Fairchild F27

Aerocaribe - Aerovias Caribe

For unknown reasons, the aircraft landed hard at Cancún Airport, causing the right main gear to collapsed upon touchdown. The aircraft came to rest on the runway and was damaged beyond repair. All 43 occupants escaped uninjured.

Aviacsa - Aviacion de Chiapas

On final approach to Tuxtla Gutiérrez Airport runway 35, while the aircraft was fully configured for landing, the crew decided to initiate a go-around procedure for unknown reasons and completed a left turn in an attempt to make a 180 circuit. The aircraft lost height, struck trees and crashed 3,200 meters short of runway threshold, bursting into flames. All four crew members and 20 passengers were killed while 16 other occupants were injured.

Air Corse

Boarding was done and the crew was preparing the aircraft when the gear were mistakenly retracted for unknown reasons. All 40 occupants evacuated safely and the aircraft was damaged beyond repair.

Wonderair

While taxiing at Omega AFB, the aircraft caught fire for unknown reasons. The crew was able to stop the airplane and to evacuate before it would be totally destroyed by fire.

Lloyd Aéreo Boliviano - LAB Airlines

The crew started the descent to San Borja-Capitán Germán Quiroga Guardia Airport in limited visibility when, at an altitude of 3,000 meters, the aircraft struck the slope of Mt Pilón located about 80 km southwest of San Borja Airport. The aircraft disintegrated on impact and all 23 occupants were killed.

Aeronor-Chile - Transportes Aero Norte-Sur

On final approach to La Serena-La Florida Airport, the left engine failed. The crew lost control of the airplane that banked left, lost height and crashed 2 km short of runway 11 threshold, bursting into flames. The aircraft was destroyed and all 46 occupants were killed.

Norcanair - North Canada Air

Upon landing on a gravel runway at Wollaston Lake Airport, the left main gear collapsed. The airplane came to rest on its left wing and was damaged beyond repair. Both pilots escaped uninjured.

Lloyd Aéreo Boliviano - LAB Airlines

While approaching Yacuiba Airport, the airplane struck the slope of Mt Tapecua located few km from the airfield. All 13 occupants were killed.

Lloyd Aéreo Boliviano - LAB Airlines

After touchdown, the airplane skidded then veered off runway and came to rest in flames in a ravine. All 30 occupants were evacuated, among them 10 were injured. The aircraft was destroyed by a post crash fire.

Transport Aérien Transrégional - TAT

While parked at Paris-Orly Airport with 15 passengers and a crew of three on board, the airplane suffered an accident in unclear circumstances. All 18 occupants escaped uninjured while the aircraft was damaged beyond repair.

Aeronor-Chile - Transportes Aero Norte-Sur

Shortly after liftoff from runway 01, the crew raised the landing gear when the airplane stalled and struck the runway surface. It skidded for about 750 meters before coming to rest. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Québecair

Shortly after liftoff from Quebec-Ancienne Lorette Airport, en route to Montreal-Dorval Airport, the right engine caught fire. The captain contacted ATC, declared an emergency and was cleared to return for an emergency landing. He initiated a turn to the right when the airplane lost height, struck the ground and crashed in flames about 1,300 meters short of runway. Seven passengers were seriously injured while 17 other occupants were killed.

Air Mauritanie

Crashed upon landing for unknown reasons. There were no casualties.

Wien Air Alaska

Wien Air Alaska Flight 99, a Fairchild F27B , was a regularly scheduled passenger and cargo flight from Nome, Alaska, to Savoonga and Gambell, two villages on St. Lawrence Island, Alaska. The captain's IFR flight plan, as filed with the Nome Flight Service Station (FSS), indicated a route of flight from Nome to Savoonga, via Island Intersection, then to Gambell, with a return to Nome via Island Intersection. The requested altitude was 12,000 feet and the listed alternate airports were Galena and Nome. At 1216, Flight 99 departed Nome and landed at Savoonga at 1306. The aircraft departed Savoonga at 1327 with an estimated time en route of 15 minutes to Gambell. There were 32 persons on board, 28 passengers and 4 crewmembers. When the Wien agent at Gambell heard Flight 99's radio transmissions after takeoff from Savoonga, she activated the Gambell Non Directional Beacon (NDB) . According to the cockpit voice recorder (CVR) transcript, the crew identified the Gambell NDB shortly after departing Savoonga and contacted the Wien agent at Gambell. The crew gave their estimated time of arrival and requested the weather. The agent replied, "Our current weather is partial obscured sky. Visibility 1 to 1/2 miles ... 1 mile to 1/2 mile with ... and fog, Temperature is 47°, wind is calm, altimeter 29.70." Soon thereafter, Flight 99 questioned the visibility; the agent replied that it was, "sometimes about 5 miles, it's very hard to tell..." When the flight arrived in the Gambell area, the captain, who was flying the aircraft, remarked to the first officer that fog appeared to be a problem. He also stated, "We'll take a shot from this way and if we can't make it, we'll come around and hit it from that side. If we can't make it from there, we'll turn out and (come in underneath it)." The pilot then made several attempts to land. According to some surviving passengers, the aircraft descended to a low altitude over the tundra to the south of the airport during one of the approaches. During another of the approaches, ground witnesses saw the aircraft make a low pass down the runway and then a right turn out to sea before it disappeared into the fog. Some of the survivors, including the flight attendant, believed that the aircraft touched down on this approach. The CVR indicates that the crew had the runway in sight but decided to execute a missed approach because they were too far down the runway to land safely. Flight data recorder (FDR) information shows that the aircraft descended to within a few feet of the surface. According to correlated CVR/FDR information, the aircraft then turned right, flew north, and make a relatively steep turn to the right. During this turn, the first officer said that a 155° heading inbound would be perfect. Cockpit conversations during the rollout indicated that the flight passed the NDB while on a heading of 140°. The captain then called for final flaps and landing gear. When last observed by ground witnesses, the aircraft was heading southeast. It flew over a beach and near boat racks located about 240 yards northeast of the NDB. It continued its course and passed over the eastern end of some newly constructed houses just north of Troutman Lake, which is located between the runway and Sevuokuk Mountain. Ground witnesses stated that the landing gear was lowered before they saw the aircraft disappear into the fog. Ground witnesses and survivors of the crash generally agreed that there was a considerable amount of patchy fog in the area and that visibility ranged from 1/4 to 1 1/2 miles. A heading of 140° was maintained for about 28 seconds until the aircraft struck Sevuokuk Mountain at an altitude of 424 feet. Several of the passengers could see the ground and were aware of their position relative to the village of Gambell. Some of them realized that the aircraft was going to hit the mountain and braced themselves. Shortly after the aircraft entered the fog and just before impact, some witnesses and survivors heard an increase in engine sound. The aircraft was destroyed upon impact and three crew members and seven passengers were killed. All other occupants were injured.

Air Manila International

Upon touchdown at Baguio-Loakan Airport, the right main gear collapsed. The airplane slid on runway for few meters before coming to rest. All five crew members who were completing a positioning flight were uninjured while the aircraft was damaged beyond repair.

Air Manila International

During the takeoff roll on runway 06, while at a speed of 60 knots, the crew encountered technical problems with the nosewheel steering system. The airplane deviated to the right, veered off runway and came to rest against a pile of gravel. All 24 occupants escaped uninjured while the aircraft was damaged beyond repair.

Turkish Airlines - THY Türk Hava Yollari

For unknown reasons, the airplane belly landed on runway 06/24 and slid for dozen meters before coming to rest. All 40 occupants were evacuated safely while the aircraft was damaged beyond repair.

TAC Colombia - Transportes Aéreos del Cesar

The crew started the descent to Valledupar-Alfonso Lopez Airport in limited visibility when the airplane struck the slope of a mountain located few dozen km from Valledupar. The wreckage was found three days later and all 19 occupants have been killed.

Great Northern Airways

Upon landing at Inuvik Airport, the airplane went out of control, veered off runway and came to rest. There were no casualties but the aircraft was damaged beyond repair.

Air Manila International

While landing at Roscas, near Manila, the airplane suffered a gear collapse. There were no injuries but the aircraft was damaged beyond repair.

Stanair

The pilot attempted to land on a short and narrow runway, without being able to determine the wind direction and strength. The aircraft landed downwind at a higher than recommended speed, bounced and touched down 1900 feet past the threshold. Braking action and deceleration were not satisfactory and the pilot elected to overshoot. Takeoff power was applied, but the gear struck a snow bank at the end of the runway and the F27 continued into trees, coming to rest 1800 feet beyond the end of the runway.

Wien Consolidated Airlines

A Wien Consolidated Airlines Fairchild F-27B, N4905, crashed at Pedro Bay, Alaska. The 36 passengers and three crew members were killed in the accident and the aircraft was destroyed by in-flight breakup and ground impact. The aircraft was being operated as Flight 55 in scheduled domestic passenger service between Anchorage International Airport, AK (ANC) and Dillingham Municipal Airport, AK (DLG) with en route stops at Iliamna Airport, AK (ILI), Big Mountain Airport, AK (BMX), and King Salmon Airport, AK (AKN). Flight 55 departed from Anchorage at 08:46 on an instrument flight plan for Iliamna. The flight was cleared to cruise at 16,000 feet. The weather at Iliamna was reported to be clear, and the visibility was 15 miles at the time of the flight's departure from Anchorage. The flight proceeded toward Iliamna without reported difficulty, and at 09:25, the first officer requested a clearance for an approach to Iliamna. This request was approved. No further communication was received from the crew. Ground witnesses in and around the Pedro Bay area reported that they saw a fireball and a large cloud of black smoke which appeared to be behind the wing of the aircraft. The aircraft appeared to continue on course for a short period of time, then pieces of the aircraft were seen falling, and the aircraft entered a spinning descent. The major portion of the wreckage was located on the southern shore of Foxies Lake at an elevation of approximately 220 feet.

Great Northern Airways

The crew departed Yellowknife Airport on a schedule flight to Sherrard Bay, on Melville Island. En route, he was informed that a landing at Sherrard Bay Airstrip was impossible due to strong winds and was rerouted to Resolute Bay. On final, both engines failed and the crew was forced to attempt an emergency landing. The aircraft belly landed few km south of the airfield, slid for several yards and came to rest, broken in two. All 12 occupants were rescued while the aircraft was written off.

Air Manila International

Crashed upon landing at Davao City-Mati Airport for unknown reason. There were no casualties but the aircraft was written off.

Eastex Inc.

On final approach to the Paisano Ranch private airstrip, the captain decided to make a go-around for unknown reason. The airplane stalled and crashed short of runway, killing both pilots who were conducting a positioning flight.

Air Manila International

Flight UM507 was a scheduled domestic flight from Manila International Airport to Lapu-Lapu/Mactan International Airport. Before departure the pilot was briefed by the Air Manila dispatcher on the existence of a cold front across the route and was provided with an en-route weather forecast valid from 1200 to 2400 hours which mentioned "Isolated thunderstorm over Eastern Visayas and generally fair elsewhere". No information regarding thunderstorms on the route was given to the pilot. The flight took off from Manila at 1814 hours and was cleared to Mactan at FL 130 by the ATC, via Track 5, Amber 4 and Amber 1. The flight plan proposed an airspeed of 210 kt and an estimated time en route of 1 hour 45 minutes. Normal radio contact was maintained at all time between the flight and the air traffic services. At 1908 hours the flight reported over Romblon at FL 130, estimating Mactan at 1954 hours. This was the last message from the aircraft. Several residents of Ibajay, a coastal town in Aklan, stated that at approximately 1918 hours they had heard a sound similar to that of an aircraft flying at high altitude in a southeast direction along the coastline. They then heard several loud explosions and saw fireballs falling into the sea. They all agreed that the initial fire- ball they saw could not have been the result of a prolonged fire, but rather a small fire which rapidly developed into a large orange-yellow-red ball and then disappeared. After a few moments, smaller fireballs emerged from the large one, some dying out before reaching the sea, some reaching the sea and developing into a large fire. At the same time a large object resembling an airplane was seen to emerge from thick clouds and fall into the sea followed by a trail of smaller objects. Approximately one hour later two bodies were recovered from approximately 2 km offshore of Bo. Colong-Colong, Ibajay, Aklan.

West Coast Airlines

Fairchild F-27 N2712 operated on a flight from Klamath Falls to Seattle via Medford, North Bend and Portland. Because snow was falling at Klamath Falls, the aircraft was loaded in the hangar instead of on the ramp. There was some delay in pushing out the aircraft onto the ramp because the tow tractor lost traction in the snow. The aircraft was exposed to the falling snow for about 11 minutes before the plane was able to taxy out to runway 14. A few minutes later, at 05:01 the aircraft took off. During the takeoff roll, after rolling about 1000 feet, the aircraft gradually served to the left. The nose wheel left the ground 600 feet prior to the main gear at a point where the track was half way between the center of the runway and the left row of runway lights. The left main gear was about 12 feet off the left edge of the runway for a distance of 250 feet prior to lift-off. Just after lift-off the aircraft swerved sharply to the right and immediately back to the left. On climb out the aircraft tended to the left, despite several course corrections. After reaching 5250 feet, the altitude dropped again to 4700 feet. The aircraft continued to climb until it crashed on a steep ridge on the northwest slope of Stukel Mountain at an elevation of 5049 feet (1539 m). The F-27 was in a right wing low attitude when this wing contacted the mountain; the aircraft then cartwheeled up the 30° up slope of the mountain. The aircraft was destroyed and all four occupants were killed.

Bonanza Airlines

A full flap landing was carried out, followed by flap-retraction to practice a no-flap takeoff. The Fairchild veered left upon rotation and cartwheeled off the runway, coming to rest 557 feet left of the runway and 6000 feet from the takeoff end. It appeared that the right inboard and outboard flaps were fully extended; the left inboard flap was extended 17 degrees and the left outboard flap was fully retracted.

Bonanza Airlines

Weather was poor near Las Vegas with indefinite ceiling at 500 feet, sky obscured, 900 m visibility and light snow. Flight 114 was flying a VOR/DME-3 approach when the plane descended below altitude minima. At 9.7 DME, at an elevation of 3575 feet msl the plane struck rising terrain and crashed. The flight should have been at 4300 feet msl at that point. It appeared that the VOR/DME-3 approach procedure was relatively new, having become effective on October 3, 1964. Until November 15 no approaches using this procedure had been flown. The approach chart depiction for the segment of the approach from the 15 mile fix to the 6 mile fix displayed no descent information on the profile section. However, the profile did show a solid horizontal line between the 6 mile fix and the 3 mile fix, with an altitude of 3,100 feet. Further, the solid line was defined in the Chart Legend as "Flight Path," which implied that a descent to 3,100 feet was proper once the fix to which the flight has been cleared is reached.

Pacific Air Lines

A Pacific Air Lines, Inc., Fairchild F-27, N2770R, operating as Flight 773, crashed near San Ramon, California, at approximately 0649, May 7, 1964, while en route from Reno, Nevada, to San Francisco, California. None of the 44 occupants aboard, including the three crew members and 41 passengers, survived the crash. The aircraft was destroyed by impact. The flight proceeded in a routine manner until approximately 26 nautical miles from its destination, the San Francisco International Airport. At that point, a message was received by Oakland Approach Control and the radar target associated with Flight 773 disappeared from the controller's radar scope. The recorded message, later determined to have been that of the copilot of N2770R was: "... Skippers shot. We're ben shot. (I was) Try'in ta help." A .357 Smith and Wesson Magnum revolver identified as having belonged to one of the passengers on the flight was found in the wreckage area. It contained six empty cartridges, which had been fired from the weapon.

West Coast Airlines

West Coast Airlines Flight 794 left Spokane, WA at 22:38 hours on a scheduled international flight to Calgary. The route flown was Spokane direct to Cranbrook. British Columbia. thence via Blue 3 to Calgary. At 23:33 hours Flight 794 reported to Calgary Terminal Control at 17 000 feet. The flight was then cleared to the Calgary VOR station at 13000 feet and requested to report by the Dyson Inter section. This was acknowledged and on request the latest Calgary weather was provided to the flight together with the altimeter setting (30.07 in Hg) and the runway to be used (28). Flight 794 reported by Dyson at 23:38 and was cleared to maintain 10000 feet. They were offered and accepted radar vectors to the localizer serving runway 28 and were then cleared for an approach. The flight was given a vector of 040 and advised it was south of the VOR station. At 23:46 hours the flight was advised it was 14 miles south of the localizer. Following successive vectors of 350° and 310° the flight was advised at 23:51 hours it was 1-1/2 miles south of the localizer and clearance was issued for a straight-in approach on interception of the localizer. Thirty-three seconds later the flight was informed it was 2 miles from the outer marker intersection and then at 2352 hours that it was over the outer marker intersection at which time it was requested to call the control tower. The flight called the control tower and reported over the intersection following which it was cleared to land on runway 28 and provided with wind information. An acknowledgement of this at 23:52 hours was the last transmission from the aircraft. It was determined subsequently that the aircraft struck the ground about 8000 feet before the threshold of runway 28 and 420 feet to the right of the centreline of that runway. It slid for a distance of about 800 feet before coming to rest. At the time of impact the aircraft was approximately in a 5° nose-down attitude. Four occupants were slightly injured while 11 others were unhurt. The aircraft was damaged beyond repair.

West Coast Airlines

This flight was designated by West Coast Airlines, Inc., (WCA) as Pilot Training Flight No. 703. It was for the purpose of rating a company DC-3 captain for F-27 aircraft. N 2703 arrived at Salt Lake City Municipal Airport January 17, 1963, at 1431 1 as West Coast Flight 752 from Seattle, Washington, with stops at Yakima, Pasco, Walla Walla, all in Washington; Lewiston, Montana; and Boise and Twin Falls, both in Idaho. The flight had been uneventful and there were no carryover discrepancies entered in the aircraft's flight log. After completion of turnaround servicing, N 2703 departed the West Coast Airlines ramp at approximately 1506 with Company Cheek Pilot Instructor William Harvey Lockwood, Trainee Captain Elmer J. Cook, and FAA Carrier Inspector Buell Z. Davis aboard. A flight plan was prepared and signed by Captain Lockwood. It listed Elmer J. Cook as the first officer, FAA Inspector Buell Z. Davis as a crew member, and specified that the flight would be in the local area, under VFR conditions, and of 1 hour and 30 minutes duration. At departure Captain Cook occupied the left pilot seat, Captain Lockwood the right pilot seat, and Inspector Davis the observer's (jump) seat. The aircraft carried approximately 3,500 pounds of fuel which was ample for the intended flight. The aircraft's computed gross weight was 28,310 pounds, approximately 7,000 pounds less than maximum allowable for takeoff, and the center of gravity was within prescribed limit. Flight 703 took of f at 1510 and remained in the traffic pattern for a practice landing which was made at 1517. At 1522, Flight 703 made a second takeoff and was last observed three miles south of the airport by the local controller in the tower. The tower clearance for this takeoff was the last radio contact with the flight. The next known sighting of Flight 703 was from the air by the crew of Western Airlines Flight No. 38. At 1531 they observed it at an estimated altitude of 8,000 feet mean sea level (m.s.l.) descending to an estimated altitude of 7,000 feet m.s.l. with the left propeller feathered. It was headed southeasterly, and in the vicinity of the southern tip of Antelope Island in Great Salt Lake, some 10 miles west-northwest of the airport. Several minutes later, the ground controller in the Salt Lake City Tower observed Flight 703 for a few minutes. He saw it approaching the airport from the west at an estimated altitude of 8,000 feet above the ground. It appeared to be flying level as it came approximately over him, continuing a few miles to the east and over Salt Lake City. It then made a right turn to a west-northwesterly heading and continued in that direction until the controller discontinued watching it at a point approximately five miles west of the airport. He did not notice anything unusual about the aircraft's appearance or performance. The next observation of Flight 703 was by a motorist near the southeastern shore of the Great Salt Lake who saw it at an estimated 3,000 feet above the ground descending. He estimated the time of his initial observation to be 1550. The aircraft appeared to be on a northwesterly heading making a normal descent considerate west of the Salt Lake City Airport and continued descent until it appeared "to actually go into the lake itself." He did not see any splash; his position was about six miles from where the wreckage was later found. The official U.S. Weather Bureau observation at Salt Lake City Municipal Airport at 1555 on the day of the accident was: Ceiling estimated 12,000 feet broken, high overcast, visibility 12 miles, temperature 34 degrees F., dewpoint 2 degrees F., wind from south-southwest at 5 knots, altimeter setting 30.05, smoky, snow showers of unknown intensity east. Weather conditions were not appreciably different an hour earlier nor an hour later. At 1700, the Salt Lake City Flight Service Station (FSS) received a request from the Salt Lake City Air Route Traffic Control Center (ARTCC) to initiate a call to Flight 703 on all available frequencies. There was no reply from Flight 703 to these calls. At 1758 the Salt Lake City FSS received information from the Salt Lake City ARTCC that West Coast Flight 703 was overdue and unreported. On January 18, 1963, at approximately 1140, one body and aircraft debris was seen floating in Great Salt Lake. This floating debris was 10.4 nautical miles to the Salt Lake City Very High Frequency Omni Directional Range (VOR) or the 248 de radial. Early next morning the other two bodies were sighted and all three were recovered from the lake.

Turkish Airlines - THY Türk Hava Yollari

En route, the pilot reported passing Aksaray and estimated to arrive at Adana at 1740LT. At 1728 the pilot reported at FL175 and requested a clearance to approach. At 1740 the flight was cleared to 5,000 feet and was asked to report crossing 8,000 feet and 7,000 feet. Shortly later, at an altitude of 6,800 feet, the airplane struck the slope of Mt Medetsiz located 87 km north of Adana Airport. All 11 occupants were killed.

AVENSA - Aerovias Venezolanas

Few minutes after takeoff from Porlamar Airport, while climbing, the airplane struck the slope of Mt San Juan located few km from the airfield. The aircraft disintegrated on impact and all 23 occupants were killed.

AREA Ecuador - Aerovias Ecuatorianas

While approaching Quito-Mariscal Sucre Airport in marginal weather conditions, the airplane struck the slope of a mountain located 16 km from the airfield. The aircraft disintegrated on impact and all 37 occupants were killed.