NAMC YS-11

Japan Maritime Self-Defense Force - Kaijo Jieitai

Crew was completing a training mission from Atsugi AFB with intermediate stops at Tokushima AFB and Iwakuni AFB. After landing on runway 35 (1,200 meters long) at Ozuki AFB, the aircraft was unable to stop within the remaining distance. It overran, went through a fence, lost its nose gear and came to rest 150 meters further in a rice paddy field. All 11 occupants escaped uninjured while the aircraft was damaged beyond repair.

Asian Spirit

After landing at Masbate Airport, the twin engine aircraft was unable to stop within the remaining distance. It overran, veered to the right and collided with a concrete wall. All 47 occupants escaped uninjured while the aircraft was damaged beyond repair. At the time of the accident, wind was from 040 at 11 knots gusting to 14 knots.

Aboitiz Air

The twin engine aircraft departed Tacloban on a charter flight to Manila, carrying five employees of the Philippines Central Bank and four crew members. Upon landing on runway 06, the aircraft veered off runway to the right, lost its right main gear and came to rest. All 9 occupants escaped uninjured while the aircraft was damaged beyond repair.

Phuket Airlines

The approach and landing at Mae Sot Airport were completed in rainy conditions. After touchdown, the aircraft was unable to stop within the remaining distance, collided with a fence and came to rest. All 28 occupants evacuated safely while the aircraft was damaged beyond repair.

Air Nippon

On approach to Sapporo-Okadama, the aircraft was too high on the glide and approached at an excessive speed. It landed too far down a snow covered runway and was unable to stop within the remaining distance. It overran, collided with snow bank and came to rest. All 41 occupants escaped uninjured while the aircraft was damaged beyond repair.

Air Philippines

The aircraft landed hard with its right main gear first. Out of control, it slid on runway for few dozen metres and came to rest, bursting into flames. All 34 occupants escaped uninjured while the aircraft was destroyed by fire.

Gambia Airways

Following an uneventful flight from Saint Louis, a Twin Otter operated by Air Sénégal was cleared to descend to Dakar-Yoff Airport and was instructed to maintain 3,000 feet over YF VOR. At the same time, the NAMC YS-11 departed Dakar-Yoff Airport on a regular schedule flight to Banjul. Registered C5-GAA, the aircraft was carrying 34 passengers and a crew of four. Its pilots were instructed to climb via radial 140 and maintain the altitude of 2,000 feet while over YF VOR. When both aircraft reached the YF VOR, they collided. While the crew of the NAMC was able to return to Dakar and land safely despite the left wing was partially torn off, the Twin Otter entered an uncontrolled descent and crashed in the sea few km offshore. All three occupants were killed.

Airborne Express

The crew departed Wilmington-Air park (Clinton County Airport) on a local training flight. On final approach to runway 22, the crew forgot to lower the undercarriage and the aircraft landed on its belly. It slid for few dozen yards and came to rest on the main runway. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

Mid Pacific Air

An IFR flight was terminated with a visual approach. Conditions were conducive to airframe icing. The aircraft was being positioned empty, with a cg at 22.1% mac. On short final, at approximately 400 feet agl, 35° of landing flap was selected. The aircraft was observed to pitch downward to an unusual attitude and to enter a steep descent. A partial recovery was observed before the aircraft impacted a dirt hill 500 feet short of runway 28. Examination of the airframe after the accident revealed 1/2 to 3/4 inch of rime ice adhering to the leading edge of the horizontal stabilizer. No ice was found on any other portion of the airframe. Evidence in the cockpit indicated that engine, pitot, and windshield anti-ice systems were on, but wing/empennage deice was off. No evidence of a powerplant or systems malfunction was found. Both pilots were killed.

TOA Domestic Airlines

During the takeoff roll on runway 25, as V2 speed was reached, the copilot (pic) started the rotation but found the elevator control too heavy and decided to reject the takeoff. The crew initiated an emergency braking procedure but unable to stop within the remaining distance, the aircraft overran and plunged in the Nakaumi Lake. All 52 occupants were rescued, among them eight were injured. The aircraft was damaged beyond repair.

Mid Pacific Air

The flight crew failed to adhere to appropriate procedures and directives when they failed to select the hp cock levers to the hswl (lock out) position while performing an approach to landing stall during a training/test flight. When stall recovery was initiated, both propellers 'hung up' when the high (cruise pitch) stops of each propeller failed to withdraw. As the power levers were advanced, turbine gas temperatures (tgt's) exceeded limitations; the left propeller auto-feathered, the right propeller was later feathered by the captain. Restart procedures were attempted without success, and a forced landing in a plowed cornfield ensued. Examination of the engines revealed that the turbines had been 'subjected to severe (and destructive) thermal degradation during operation' as a result of the propellers being constrained during low speed operations. Testing of the relays revealed that the high stop withdrawal relay for the right propeller functioned intermittently. All three crew members escaped uninjured.

Nihon Kinkyori Airways

Following an uneventful flight from Sapporo, the crew started the descent to Nakashibetsu Airport in marginal weather conditions. On final, while completing a last turn to the left at an angle of 30°, the aircraft struck the ground and crash landed in a snow covered field (40 cm deep snow). It slid for few dozen meters and came to rest 100 meters short of runway 23 threshold, broken in two. 31 occupants were injured and 22 other occupants escaped uninjured.

Philippine Airlines - PAL

On final approach to Mactan Island, the crew encountered technical problems with the left engine. The airplane lost height and crashed into the sea few km offshore. All 25 occupants were rescued while the aircraft sank by a depth of about 5 meters. It appears the turbine temperature was 850° C.

Cruzeiro do Sul

The approach to Navegantes-Itajaí Airport was completed in a visibility limited to 500 meters due to foggy conditions. The airplane landed about 460 meters past the runway threshold. After touchdown, the airplane became unstable, veered to the right and collided with runway lights. The nose gear and the right main gear collapsed and the airplane came to rest. Both pilots were uninjured while the aircraft was damaged beyond repair.

Olympic Airways

En route from Athens to Larisa, the crew was informed by ATC that Larisa Airport was closed to traffic due to poor weather conditions and was rerouted to Kozani. While descending to Kozani Airport in poor weather conditions, at an altitude of 4,265 feet, the twin engine airplane struck the slope of a mountain located about 25 km south of the airfield. The airplane disintegrated on impact and all 50 occupants were killed. At the time of the accident, the mountain was shrouded by clouds and the visibility was limited to 20 metres.

TOA Domestic Airlines

Few minutes after takeoff from Osaka-Itami Airport, bound for Okinoshima (Oki Island) on flight JD621, the crew informed ATC about technical problems and was cleared to return for an emergency landing. Upon touchdown on runway 32R, control became difficult after a tire burst on the right main gear. The airplane veered to the right, contacted soft ground and passed over a drainage ditch before coming to rest. All 22 occupants were evacuated safely while the aircraft was damaged beyond repair.

Pacific Southwest Airlines - PSA

The crew (four pilots) departed San Diego Airport on a training mission. En route, the crew simulated stall conditions when both engines failed to respond. Shortly later, both engines caught fire and the crew decided to attempt an emergency landing. The aircraft belly landed about 8,8 miles east of Borrego Springs and came to rest in flames in a desert area. While all four crew members escaped uninjured, the aircraft was destroyed.

VASP - Viação Aérea de São Paulo

During the takeoff roll at Rio de Janeiro-Santos Dumont Airport, about 8 knots below V1 speed, the captain noticed a loss of power on both engines while the turbine temperature was at its maximum. In such situation, the captain decided to abort the takeoff procedure and applied brakes. It appears the aircraft failed to decelerate properly so the crew activated the emergency brakes that were effectives on the right main gear only. As the end of the runway was approaching, the captain retracted the undercarriage so the airplane sank on its belly and slid before coming to rest into the Guanabara Bay. The aircraft sank about 10 minutes later and was lost. Eight passengers were killed while 57 other occupants were injured, some of them seriously.

Olympic Airways

Following an uneventful flight from Kerkyra Airport, the crew started the descent in poor weather conditions and limited visibility due to the night. On final approach in stormy weather, the airplane struck the water surface and crashed into the sea about 5 km offshore. 16 occupants were rescued while 37 others, including a crew members were killed. The wreckage sank by a depth of 12 meters but was recovered a day later and brought back onto the beach.

Cruzeiro do Sul

Maybe following a wrong approach configuration, the airplane landed long and too far down the runway. Unable to stop within the remaining distance, it overran, struck several obstacles and came to rest into a ravine bordering a marsh. There were no casualties but the aircraft was damaged beyond repair.

VASP - Viação Aérea de São Paulo

Following an uneventful flight from São Paulo-Congonhas Airport, the crew started the descent to Rio de Janeiro-Santos Dumont Airport from the north. While flying at an altitude of 5,000 feet by night and in marginal weather conditions, the crew informed ATC he just passed over AF NDB. Two minutes later, the airplane struck the slope of a mountain located near Petrópolis, about 50 km north of Santos Dumont Airport. The airplane disintegrated on impact and all 25 occupants were killed.

VASP - Viação Aérea de São Paulo

After landing at Aragarças Airport, the pilot-in-command started the braking procedure when he saw the presence of another airplane on the runway. He veered off runway to the right, causing the airplane to stop in a grassy area. All occupants evacuated safely and there were no injuries. The following night, two men were dispatched to guard the aircraft. A candle was lit inside the plane, causing a fire. The cabin burned out, killing both guards.

TOA Domestic Airlines

While descending to Hakodate Airport, the crew encountered poor weather conditions. At an altitude of 6,000 feet, the airplane struck the slope of Mt Yokotsu located 18 km north of Hakodate Airport. The aircraft disintegrated on impact and all 68 occupants have been killed.

Merpati Nusantara Airlines - MNA

The crew was engaged in a local training mission at Jakarta-Kemayoran Airport. After completing several touch-and-go manoeuvres with one engine voluntarily inoperative, the pilot-in-command made a new landing successfully. After rotation, during initial climb, the airplane stalled and crashed in a gear-up and flaps-down configuration onto the runway before coming to rest. All three crew members were injured and the aircraft was damaged beyond repair.

Korean Air

Ten minutes after takeoff from Kangnung Airport, a passenger came into the cockpit and forced the pilots to divert to North Korea. After crossing the border between both Koreas, the airplane was escorted by three fighters and the crew was forced to land at Sondok Airport near Wonsan. Apparently, the landing was 'missed' and the airplane was severely damaged upon arrival. Nevertheless, none of the 52 occupants were injured but arrested and interned by the North Korean Authorities. Following negotiations with South Korea, 39 passengers were released and sent back to South Korea on 14 February 1970. But all four crew members and nine passengers plus the hijacker were not released. In 2018, the South Korean Government and the families still do not have any information about the fate of these 12 people listed here below: Yu Byeong-ha (<U+C720><U+BCD1><U+D558>, 38), pilot, Choe Seok-man (<U+CD5C><U+C11D><U+B9CC>, 37), copilot, Jeong Gyeong-suk (<U+C815><U+ACBD><U+C219>, 24), stewardess, Seong Gyeong-hui (<U+C131><U+ACBD><U+D76C>, 23), stewardess, Yi Dong-gi (<U+C774><U+B3D9><U+AE30>, 49), Director of a printing house, Hwang Won (<U+D669><U+C6D0>, 32), Director of the Munhwa audiovisual company, Gim Bongju (<U+AE40><U+BD09><U+C8FC>, 27), cameraman for Munhwa audiovisual company, Chae Heon-deok (<U+CC44><U+D5CC><U+B355>, 37), doctor, Im Cheol-su (<U+C784><U+CCA0><U+C218>, 49), office employee, Jang Ki-yeong (<U+C7A5><U+AE30><U+C601>, 40), businessman in the food industry, Choe Jeong-ung (<U+CD5C><U+C815><U+C6C5>, 28), employee for Hankook Slate.

All Nippon Airways

The airplane landed too far down on a wet runway and was unable to stop within the remaining distance. It overran and lost its undercarriage before coming to rest 132 meters further. All 53 occupants escaped uninjured while the aircraft was written off.

All Nippon Airways

Flight 533 was a scheduled domestic.flight from Osaka International Airport to Matsuyama Airport. It departed Osaka International Airport at 1913 hours, one hour and twenty-five minutes behind schedule with an ATC clearance via G-4, Kure Point, direct Matsuyama NDB at an altitude of 8 000 ft. At 1940 hours it flew over Takamatsu NDB at an altitude of 8 000 ft and reported to Takamatsu Tower an estimated time over Kure Point of 2001 hours. At approximately 2000 hours the crew established communications with Iwakuni Approach Control and reported estimating over Kure Point at 2005 hours and over Matsuyama NDB at 2015 hours. They were twice given the meteorological information for Matsuyama Airport and were cleared to descend to 5 000 ft. At approximately 2003 hours during the descent they requested Matsuyama Tower to check operational conditions of Matsuyama NDB as they had doubts regarding its reliability. Matsuyama NDB, which had been closed af 2000 hours as scheduled, resumed operation at approximately 2010 hours. Almost at that time they requested from Iwakuni Approach Control an ATC clearance to go direct to Matsuyama from Iwakuni since they had already passed Kure Point, and reported in addition that Matsuyama NDB had returned to normal. Iwakuni Approach Control then cleared the flight to Iwakuni-NDB at an altitude of 5 000 ft, requested its estimated time over Iwakuni NDB and further instructed the flight to proceed on a magnetic bearing of 1340 after passing Iwakuni NDB. The flight passed over Iwakuni NDB at approximately 2015 hours and whilst on a magnetic bearing of 135°, it was cleared to descend to and maintain 3 000 ft to Matsuyama NDB. During its descent to 3 000 ft the flight reported to Iwakuni Approach Control its estimated time over Matsuyama NDB as 2023 hours. Shortly thereafter the flight reported that the runway was in sight and was instructed to establish contact with Matsuyama Tower, which it did at 2024:03 hours. It was then instructed to report downwind for Runway 31 and informed that the wind was 020°/10 kt, and the altimeter setting 29.80 in. Hg. This was acknowledged. At approximately 2025:44 hours, while turning on base leg, the flight reported gear down and checked and was cleared to land the wind being 010°/10 kt. This was also acknowledged. Based on the testimony of eyewitnesses and the recording of ATC communications, the final phase of the flight was reconstructed as follows: The altitude of the aircraft on final approach was slightly higher than usual and touchdown occurred approximately 460 m from the threshold of Runway 31. Immediately before touchdown on the runway the engine power had been increased. After a ground run of approximately 170 m the aircraft became airborne and the flight path was slightly to the left of the centre line as the aircraft passed the Runway 13 threshold. A few seconds later, at 2027: 30 hours the aircraft reported it was making a go-around. At approximately 2027:41 hours the flight was instructed to report turning base leg for Runway 31, and six seconds later it replied "Roger, will report turning base Runway 31". This was the last communication from the flight. The climb out angle was observed to be shallower than usual and on reaching a height of 230 - 330 ft a left turn was commenced. Shortly thereafter the aircraft descended and crashed into water, the flight path angle at impact being about 5°. The site of the accident was approximately 450 m NE of the point where the empennage was recovered (7 580 m on a true bearing of 1570 from Tsurushima Light Beacon).