Fokker 50

Starsky Aviation

A StarSky Aviation Fokker 50, was involved in an accident at Aden Adde International Airport (MGQ). All occupants survived. Preliminary information suggests the aircraft suffered a 'malfunction' after takeoff. It reportedly suffered a runway excursion after after attempting an emergency landing in the opposite direction of takeoff.

Silverstone Air

The aircraft departed Mogadishu-Aden Abdulle Airport on a cargo flight to Beledweyne, carrying four crew members and various goods on behalf of the AMISOM, the African Union Mission in Somalia. After takeoff, the crew informed ATC about hydraulic problems and was cleared to return. After touchdown on runway 05, the aircraft went out of control, veered off runway to the right and collided with a concrete wall. Two crew members were slightly injured while both pilots were seriously injured after the cockpit was severely damaged on impact.

Silverstone Air

The airplane crashed while taking off from Nairobi-Wilson Airport on a schedule service to Mombasa and Lamu. During the takeoff roll from runway 14, the airplane failed to liftoff, overan and rolled for about 250 meters when it struck a perimeter fence and eventually came to rest against trees located about 50 meters further. All 55 occupants were evacuated, among them two passengers were injured.

Air Vallée

On April 30, 2016, the aircraft Fokker F27 MK50 registration marks SE-LEZ, operating Air Vallee flight number RVL233, took off from Rimini airport at 06.48 hrs with 18 passengers and 3 crew on board. During the final approach to Catania airport, with the aircraft stabilized on ILS Z RWY 08, the crew noticed that the right and left main landing gear lights were green but the nose landing gear light was amber. The crew informed the ATS (Catania APP) that they were in contact with the problem and informed them of their intention to continue the approach to perform a low pass on the runway followed by a standard missed approach procedure, in order to request a visual verification from the control tower of the actual extension of the nose gear. During the low passage, the control tower informed the crew that the nose gear was not extended despite the opening of the nose gear compartment. After the passage, all lights, including the amber light of the nose landing gear, went off. The aircraft proceeded to the INDAX point to perform a holding at an altitude of 3000 feet as agreed with ATS during which the crew applied the abnormal procedures for nose gear unsafe down after selection and alternate down procedures. Both procedures were unsuccessful and the crew declared an "emergency" informing ATS of their intention to perform a final maneuver (leveled 2G turn). The captain of the flight, who had been PNF up to that moment, took the controls as PF and executed the turn: also in this case without any positive outcome. The crew informed ATS of the situation, stating the number of passengers, the amount of fuel on board and the absence of dangerous goods. The crew decided to follow a VOR procedure for RWY26 followed by a visual approach in order to make a last low passage to check the condition of the nose gear. After this second missed approach, the aircraft was instructed to perform an ILS procedure for RWY 08. Landing took place at 09:34 hrs with the main gear properly extracted and locked, the nose gear in "up" position and the doors open. The following is a sequence of pictures taken from a video of the accident, acquired by ANSV through the Catania airport operator, in which the aircraft is seen landing with the nose landing gear not extended and touching the ground only when it reached the speed necessary to sustain it in the absence of nose landing gear support. After completion of the landing run, with the aircraft remaining in the middle of the runway, the engines were shut down and passengers and crew disembarked without further incident. Some of the passengers were transferred to the airport emergency room and subsequently some of them were sent to hospital for further examination; no passenger was reported to have sustained injuries as a result of the event.

Skyward Express

On 4 January 2015, about 0840 local time, a Fokker 27-50 a cargo flight, registration 5Y-SIB, operated by Skyward Express Ltd, experienced a gear-up landing at Jomo Kenyatta International Airport (HKJK). The flight had diverted to HKJK due to a mechanical malfunction of the landing gear. Visual meteorological conditions prevailed and the airplane was on an IFR flight plan. None of the ten persons on board were injured. The airplane was substantially damaged and there was no fire. The flight originated at Wajir (HKWJ) and the original destination was Nairobi-Wilson Airport (HKNW). During the departure from HKWJ, the flight sustained a bird-strike. After taking steps to confirm any aircraft system malfunction the aircraft systems were still operable and the flight crew elected to continue the flight. The flight en route was without any incident. While in the traffic pattern at Wilson, the landing gear was activated to extend and it resulted in an unsafe indication for the left main gear. During the period of about an hour while circling overhead the airport, the flight crew attempted to resolve the anomaly but they were unsuccessful. It prompted the crew to declare an emergency after they had confirmed that the left main landing gear was locked up in the air position and was not lowering. After declaring an emergency, the crew carried out an extensive consultation with the air traffic services and the company ground personnel and elected to divert the flight to Jomo Kenyatta International Airport (HKJK). The crew made a successful gear-up landing at Jomo Kenyatta International Airport (HKJK) runway 06 with no injury to those onboard the flight however the aircraft sustained substantial damage. The aircraft got disabled after landing and blocked both runways for more than four hours as the airport authorities struggled to remove it to pave way for other operations. According to the report obtained from post-accident interview with the flight crew at 0540 the aircraft took-off at Wajir (HKWJ) on runway 15 and immediately after take-off on passing 200ft at a speed of Vref +10 Knots the crew noticed a flock of birds and tried to evade them. While increasing the aircraft rate of climb they felt like a thud (hitting something). After clearing the flock they inspected the instruments and confirmed all aircraft systems were functioning satisfactorily. They then proceeded with their flight as intended. According to the air traffic control (ATC) transcript obtained from Wilson control tower upon entering Wilson aerodrome traffic circuit at 0641:41 the crew requested ATC to join downwind runway 07 and was immediately cleared. After five minutes (0646:50) the crew requested ATC to extend downwind and at 0648:03 the crew confirms to the ATC that they are checking the undercarriage. At 0654:08 the crew confirms to the ATC that they have an emergency on the left main landing gear and they have checked it is locked up in the air position. The crew requested for more time to trouble-shoot the problem and requested ATC to brief their company about the problem. At 0731:07 the crew confirmed to HKNW air traffic service unit that they are ready to do gear-up landing and they would prefer HKJK instead of HKNW. They are then cleared for HKJK to join left base runway 06. 30 seconds later the crew changes their intention to go to HKJK and confirms to HKNW ATC that they would do a gear-up landing at HKNW and requests for more time. At 0749:31 the crew consults with their company through HKNW ATC and agrees to carry out the gear-up landing at HKJK and the flight was cleared to proceed to HKJK. At 0802 the crew made a successful gear-up landing on runway 06 at HKJK.

Skyward International Aviation

Upon landing on runway 05 at Mogadishu Airport, the right main gear failed. The aircraft veered off runway to the right then rolled for few dozen metres, collided with a concrete perimeter fence and came to rest. There was no fire. It appears the right wing and the right engine suffered severe damage (the right broke in two). The nose of the aircraft was destroyed and the fuselage was bent on several areas. All 24 occupants evacuated safely. The aircraft was completing a domestic schedule flight on behalf of Jubba Airways.

Skyward International Aviation

On 2 July 2014, about 01.14 UTC, 5Y-CET, a Fokker F50, an international cargo flight, operated by Skyward International, crashed shortly after takeoff from Jomo Kenyatta International Airport (JKIA), Nairobi, Kenya (JKIA). Instrument Meteorological Conditions prevailed at the time and the airplane was on an instrument flight plan. The four crewmembers were fatally injured. The airplane was destroyed and consumed by post-crash fire. The destination of the flight was Aden Adee International Airport, Mogadishu, Somalia. The airplane was repositioned from its home base at Wilson Airport in Nairobi, the day before. The accident captain (CAPT) and another first officer conducted the repositioning flight. (see Aircraft Information). At JKIA, the airplane was loaded with cargo in preparation for the accident flight. The accident crew consisted of the Capt and FO in addition to a maintenance engineer and loadmaster. According to air traffic control (ATC), the flight plan was filed for duration of 2.5 hours at an altitude of 19,000 feet along with 5 hours of fuel aboard. Based on flight recorder data, the Capt was the pilot-flying and the FO was the pilot-monitoring. The accident flight was reconstructed using data from air traffic control and flight recorder information. According to FDR data, engine start occurred at at 01.50.20. At about 01.10.59 the flight made initial contact with JKIA air traffic control tower and after routine communication, including the confirmation of the number of person and fuel endurance, the flight was cleared for takeoff at 0112.30. At 01.11.58, both engines accelerated to a high power setting with engine no. 1 stabilizing at 78% torque, 100% propeller speed and engine 2 stabilizing at 80% torque, 99% propeller speed. About six seconds later, the Capt indicates “power is set”. About 2 seconds afterwards the Capt indicated “the auto-feather is off, left” and then 5 seconds later, the FO calls out “seven eighty” (?). About 16 seconds after initial engine acceleration was applied, the first of a series of three chimes audio alerts occurred, and continued at 1 second interval throughout the CVR recording. Immediately after the initial chimes, the Capt said “you see” and “how much is that?”. The FO responded “okay niner”. The Capt then asked “it has gotten to?” The FO replied “thirty four thirty ninety two” and shortly afterward “the left one is thirty”. About 24 seconds after initial engine acceleration, engine 1 torque climbs over a period of 2 seconds to a recorded value of 119.9%, the maximum value the recorder is capable of recording. Simultaneously Engine 1 propeller speed falls from 100% to 57%. Other engine shaft speeds remain at approximately their original high power values. Airspeed at the point this change occurs was less than 30 knots. During this period, the FO called out “one twenty two now [pause] torque”. The Capt responded “it is rising eh? The FO then noted “torque one twenty six now”. About 31 seconds after initial engine acceleration, the FO called out “okay speed alive sixty”. About a second later the Capt asked “do we reduce or”? The FO responded “we can just cut”. The Capt inquired “do we abort or continue?” The FO responded, “okay one one twelve and nine four point three” and then “okay one sixteen [pause] ninety four.” The Capt acknowledged “yeah okay” About 47 seconds after initial engine acceleration, the Capt said twice “did I reduce it?”and the FO responded sequentially “yeah” and “okay”] About 52 seconds after initial engine acceleration, the Capt asked “how is it now?” and the FO replied “yeah one oh two [pause] ninety four”. About 7 seconds later the FO called out “okay, one sixteen ninety four”. About 1 minute after initial engine acceleration, the Capt inquired “Is it really going?” The FO replied “one oh one, ninety five”. The Capt acknowledged and shortly afterward he queried “is it going really, is the aircraft really moving”. The FO responded “okay, one oh one, ninety five”. About 4 seconds later, the Capt indicated “it is not giving power” About 1 minute 9 seconds after the initial engine acceleration the FO called out “okay speed has now reached about hundred”. The Capt responded “oh yeah” and immediately afterward the FO called out “okay one eleven, ninety five”. About 1 minute 18 seconds after the initial engine acceleration, the FO indicated “hundred now”. The Capt acknowledged. About 1 minute 26 seconds after the initial engine acceleration, the FO called out “V one V R rotate” About 1 minute 33 seconds after the initial engine acceleration a transition of the airplane from ground to air mode is recorded and the pressure altitude begins to climb along with the Capt immediately afterward expressing two exclamations. Following the transition to air mode there were 51 seconds of flight recorder data before the recording ended. During this time and over a period of about 3 seconds, the FO calls out “positive rate of climb” and the Capt responded “gear up”. About 3 second later, the Capt expressed “it doesn’t have power [pause] it’s on one side.” About 6 seconds afterward, the FO said “we can also turn back”. About 3 seconds later the first of seven “don’t sink” (GPWS aural warning alerts) begins over a period of 23 seconds. After the second GPWS alert the Capt queried “ok, we’re ok?” After the third GPWS alert, the FO said “we can turn back” and the Capt immediately responded “let’s just go”. The FO replied “okay”. After the fifth GPWS alert, the Capt indicated “and this one is showing one fourteen” and then queried? “we can turn back?”. About 2 seconds later, the FO called out “okay speed is one hundred” and the Capt responded “but this one has nothing” About 1 second later and about the time of the sixth GPW alert, JKIA control tower radioed “five yankee charlie echo tango contact radar one two three decimal three. Good morning.” After the seventh GPWS alert the recording ended about 13 seconds later. During this time, the controller called the aircraft again. The Capt expressed “tell him [pause] tell him we have no power”. The last CVR data indicates the FO radioed, “ah tower charlie echo” and the transmission abruptly ended along with simultaneous sounds of distress. According to FDR data, about 15 seconds after the airplane transitioned from ground to air mode the recorded altitude peaked about 5060 feet and accompanied by a maximum airspeed of 100 knots. Along with a variation of airspeed between 90 knots and 100 knots for the remainder of the recording, during the following 20 seconds the altitude decreased to about 5000 feet and then increased to 5050 feet over the next 10 seconds where it remained until the recording ended at 1.14.27. Witness Accounts (Air Traffic Controller Civilians). The aircraft crashed during the hours of darkness at geographical coordinates of 01° 17’16”S, 36° 57’5”E.

Bluebird Aviation

The aircraft departed Nairobi-Wilson Airport on a cargo flight to Guriceel, carrying two pilots and a load of six tons of khat. After landing, the crew encountered difficulties to stop the airplane within the remaining distance. The aircraft overran and came to rest with its left wing partially torn off. Both pilots evacuated safely and the aircraft was damaged beyond repair.

Compagnie Africaine d'Aviation

The aircraft was completing a cargo flight from Kananga to Goma with an intermediate stop in Lodja, carrying four passengers, 6 crew members and a load of various goods. On final approach to Goma Airport Runway 36, the crew encountered poor weather conditions with limited visibility due to heavy rain falls. On final, the aircraft contacted the roof of a house and crashed in the garden of a residential area, coming to rest upside down. Three passengers were seriously injured while seven other occupants were killed.

Skyward International Aviation

After touchdown at Aweil Airport, the left main gear collapsed. The aircraft veered off runway to the left, slid on soft ground for few dozen metres before coming to rest in bushes with its left wing torn off. There was no fire. All 57 occupants evacuated safely, only one passenger suffered minor injuries. The aircraft was damaged beyond repair. The plane was contracted by the International Organization for Migration (IOM) and the Government of South Sudan to airlift South Sudanese refugees back to Aweil.

Feeder Airlines

The aircraft was carrying 50 passengers and a crew of five from Juba to Wau. After landing, the left main gear collapsed. The aircraft skidded on the 2,175 metres long and unpaved runway, veered off and came to rest with its nose gear torn off. While all five crew members were injured, all 50 passengers escaped uninjured. The aircraft was damaged beyond repair. The airport reported that the first part of runway 09 was closed due to work in progress since three months. It appears from various sources that the airline reported there was no NOTAM indicating the work in progress to resurface the runway and tower did not advise about the work in progress, too. Due to the slope of the runway it was impossible to see the workers on the runway in time. After landing, the aircraft impacted obstacles and went out of control.

Bluebird Aviation

The aircraft departed Nairobi-Wilson Airport on a cargo flight to Guriceel, Somalia, carrying three crew members and a load of khat. After landing, the airplane encountered difficulties to decelerate properly and was unable to stop within the remaining distance. It overran, contacted rough terrain, lost its nose and left main gear before coming to rest. There was no fire. All three occupants escaped uninjured and the aircraft was damaged beyond repair.

Sudan Airways

Following an uneventful flight from Khartoum, the crew started the descent to Malakal, completed the checklist and lowered the landing gear. A technical problem occurred with the left main gear that remained stuck in its wheel well and failed to deploy. The crew decided to return to Khartoum. On approach to Khartoum-Haj Yusuf Airport runway 18, the crew elected to lower the gear manually but without success. The aircraft landed with both nose and right main gear deployed. After touchdown, the left wing contacted the runway surface. The aircraft slid for about 1,350 metres then veered to the left and came to rest. All 45 occupants evacuated safely and the aircraft was later considered as damaged beyond repair.

Sudan Airways

Upon landing, the nose gear collapsed. The aircraft went out of control and veered off runway. While contacting soft ground, the left main gear collapsed as well, causing the left propeller to struck the ground. A propeller blade separated and penetrated the fuselage, and the aircraft came to rest on its belly. All occupants escaped uninjured while the aircraft was damaged beyond repair.

Kish Air

The aircraft was operating as a scheduled flight from Kish Island, Iran to Sharjah, UAE with the captain initially as the pilot flying (PF). During the cruise and just prior to descent, the captain unexpectedly handed over control of the aircraft to the First Officer prior to the approach to Sharjah. The first officer did not accept this willingly and stated that he was not confident of his ability to conduct a VOR/DME approach into Sharjah. This statement was not consistent with his previous experience and could indicate either a cultural or professional issue. The captain insisted the first officer fly the aircraft and encouraged and instructed him during the approach. At 11:24 hours local time, the aircraft contacted Dubai Arrivals and was cleared from 9000 ft to 5000 ft and instructed to expect a VOR/DME approach to runway 12 at Sharjah International Airport. At 11:29 hours the aircraft was further cleared to 2500 ft and cleared for the approach. The aircraft was under its own navigation and the daylight conditions were fine with excellent visibility. At 11:35 hours the aircraft was instructed to contact Sharjah Tower and the pilot reported that the aircraft was established on the VOR final approach for runway 12. The Tower cleared IRK7170 to land and advised that the wind was calm. At that point the aircraft was slightly above the approach profile. The initial speed for the approach was at least 50 kt high at approximately 190 kt with no flap and no landing gear. The aircraft should have been configured with landing gear down and flap 10° during the approach and stabilized at 130 kt prior to the MDA. Approaching the MDA at flight idle setting, the autopilot was disengaged and the first Officer called for flap 10 at 186 kt (limiting speed of 180 kt) and flap 25 was selected by the Captain, a setting uncalled for by the Pilot Flying at 183 kt (limiting speed of 160 kt), and the landing gear was called for and selected at approximately 185 kt (limiting speed of 170 kt). The captain then took control of the aircraft and shortly afterwards the ground range selectors were heard by Cockpit Voice Recorder to be lifted and the power levers moved from the flight idle stop into the ground control range. The left propeller then went to full reverse whilst the right propeller remained in positive pitch within the ground control range. The aircraft descended in an extreme nose low left bank attitude until impact. The aircraft crashed 2.6 nm from the runway onto an unprepared sandy area adjacent to a road and residential buildings. The aircraft broke apart on impact and a fire started immediately. Three passengers suffered injuries while 43 other occupants were killed.

Mid Airlines

After landing on a gravel runway at Adar Yeil Airport, the aircraft collided with a flock of birds, damaging the left engine. The aircraft went out of control and veered to the left, causing the left propeller to struck the ground. The propeller blades separated, punctured the fuselage and injured three passengers. The aircraft came to a halt and all occupants evacuated. The aircraft was damaged beyond repair.

Air Nostrum

After landing on runway 15 at Melilla Airport, the pilot-in-command noticed that he could not engage the ground idle/reverse of both propellers, and that the aircraft did not brake normally. The aircraft started to deviate to the left of the runway axis while both pilots were applying brakes. After tyre n°3 burst, the deviation continued until the aircraft left the paved surface of the runway and finally fell through an embankment with around 15 metres of height located at the end of runway 15. The aircraft was destroyed and the pilot-in-command and other nine people suffered minor injuries. There was no fire.

Luxair

The Fokker 27 Mk050 registered LX-LGB and operated by Luxair left Berlin on 6 November 2002 at 07h 40min on flight LG 9642/LH 2420 with destination Luxembourg. Cruising level was at FL180. At 08h 50min, Frankfurt Control asked the crew to stop descent at FL 90, direct to Diekirch and at 08h 52min the flight was transferred to Luxembourg Approach. They were instructed to enter the Diekirch hold at FL90, to expect later on vectors for an ILS 24 and were given the latest RVR readings. At 08h 59min, well before reaching the Diekirch hold, the aircraft was recleared to 3000ft QNH and to turn left heading one three zero. At this time the aircraft flew in the clear sky above a fog layer. RVR was two hundred seventy five meters. The crew evoked a go-around if the RVR was not three hundred meters whilst passing ELU (it’s minima for a category II approach). At 09h04 min 36s, the aircraft passed overhead ELU maintaining 3000ft QNH. At 09h04 min 57s, the ATC controller transmitted an RVR of three hundred meters. Power was further reduced, flaps 10 were selected and the landing gear was lowered. Immediately after the landing gear was lowered, the pitch angle of the two propellers simultaneously reached a value that is lower than the minimum values for flight. This propeller pitch setting involves a rapid decrease of speed and altitude. During the following seconds, the left engine stopped and then the right engine stopped. The flight data recorders, no longer powered ceased functioning. At 09h05 min 42s (radar time base), the aircraft disappeared from the radar screen. It was immediately found in a field seven hundred meters to the north of runway centreline 24 and three point five kilometres to the east of the threshold. Six people were critically injured while 16 others were killed. Within the following hours, four of the survivors died from their injuries. The only two survivors were a passenger, a French citizen, and the captain.

Malaysian Airlines System - MAS

Flight MH2133 A Fokker 27 mark 050 bearing registration 9M-MGH was a scheduled domestic flight from Kota Kinabalu to Tawau, Sabah. The departure from Kota Kinabalu was delayed by approximately 30 minutes due to late arrival of the aircraft operated by a different set of flight crew from Labuan. The flight took off from Kota Kinabalu at 0419 hrs on an Instrument Flight Rules (IFR) flight plan via Airway W 423 direct to Tawau Very Omni Range (VOR) at flight level (FL) 170 with 53 persons on board. The departure out of Kota Kinabalu was uneventful and the weather en-route was insignificant. At 0442 hrs the flight established radio contact with Tawau Tower “MH 2133 we are maintaining FL 170, TMA 40, VTW 0505, presently at 94 DME VTW”. The controller then passed the weather for Tawau which was, “surface wind calm, visibility more than 10 km, rain north to north east, scattered 1600 feet and scattered 2700 feet, broken at 14000 feet, Temperature 30 degree C and QNH 1009 mb, Runway 17”. At 0443 hrs another aircraft call sign TSE 809 (a Cessna 206) flying along the same route as MH2133 but at 9500ft established radio contact with Tawau Tower, TSE 809 then reported that the flight was 65 DME from Tawau VOR. This was immediately followed by Tawau Tower asking MH2133 to report position from Tawau VOR which MH 2133 replied “57 DME and requested descent”. The controller then cleared MH 2133 to descend to 10500 feet. At this point in time there was also another aircraft MH2135 (a Boeing 737) heading towards Tawau cruising at FL 230 and cleared by the TOWER to descent to FL 180. MH 2135 was also notified by the TOWER of the Expected Approach Time (EAT) of 0530 hrs. At 0457 hrs TSE 809 reported that the flight was 44 DME from Tawau VOR. On hearing this transmission, MH 2133 requested a lower descend clearance, as it was 30 DME from Tawau VOR. It must be noted that at this juncture, MH 2133 was ahead of TSE 809 but at a higher altitude. The controller then asked TSE 809 whether there was any objection for MH2133 to descent through its level and become number One (1). Despite the fact that TSE 809 had no objection for MH 2133 to become number One (1), MH 2133 was asked by the controller to still maintain 10500 feet. At 0458:23 hrs, MH 2133 asked “MH 2133 confirm maintain 10500 feet?”. TOWER then replied “Affirm maintain 10500 number 2 in traffic”. At 0458:36 hrs MH 2133 again asked “MH 2133, 26 DME confirm we are still number 2?” TOWER then replied- “Station calling…. say again - MH 2133 then repeated “2133 Maam, and are 25 DME maintain 10500, confirm we are number 2?”. TOWER – responded “That’s affirm 2133, Expected Approach Time 0520 hrs”. At 0459:05 hrs MH2133 asked TSE 809 to check position and whether there would be any objection for the aircraft to descend through its level. TSE 809 replied that they had no objection and MH 2133 was subsequently cleared to descend to 7000 feet. The descent into Tawau by MH 2133 from the cruising altitude of 10500 feet was initiated at about 21 DME. The flight crew discussed the descent technique they were going to use and were aware of all their action. At 0501:15 hrs, as the flight reported leaving 9000 feet and passing 16 DME, the flight crew advised the controller that they had the airfield visual. MH2133 was then cleared for visual approach runway 17. At 0502:48 hrs, MH 2133 reported passing 3500 feet. The aircraft was then configured for landing where landing gears were selected down and flaps set at 25 degrees. The aircraft speed was still fast and since it was also high on the approach, the commander assured the co-pilot “Runway is long so no problem Eh”. On passing 2000 feet and on short final, the copilot reminded the commander “speed, speed check, speed check Ah”. The rate of descent was in excess of 3000 feet per minute and its pitch angle was around minus 13 degrees. The excessive rate of descent triggered the aircraft Ground Proximity Warning System (GPWS) sink rate and pull up warnings. The commander ignored these warnings and insisted that he should continue with approach for a landing. The aircraft first touched down on the runway at 0505 hrs. Its first tyre marks (nose wheel) on the runway was at approximately 3400 ft from the threshold. It then bounced and at 4500 ft point, its left main wheel made a light contact with the runway surface. It subsequently bounced up again and its main wheels made a firm contact at 4800 ft point, thus leaving only 800 ft of runway remaining. The aircraft continued onto the grass verge, momentarily left the ground and hopped over the runway perimeter fence. It subsequently crashed at 571 feet from the end of the runway at almost right angle to the runway. There were a number of explosions followed by a fire. The aircraft was totally destroyed.