Fairchild-Hiller FH-227

CATA Linea Aérea

Shortly after takeoff from Buenos Aires-Ezeiza-Ministro Pistarini Airport runway 17, while climbing by night, the crew reported technical problems. ATC cleared the crew for an immediate return and land. On final approach, the situation worsened and the crew apparently attempted an emergency landing on the Esperanza Golf Course when the aircraft struck a tree and crashed 5 km short of runway 35, bursting into flames. The aircraft was totally destroyed by impact forces and a post crash fire and all five occupants were killed.

Petroproduccion - Unidad de Aviacion

The twin engine aircraft departed Quito-Mariscal Sucre Airport at 1038LT on a charter flight to Nueva Loja-Lago Agrio Airport, carrying 21 oil workers and and five crew members on behalf of the Texaco Oil Company. While cruising under VFR mode at an altitude of 15,500 feet, the crew was instructed by ATC to change heading to 094° in order to descent to Nueva Loja for a landing on runway 23. But the crew failed to comply with this instruction and continued straight ahead. Few minutes later, the crew started the descent in foggy conditions when the aircraft struck the slope of Mt El Tigre located in the south part of Colombia, near the border with Ecuador. The wreckage was found three days later at an altitude of 4,500 metres. The aircraft disintegrated on impact and all 26 occupants were killed.

Legion Express

On final approach, when the landing gears were extended, the crew heard loud cracking noise. The landing was aborted and the aircraft passed the tower for visual inspection and one of the crew went to the cabin for visual check of the landing gears where he observed that the right landing gear lock strut rear member had broken loose from the side member assembly and was hanging down. Upon touchdown the gear folded up and the aircraft right propeller, wing tip and bottom of the fuselage touched ground and the aircraft went off the runway in a gentle right turn. The fuselage bottom skin and frame structure sustained extensive damage and the right wing tip, propeller blades, lock strut assembly and drag strut were destroyed. The aircraft operated on a ferry flight from Billund, Denmark to Miami-Opa Locka, Florida, with en route stops at among others Aberdeen and Keflavík.

Aerogal - Aerolineas Galapagos

Following an uneventful flight from Quito-Mariscal Sucre Airport, the crew started the descent to Ambato Airport in good weather conditions but was stressed by the presence of another aircraft in the approach area. On approach, the aircraft was too high on the glide and its speed was 100 knots, about 12 knots above the reference speed. This caused the aircraft to land too far down the runway 19, about 900 metres past the runway threshold (Ambato's runway 19 is 2,000 metres long). After touchdown, the crew decided to initiate a go-around procedure and increased engine power. The aircraft adopted a high angle of attack, causing the base of the empennage to struck the runway surface. Out of control, the aircraft continued, overran and came to rest in a ravine located 60 metres past the runway end. All seven occupants escaped with minor injuries and the aircraft was damaged beyond repair.

Transportes Aéreos Regionais da Bacia Amazônica - TABA

While on a night approach to Santarém Airport, the crew decided to initiate a go-around procedure. During the second attempt to land, the crew descended below the MDA when the aircraft struck the ground and crashed 1,600 metres short of runway. A passenger was seriously injured while three other occupants were killed. It was reported that a passenger was occupying the copilot seat at the time of the accident. Also, the crew descended below MDA for unknown reasons.

Transportes Aéreos Regionais da Bacia Amazônica - TABA

While in cruising altitude on a cargo flight from Belém, the crew lost control of the airplane that entered a dive and crashed in a jungle. The aircraft was destroyed upon impact and all three crew members were killed. It was reported that several elements of the airplane were not found at the point of impact and that the aircraft may have suffered a in-flight break up following possible multiple structural failures.

Aerocaribe - Aerovias Caribe

Upon landing, the left main gear collapsed. The aircraft slid for few dozen metres before coming to rest. All 14 occupants escaped uninjured while the aircraft was damaged beyond repair.

Transportes Aéreos Regionais da Bacia Amazônica - TABA

The approach to Altamira Airport was completed by night and marginal weather conditions. Despite the visibility was limited with the presence of fog bank on final, the crew decided to continue under VFR mode. On short final, the aircraft was too low, struck trees and crashed 850 meters short of runway 07. Both pilots and 20 passengers were killed while 22 other occupants were injured.

Concord Airlines

During the takeoff roll on runway 19L, at a speed of about 100 knots, the aircraft deviated from the centerline to the right. The pilot-in-command corrected with rudder but finally, the aircraft struck the right shoulder of the runway then veered off runway. It rolled in a grassy area and came to rest few dozen meters further. All 52 occupants evacuated safely while the aircraft was damaged beyond repair due to structural damages to the fuselage.

Uni Air International

Following an uneventful flight from Paris-Orly, the crew was cleared to descend to FL070 at 2049LT then to FL060 at 2055LT. Then the crew was instructed to turn right to 178° to the VOR of Vienne but after passing VNE VOR, he followed a wrong track off 155°. At 2058LT, the crew was transferred from Lyon-Satolas Approach to Valence Approach with whom the radio contact was established 30 seconds later. The crew was cleared to descend to 3,500 feet for a specified arrival route Vienne - Valence. A right turn to 200° was initiated when, at a speed of 187 knots, the aircraft struck the vertical cliff of 'Pierre Chauve' (1,260 meters high) located near Léoncel. The aircraft disintegrated on impact and all 22 occupants were killed.

Transport Aérien Transrégional - TAT

Following an uneventful flight from Nancy-Essey Airport, the crew started the descent to Paris-Orly Airport and was cleared to reduce his altitude to 6,000 feet. At that time, weather conditions were marginal with poor visibility due to fog. Suddenly, the aircraft pitched down and entered an uncontrolled descent with a rate of 16,000 feet per minute during the last 20 seconds. Out of control, the aircraft struck the metallic pylon of a high voltage powerline and eventually crashed at an excessive speed of 630 km/h in an open field located in Machault, about 46 km southeast of Paris-Orly Airport. The aircraft disintegrated on impact and all 24 occupants were killed.

Transportes Aéreos Regionais da Bacia Amazônica - TABA

The approach to Tabatinga Airport was initiated by night and poor weather conditions. On final, the aircraft was too low and struck a pole. It lost height and crashed, bursting into flames. The aircraft was destroyed and all 44 occupants were killed.

Myanmar Air Force - Tatmadaw Lei

Shortly after takeoff from Mandalay-Chianmyathazi (Annisaton) Airport, while in initial climb, the crew reported an engine failure and was cleared to return for an emergency landing. Following a circuit, on final, the airplane lost height and crashed on a tobacco factory. The airplane and the factory were totally destroyed. A passenger was seriously injured while 43 other occupants were killed. There were no casualties on the ground.

Bahamasair

After takeoff, while in initial climb, the crew raised the landing gear when the captain heard a loud bang and decided to land back. The airplane belly landed and slid for 605 meters, overran and came to rest in a mangrove. There were no injuries but the aircraft was written off.

Air Service Company

Landed hard and came to rest at Abadan Airport. There were no injuries but the aircraft was damaged beyond repair.

Pan Adria

Suffered a ground accident while taxiing at Zagreb-Pleso Airport. All 47 occupants were evacuated safely while the aircraft was damaged beyond repair.

Ozark Air Lines

Ozark Air Lines Flight 809, an FH-227B, was a regular flight between Nashville Metropolitan Airport, TN (BNA) and St. Louis (STL), with intermediate stops at Clarksville, TN (CKV), Paducah, KY (PAH), Cape Girardeau Airport, MO (CGI) and Marion-Williamson County Airport, IL (MWA) with an instrument flight rules (IFR) flight plan. The flight departed Marion at 17:05. The flight proceeded via the V-335 airway toward St. Louis without difficulty. At 17:26, the Kansas City Air Route Traffic Control Center (KCC) controller requested that Flight 809 make a 360 degree turn to the right. He advised that there would be about a 5-minute delay and that the right turn would keep the flight clear of the weather. At 17:28, the KCC controller cleared the flight to proceed to the St. Louis VOR and to contact St. Louis Approach Control. One minute later the first officer transmitted, "Approach, this is Ozark eight oh nine, seven thousand, with Quebec." Weather information 'Quebec' indicated: Estimated ceiling-4,000 feet broken, visibility-5 miles, haze and smoke, wind-120° at 8 knots , temperature-92 degrees, altimeter-30.06, ILS runway 12R approaches in use, landing and departing runways 12. The approach controller responded: "Ozark eight oh nine, Roger, maintain seven thousand and, ... continue toward the VOR, be vectors runway three zero left ILS." Between 17:32 and 17:39, the approach controller gave Flight 809 radar vectors through an area of thunderstorm cells that lay south and southeast of the St. Louis Airport. At 17:40, the controller cleared the flight for an ILS approach to runway 30L and cleared the flight crew to contact the St. Louis Control Tower. The Tower controller cleared the flight to land. At 17:42:31, the local controller said, "Ozark eight oh nine, it looks like a heavy rain shower moving right across the approach end of the runway now." The first officer replied, "Roger, we see it." After passing the Outer Marker, the aircraft began to descend below the glide slope until it struck the ground. First, the aircraft struck tree tops about 55 feet above the ground then crashed on a hillside located less than two miles from runway 30L threshold, in the district of Normandy. Two crew members and four passengers survived while all 38 other occupants were killed.

Transporte Aéreo Militar de Uruguay - TAMU

The airplane departed Montevideo on a charter flight to Santiago de Chile under callsign Uruguay 571, carrying members of the rugby team 'Old Christians', en route to Chile to take part to a tournament. All passengers were players, supporters and members of their family. While in cruising altitude in marginal weather conditions, the crew encountered altitude turbulences due to the mountain proximity and clouds. Despite the pilot increased full power on both engines, the airplane was unable to maintain a safe altitude when, at a speed of 350 km/h, the right wing struck a rocky ridge and was torn off. Few seconds later, the airplane struck a second ridge, causing the left wing and the tail to be torn off. The aircraft planed for few seconds before it crashed in a snow covered area located at an altitude of 3,900 meters in the Chilean Andes. Few passengers were injured while eight others were killed. Some survivors elected to contact rescuers but the VHF system was out of order. A day after the accident, the pilot of a Chilean Air Force trainer made a pass over the area but failed to sea the wreckage due to clouds. After three days, SAR operations were suspended by the authorities. After 72 days by extreme low temperatures, three survivors walked away and found help in a village. On December 22, 1972, two helicopters of the Chilean Air Force arrived on the scene and were able to evacuate 16 survivors while 29 other occupants died from their injuries, cold or of hunger.

Mohawk Airlines

On final approach to Albany by night and marginal weather conditions, the crew encountered technical problems with the left engine propeller cruise lock system. The propeller could not be feathered and the airplane lost height and eventually crashed onto two houses located 3,8 miles short of runway 01 threshold. Two crew members and 14 passengers as well as one people on the ground were killed. The aircraft and two houses were destroyed.

Paraense Transportes Aéreos

The approach to Belém-Val-de-Cans-Júlio Cezar Ribeiro Airport was initiated in poor weather conditions with thunderstorm activity and heavy rain falls. While completing a last turn to join the approach path of runway 06, the pilot-in-command failed to realize his altitude was insufficient when one of the wing struck the water surface. The airplane crashed into the Guajará Bay, about 800 meters short of runway 06 threshold. A crew member and a passenger were rescued while 38 other occupants were killed.

Mohawk Airlines

Mohawk Airlines flight 411, while en route to Glenn Falls from Albany, New York, crashed about 2020LT in mountainous terrain approximately 9 nautical miles north of the Warren County Airport, Glenn Falls. The flight had been cleared for a VOR approach to runway 19, since the surface wind was from 150° at 12 knots with gusts to 20 knots. The ceiling at Glenn Falls was given as 2,100 feet overcast, and the visibility was 7 miles in light rain. The flight overflew Glenn Falls at 3,000 feet and proceeded north for about 1 minute and 15 seconds at which time a left turn was initiated preparatory to return to the airport to land on runway 19. During the last portion of this turn, the aircraft contacted trees and the northwest slope of the Pilot Knob Mountain on a heading of about 180°, approximately one nautical mile east of Katsskill Bay, New York. It then impacted the face of a rock cliff, after which it dropped approximately 38 feet, became lodged between trees and the side of the mountain, and burned. The elevation of the initial impact with the rock face of Pilot Knob Mountain was approximately 1,960 feet. The three crew members and 11 passengers received fatal injuries, and the aircraft was destroyed.

Northeast Airlines - USA

Northeast Airlines Flight 946 departed Boston 17:42 for a flight to Lebanon, NH and Montpelier, VT. The Fairchild climbed to a cruising altitude of 8000 feet. At 18:08 the crew were cleared for an approach to the Lebanon Airport to cruise at 5,000 feet and report leaving 6,000 feet. At 18:10:45, the controller advised the crew that radar service had been terminated and the flight was cleared to contact the Lebanon Flight Service Station (FSS). One minute later the FSS told the crew that the weather was an estimated ceiling of 2,000 feet overcast; visibility was 10 miles; there were breaks in the overcast; the altimeter setting was 29:55; and the wind was calm. The flight did not perform the published instrument approach procedure but executed an abbreviated approach by making a right turn from their northwesterly heading and then a left turn back to intercept the inbound radial to the VOR station. The inbound radial was intercepted at approximately 8 to 10 miles northeast of the VOR station where it passed through an altitude of about 4500 feet. The crew began the descent but did not level off at 2,800 feet m.s.l., the minimum altitude inbound to the VOR. During the approach to runway 25 the airplane contacted trees on the cloud-shrouded side of a steep, rocky, heavily wooded mountain 57 feet below the summit at 2,237 feet m.s.l. The aircraft cut a swath trough the trees broke up and caught fire. Two crew members and 30 passengers were killed while 10 others were injured.

Piedmont Airlines

Flight 230 was a scheduled domestic flight from Louisville, Kentucky, to Roanoke, Virginia, with en-route stops at Cincinnati, Ohio and Charleston, Kanawha County Airport, West Virginia. The flight to Cincinnati was routine. At 0805 hours eastern daylight time the flight departed Cincinnati on an IFR clearance to Charleston via Victor Airways 128 south to York, thence Victor 128 to Charleston, to maintain 9 000 ft. At 0835 hours the flight contacted the Charleston Tower to request the latest weather information, which was provided as: sky partially obscured, visibility 4 mile fog and smoke, runway 23 visibility less than 1/8 of a mile. Shortly thereafter it was cleared by the Indianapolis ARTCC to the Milton Intersection (10 miles west-northwest of the Charleston VORTAC on Victor 128) and to descend to and maintain 5 000 ft. At approximately 0841 hours the flight contacted Charleston Approach Control and reported leaving 6 000 for 5 000 ft. The controller advised the flight that radar contact had been established and instructed the flight to take a 070' heading for a vector to the holding pattern at the ILS outer marker. The latest weather was also given at this time as: sky partially obscured, visibility 4 mile, fog and smoke, runway visibility runway 23 zero, altimeter setting 29.94 in. The flight was then provided with holding instructions to be followed upon arrival over the outer marker compass locator (LOM) and was given an expected approach time of 0915 hours subject to weather conditions. At 0850 hours prior to reaching the LOM, the flight was instructed to turn right to a heading of 140°, cleared to descend to 2 400 ft and advised that the runway visibility for runway 23 had improved to seven-eighths of a mile. At 0851 hours the flight was advised that it was seven miles northeast of the outer locator, instructed to turn right to a 200' heading and cleared for an ILS approach. The flight acknowledged the clearance and it shortly thereafter was advised by the approach controller that the glide path was out of service. At 0852 hours the flight was advised that it was 5 miles from the LOM and instructed to contact Charleston Tower on 120.3 MHz. At 0853 hours radio contact with the flight was established by the tower local 'controller who cleared the flight to land. By that time the landing check had been completed by the crew and descent was established at a fairly constant rate of descent of approximately 620 ft/min. At 0854:40 hours the flight reported passing the outer marker inbound and requested the wind which was given as being 230°/4 kt. At 0855:55 hours the flight asked the tower if the approach lights and high intensity runway lights were turned all the way up and the controller replied in the affirmative, adding "a little fog right off the end there and its wide open after you get by that, it's more than a mile and a half on the runway". This was the last known radio communication from the flight. At 0856:09 hours the pilot-in-command mentioned to the co-pilot that he was going to hold the present altitude which was approximately 1 250 ft AMSL (350 ft above the elevation of runway 23 threshold). At 0856:24 hours the co-pilot informed the pilot-in-command that he had the lights in sight "down low" and asked him if he could see them. The pilot-in-command replied he had them in sight and requested landing flaps. The co-pilot then commented "I got to get to the chart right here we're likely to lose it". At 0856:42 hours the co-pilot asked the pilot-in-command if he saw the lights "there", the pilot-in-command replied in the affirmative and shortly thereafter reduced the power and 2 sec later increased it - 1 sec later the co-pilot commented "watch it". About 1 sec later the aircraft crashed. The controller observed a column of smoke rising near the approach end of the runway and immediately activated the crash siren and called for the dispatch of airport emergency equipment. The aircraft struck the steep hillside about 250 ft short of the runway threshold at an elevation of 865 ft AMSL (approximately 33 ft below the elevation of the threshold). The aircraft then careened up and over the side of the hill and on to the airport, coming to rest off the right side of runway 23. The accident occurred at 0856:53 hours during daylight. Two passengers were seriously injured while 35 other occupants were killed.