Handley Page HPR-7 Dart Herald

Channel Express - Air Services

While taxiing at Bournemouth-Hurn Airport, the aircraft collided with a foodlight and suffered extensive damages on the left wing. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

LACOL Colombia - Lineas Aéreas Colombianas

On approach to Barranquilla-Ernesto Cortissoz Airport, the crew encountered limited visibility due to local fog banks. On final, he failed to realize his altitude was too low when the aircraft struck the ground and crashed 3,2 km short of runway threshold. The aircraft was destroyed and all seven occupants were killed.

Aerosucre Colombia

While cruising by night on a cargo flight from Bogotá to Cali, the crew encountered poor weather conditions with heavy rain falls. In poor visibility, the aircraft struck the slope of a mountain located near Roncesvalles. The aircraft was destroyed upon impact and all six occupants were killed.

MMM Aero Services

En route from Kinshasa to Tshikapa, one of the engine failed. The crew decided to divert to Kandala Airstrip, southeast of Bandundu province. After landing on a small airfield, the aircraft was unable to stop within the remaining distance, overran and crashed in flames. Six passengers were injured while 30 other occupants were killed.

Royal Malaysian Air Force - Tentera Udara Diraja Malaysia

The crew was completing a flight from Kuching to the Sempang Airbase in Kuala Lumpur. On approach, the left main gear failed to extend and the captain decided to divert to Subang Airport where he completed a belly landing. The aircraft slid for few dozen metres and came to rest. While all 25 occupants escaped uninjured, the aircraft was damaged beyond repair.

Lineas Aéreas La Urraca

Shortly after takeoff from Bogotá-El Dorado Airport, while climbing, the crew encountered technical problems with an engine that lost power. Unable to maintain the prescribed altitude, the crew attempted an emergency landing in a prairie when the aircraft crashed near the suburb of La Libertad, about 9 km southwest of the airport. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

British Island Airways - BIA

The aircraft was operating British Island Airways flight UK 185, a scheduled night passenger service from Southampton (SOU) to Guernsey (GCI). It taxied out initially at 17:49 but during the takeoff run it was noticed that the starboard engine's rpm gauge indicated 14,550 rpm instead of 15,000 and that the torque reading on the same engine was below the datum appropriate to the use of water methanol injection. The commander, who was handling the aircraft, therefore decided to abandon the takeoff when the speed had reached about 60 knots and he returned the aircraft to the apron. A ground run carried out on the starboard engine produced normal full power indications and so the passengers were re-embarked and the flight departed for the second time at 18:21. The power output from the engines during this takeoff was satisfactory but when the aircraft had reached about 200 feet a rise in the torque indication of the starboard engine was observed. Climb power was set and the flight climbed to FL80 and continued on track to Guernsey. The descent into Guernsey was started when the aircraft was about 35 nm from the airport. Power was reduced on both engines but when the fuel flow was being trimmed back the starboard engine's turbine gas temperature (TGT), torque and fuel flow gauges showed an increase in their readings and because they continued to rise the engine was shut down and the propeller feathered. Guernsey Approach Control was informed of the situation and asked to have the emergency services standing by for the landing. The aircraft continued the descent but when it was about 5 nm from the runway it was advised by ATC that the airline had requested that it should land at Jersey airport instead of Guernsey. It was therefore decided to divert to Jersey and clearance was received from ATC to proceed on course at 1,500 feet above mean sea level (amsl). The aircraft changed to the Jersey Approach Control frequency and after ensuring that ATC was aware of the emergency the commander requested permission to make an ILS approach to runway 27 although the weather at the time was clear. The commander did not consider that it was necessary to brief the co-pilot about the approach and landing to Jersey as this had already been covered during a previous approach to the airport earlier in the day and he made no special reference to the single engine approach condition. Jersey radar positioned the aircraft on the ILS localiser and it became established at a range of about 5½ nm from the runway and commenced its descent shortly afterwards. In the vicinity of the outer marker the undercarriage was lowered followed by takeoff flap (5°). ATC cleared the aircraft to land and reported the wind as 270° at 10 knots. The aircraft continued its descent flying slightly above the ILS glide path with the airspeed increasing from about 120 knots to 137 knots. Power was reduced on the port engine to a very low value and the IAS began to decay at a rate of about one knot per second. When the aircraft was between 400 and 300 feet above the runway full landing flap (30°) was selected and both pilots considered that at this stage they were correctly positioned for the approach. The co-pilot noticed that the airspeed was about 105-110 knots when he selected full flap. (The recommended speed for the final approach was 99½ knots, ie 10 knots above VATI). The aircraft became displaced to the right of the runway centre line as it approached the threshold and the commander tried to realign it with the runway by making a sidestep manoeuvre to the left. The IAS had continued to decrease at a steady rate during the final stage of the descent and that at this point it was about 89 knots. When the commander realised that he was not going to be successful in his attempt to realign the aircraft with the runway centre line he called for full power. The aircraft was now alongside the runway threshold lights. The co-pilot advanced the throttle on the port engine and believing that the commander had also called 'overshooting' he selected the undercarriage to retract. The aircraft began to yaw and roll rapidly to the right resulting in the starboard wing tip and starboard main wheels almost simultaneously striking the ground well to the right of the runway edge. The aircraft subsided on to the grass as the undercarriage retracted, spun round to the right through approximately 180° and then slid backwards until it came to rest astride a small road on the northern perimeter of the airfield. All 53 occupants were evacuated safely, four of them were slightly injured.

Lineas Aéreas La Urraca

When landing at Arauca (AUC) after a flight from Paz de Ariporo (PZA) and Tame (TME) a loss of hydraulic fluid was noted on the left main gear hydraulic system. A split hose was changed before the aircraft left for a flight to Cúcuta. Some 5 minutes after takeoff a burning smell and smoke were noticed in the cockpit. It appeared then that the undercarriage was still extended, though the undercarriage indicators in the cockpit didn't show this. The crew elected to divert to Villavicencio and made two low runs over the field to obtain instructions from the chief of maintenance and the airline's instructor. While on final approach to runway 22 the pilot was told by the instructor on the ground to feather the no. 1 engine as a precautionary measure. After passing the threshold at low altitude, power was reapplied and the aircraft turned slowly to the left, lost altitude and crashed in flames. Source: ASN

Lineas Aéreas La Urraca

The airplane departed Valledupar-Alfonso Lopez Pumarejo Airport at 1530LT bound for Barrancabermeja on a flight from Maicao to Bogotá. During initial climb, the crew reported technical problems with the left engine that failed and was cleared to return to Valledupar for a safe landing. On final approach to runway 02, the captain attempted an emergency landing when the airplane crash landed 900 meters short of runway threshold. All 32 occupants were injured and the aircraft was destroyed.

Aerolinee Itavia

While completing a local training flight at Rome-Ciampino, the crew encountered engine problems. On touchdown, the airplane went out of control, veered off runway and came to rest. While both pilots were uninjured, the aircraft was considered as damaged beyond repair.

Far Eastern Air Transport - FAT

After takeoff from Kaohsiung Airport, while climbing, the crew encountered technical problems with the right engine. The captain informed ground about his situation and was cleared to return for a safe landing. He quickly realized he could not make it so he reduced his altitude and attempted and emergency landing. While flying a low height over a dense wooded area, the airplane went out of control and eventually crashed in flames in an open field located near Tainan. The aircraft was totally destroyed and all 36 occupants were killed. The aircraft crashed 12 minutes after its takeoff from Kaohsiung Airport, bound for Taipei-Songshan Airport.

Sadia Transportes Aéreos

The aircraft, registration PP-SDJ, took off from São Paulo-Congonhas Airport, at 1015 hours Z, with Curitiba-Afonso Pena, Paraná, as its destination, carrying five crew members and twenty passengers. In accordance with its approved IFR flight plan, the aircraft was to fly Airway Green 3 at flight level 130, and at a speed of 300 km/h. The flight time on the São Paulo-Curitiba segment was estimated to be 1:00 hour. After the take-off from São Paulo the flight proceeded in accordance with the approved flight plan in visual meteorological conditions (VMC) as far as the vicinity of Paranagul. There the aircraft changed to instrument flight (IMC) in moderate turbulence. At that moment one of the ADF was set on the Paranagul marine NDB (NX-320 kc/s) and the other on the Paranagud NDB (PG-340 kc/s). Without a correct fix being obtained over Paranagua the position report was transmitted at 1117 hours Z to Curitiba Control and the aircraft changed heading, approaching Curitiba on a magnetic heading of 283°. The ADFs were then set respectively on the frequencies of the Curitiba NDB (CT-390 kc/s) and the Bacacheri NDB (BI-300 kc/s). The pilots found it necessary to change the ADF frequencies several times on the São Paulo-Curitiba segment and finally one ADF was set on the Curitiba NDB and the other on Broadcasting Station ZYM-5 (560 kc/s). In reply to the position report Curitiba Control cleared the aircraft to descend to flight level 70 and report when having the Bacacheri NDB at 30°: the aircraft flew in IMC conditions and moderate turbulence with its airborne radar and VOR switched off. At 1126 hours Z the pilot reported his position to Curitiba Control as having the Bacacheri NDB at 30° and he was instructed to proceed and hold above Curitiba NDB and descend to flight level 50. At 1128 hours Z the pilot reported over Curitiba NDB and initiated the downwind leg (IFR descent pattern phase for touchdown on Curitiba-Afonso Pena runway 15). After this radio message the aircraft left the magnetic heading 283° relating to the São Paulo-Curitiba segment to intercept the downwind leg on a heading of 359° in the descent pattern. Seventeen seconds later when the aircraft had executed approximately 45° of a turn to the right, it collided on a heading of 325° with a hill at an altitude of 4 635 ft. At the moment of impact the aircraft was executing a turn with slight bank to the right. Two crew members and two passengers survived while 21 other occupants were killed. The aircraft was destroyed.

Royal Jordanian Airlines - ALIA

The aircraft took off from Beirut International Airport, Lebanon, at 1955 hours GMT on a non-scheduled international flight to Amman, Jordan. The aircraft was cleared to climb to and maintain FL 135 according to the flight plan submitted. At 2014 hours the aircraft reported to Damascus Centre over Dakweh at FL 120 climbing to FL 135 and estimating Damascus beacon at 2019 hours. The aircraft having not reported over that beacon by 2020 hours, the Damascus Centre controller initiated a series of calls which were not answered by the aircraft. At 2035 hours, a telephone call indicated that an aircraft flying west to east was seen on fire and had crashed half-way between the Syrian border and Damascus. It was subsequently found that this was the subject aircraft, and that it had crashed at approximately 2016 hours on a 45° slope of a mountain at a height of 4 200 ft AMSL on a heading of 340°. The aircraft was totally destroyed and all 54 occupants have been killed.

Eastern Provincial Airways - EPA

Flight 102 was a scheduled domestic flight from Moncton to Torbay, Newfoundland, with scheduled stops at Summerside, Charlottetown, Prince Edward Island, New Glasgow, Halifax and Sydney, Nova Scotia, Deer Lake, Gander and Torbay, Newfoundland. It took off from Moncton, New Brunswick at 0635 hours Atlantic Standard Time. The flight was routine as far as Halifax where a 36-minute stopover was made. No aircraft unserviceabilities were reported by the crew during the stopover. The flight departed Halifax for Sydney at 0910 hours. It was cleared to depart runway 33, to turn right and climb on course to an altitude of 13 000 ft via Victor 312 Airway to the Sydney omnirange station. Following take-off, it was requested to report reaching 13 000 ft and this was acknowledged. There was no further communication between the aircraft and Air Traffic Control. At 0915 hours the aircraft contacted the airline's radio facility at Halifax and transmitted flight data as follows: time out 0908 hours and off at 0912 hours along with an estimated time of arrival at Sydney of 0959 hours. This was the last known transmission from the aircraft. No difficulty was reported by the crew. Nineteen witnesses located about three miles north-north-east of the accident site and about 2 miles south-east the centre line of Victor 312 Airway testified that an unusual noise attracted their attention to an aircraft flying on an easterly heading and that the tail unit and, later on, the nose section separated from the aircraft, whereupon it went out of control and crashed 45 to 60 seconds after. The time of the accident was calculated to be approximately 0922 hours. The aircraft was destroyed and all eight occupants were killed.

Handley Page Aircraft Company Ltd

The crew (two pilots and seven engineers of Handley Page) departed Woodley Airport to take part to the Farnborough Airshow. Enroute, the right engine caught fire. The crew decided to reduce his altitude and attempted an emergency landing in a field located in Godalming. The airplane crash landed in a field and came to rest in flames. While all nine occupants were able to evacuate the cabin, the aircraft was destroyed by fire.