mile from it....Take it on down ah three." As the airplane passes over the runway threshold, the first pilot says: "Keep that, keep that (expletive) power off.... Just push forward on the nose." The sound of impact is heard 4 seconds later. The minimum descent altitude (MDA) for the approach is 400 feet msl (383 feet agl). A contract weather observer reported lower ceilings, with about 1 mile visibility, over the approach end of the runway at the same time as the accident.

Everts Air Cargo

The certificated airline transport captain related that the purpose of the flight was to deliver about 4,800 gallons of fuel oil to the remote mining site. He said that the 5,400 feet long by 100 feet wide airstrip was situated within hilly, snow-covered terrain. He added that the airstrip has a 7 percent uphill grade. Flat light conditions existed at the airstrip, and light snow showers were present, with visibility reported at 2 miles. The captain stated that during final approach, as the airplane passed over the airstrip threshold, flat light conditions made it very difficult to discern where the airstrip surface was. He said that the initial touchdown was "firm", but was thought to be within acceptable tolerances. Just after touchdown, the left wing broke free from the airplane at the wing to fuselage attach point. The airplane veered to the left, and off the left side of the runway. The captain said that the airplane's computed landing weight was 92,260 pounds.

LANC Colombia - Lineas Aéreas Norte de Colombia

The aircraft departed Villavicencio-La Vanguardia airport at 1206LT on a cargo flight to Mitú, carrying 12 passengers, three crew members and a load of various goods consisting of food and also 7 tons of fuel in 55 drums. After takeoff from runway 22, while climbing, the engine n°2 lost power. The captain decided to return for an emergency landing and was cleared to land on the same runway. On final approach, the airplane became unstable when the flight engineer shut down the engine n°2. The aircraft landed too far down the runway, about 1,700 feet past the runway threshold. Unable to stop within the remaining distance, it overran and came to rest against an embankment, bursting into flames. Four passengers were killed while 11 other occupants were injured. The aircraft was destroyed.

Woods Air Service - Woods Air Fuel

During the takeoff roll, while passing 45 knots indicated airspeed, ice formed between the inner and outer panes of the airplane's windshield, obscuring the crew's vision. The flight crew aborted the takeoff, the airplane drifted off the left side of the snow covered runway, and caught fire. The crew reported the airplane and windshield were cold soaked and the temperature was -10 degrees Fahrenheit. The windshield anti-ice system blows air from a combustion heater between the windshield glass panes. The air source for the heater, once the airplane has forward airspeed, is two leading edge wing scoops. The crew told the NTSB investigator that the taxi time was too short for the windshield to warm up, and that during the taxi, snow was circulated around the airplane and into the wing scoops.

Transair Cargo

After landing, the four engine aircraft veered off runway and came to rest in the bush. There were no casualties.

Northern Air Cargo

The cargo flight was en route, when a fire erupted in or near the #3 engine. During subsequent emergency procedures, the flight crew pulled the fire handle first. Later, they feathered the #3 engine. The fire did not extinguish. During an attempt to land at a rural, intermediate airstrip, while the airplane was in the traffic pattern, witnesses saw fire coming from the area of the #3 engine. They stated the right wing buckled upward, and the airplane crashed. Examination of the wreckage revealed a failure of the master rod in the front bank of cylinders of the #3 engine. Metallurgical tests revealed a crack in the top of the master rod head, which had resulted from corrosion pits. The side of the master rod head was measured and found to be out of round. The master rod shank also fractured due to fatigue. The operator's training procedures and the Douglas Aircraft emergency checklist procedures, required that the engine's propeller be feathered first, and then the fire extinguishing system to be activated. According to information derived from the airplane's cockpit voice recorder, the flight crew reversed that order. The effectiveness of the fire suppression system is diminished if the propeller is not feathered first.

West Air Aviation

Suffered an accident while landing in an airfield somewhere in Namibia. There were no casualties but the aircraft was damaged beyond repair. The mishap occurred somewhere in July 1994 (exact date unknown).

Inversiones Agropecuarias del Casanare - IAC

En route, the crew encountered technical problems and was cleared to divert to Mitú-Fabio Alberto León Bentley Airport for an emergency landing. After touchdown, the four engine aircraft went out of control, veered off runway and came to rest. All nine occupants escaped with minor injuries and the aircraft was damaged beyond repair. The nature of the technical problems remains unknown.

Aerosol - Aerovias Sol de Colombia

Crashed upon landing at Villavicencio-La Vanguardia Airport following technical problems. There were no casualties. The accident occurred somewhere in February 1994, exact date unknown.