Vickers Viscount

Trans IntAir

The exact circumstances of this accident remains unknown. While landing on a 900 meters long gravel runway somewhere in DRC, one of the four engine was damaged. The crew later decided to takeoff on a three-engine configuration but a second engine failed during takeoff. The aircraft stalled and crashed near the runway end. There were no casualties.

Transtel

The four engine aircraft was completing a series of cargo flights on behalf of the Chadian Government. During the takeoff roll from N'Djamena Airport runway 23, the pilot-in-command started the rotation when the aircraft deviated to the left of the centerline. The captain decided to abandon the takeoff procedure and reduced power on all four engines. Out of control, the aircraft veered off runway to the left and rolled for about 800 metres before coming to rest with substantial damage to both engines n°1 and 3. All three occupants escaped uninjured while the aircraft was later considered as damaged beyond repair.

Bazair

After takeoff from Bunia Airport, the captain informed ATC about engine problems and reported fire in the cabin. Shortly later, the four engine aircraft went out of control and crashed about 40 km southwest of Bunia, in the region of Irumu. All 23 occupants were killed.

British World Airlines - BWA

The two crew members had reported at Stansted at 1130 hrs to catch a passenger flight to Belfast where they were rostered for a training detail; immediately prior to this duty day, they both had two days off. The first officer had completed a command course on the simulator the previous week and this training detail was part of his conversion to the left hand seat; the training captain had also been involved in the simulator the previous week. The detail was planned to involve two flights; the first would cover the mandatory items for the type rating test (1179) and the second would complete the first officer's base check and initial line check. On arrival at Belfast, the crew checked in to the airport hotel,changed into uniform and went to the meteorological office at approximately 1600 hrs for a weather briefing. This briefing indicated that the weather was close to the limits required for the completion of the type rating test items but, with a forecast of a suitable area to the north of the airfield, the crew decided to carry on with the detail. For the first flight, G-OPFE left the stand at 1815 hrs and took off at 1827 hrs. All the necessary items were completed successfully, albeit with some difficulty because of the variable cloud base, and the crew landed at 2010 hrs. By 2015 hrs, G-OPFE was back on stand and the crew kept the engines running while they had a short brief for the second flight. At 2025 hrs,they taxied off stand and positioned for a departure off Runway 07. On this second flight, following a take off at 2031 hrs, the training captain initiated an outboard engine failure just after VR by retarding the associated throttle. The appropriate remedial actions were simulated andthe first officer carried out a 3 engine ILS approach and go-around to Runway 17; there had been no abnormal switch positions required because of the simulated engine failure. The go-around was followed by a 3 engine VOR approach to landon Runway 07. The different runways were used because there is no ILS on Runway 07, the runway in use. After landing,the first officer repositioned G-OPFE and made a full power take-off from Runway 07, commencing his roll at the intersection with Runway 17. The aircraft was climbed to 4,000 feet amsl and established in the cruise at 200 kt IAS. During this cruise, there were no unserviceabilities noted with G-OPFE. The crew continued in a north-westerly direction until approximately 5 nm from Eglinton Airport when they requested, and were given, permission to turn back towards Belfast International Airport. For the subsequent approach, the surface wind was 090°/15 kt,visibility was 2,500 metres and the cloud was scattered at 1,000 feet and overcast at 4,200 feet agl. After establishing contact with Aldergrove radar, the crew were cleared to commence a VOR/DME approach to Runway 07 for afinal landing. It was confirmed from the CVR that the 'Initial Approach' checks were completed 'down to the line'. However,although the first officer at one stage commented that it was a bit early to complete the rest of the 'Initial Approach' checks,there was no evidence that these or the 'Finals' checks were subsequently requested or actioned. The landing gear would normally be selected down during the 'Initial Approach, below the line' checks and confirmed during the 'Finals' checks. The final approach profile was closely monitored by the commander and, from comments on the CVR, the approach appeared very stable. In the later stages of approach, the first officer was heard asking for 85% flap andthe training captain was heard confirming this selection. These were the only comments heard referring to flap selection or position,although it is acceptable company practice for crews to request flap changes by visual means. The final flap position (100%)is used to decrease ground roll and is selected during the flare or after touchdown. Other relevant comments which were heardon the CVR included a reference to landing lights; this is the last item on the "Finals" checks. As the throttles were retarded in the flare, the gear warning horn was heard on the CVR, followed within 23 seconds by sounds of the propellers contacting the runway surface. After coming to a stop on the runway, the crew secured and evacuated the aircraft. The airport Rescue and Fire Fighting Service were on the scene inless than one minute.

British World Airlines - BWA

While on a cargo from Edinburgh to Coventry, cruising at FL150, the crew encountered severe icing conditions when engines n°2 and 3 failed. The crew was cleared to initiate an emergency descent to FL070 and FL050 and elected to divert to Birmingham Airport. Shortly later, he was able to restart the engine n°2 when the engine n°4 failed as well. The aircraft entered an uncontrolled descent and crashed in a wooded area located in Uttoxeter, about 45 km north of Birmingham Airport. The copilot was seriously injured and the captain was killed.

Bouraq Indonesia Airlines

After takeoff from Banjarmasin-Syamsudin Noor Airport, while climbing, the crew declared an emergency after the engine n°2 caught fire. The crew shut down the engine, feathered its propeller and returned to the airport. A normal landing was completed and the crew stopped the aircraft on the main runway. All 77 occupants evacuated safely while the aircraft was destroyed by fire.

Aero Eslava

While approaching Mexico City-Benito Juarez Airport, the crew was cleared to descent from FL150 to FL120. In poor weather conditions, the crew continued the descent below FL120 when, at an altitude of 10,130 feet, the aircraft struck the slope of Mt Xocotlihuipa located 30 km east of the airport. The aircraft was destroyed and all four occupants were killed.

Mandala Airlines

On approach to Ambon-Pattimura Airport, the crew encountered bad weather conditions with heavy rain falls. At an altitude of 2,300 feet, the four engine aircraft struck the slope of Mt Lalaboy located 14 km southwest of runway 04 threshold. The aircraft disintegrated on impact and all 70 occupants were killed.

Intercontinental Colombia - Intercontinental de Aviación

While cruising at an altitude of 16,000 feet on a cargo flight from Bogotá to San Andrés Island, the crew encountered atmospheric turbulences when both artificial horizons failed. The aircraft entered an uncontrolled descent but the crew was able to regain control at an altitude of 4,000. The pilot declared an emergency and was cleared to divert to Medellín-José Maria Cordova Airport where the aircraft landed safely. Both pilots escaped with minor injuries while the aircraft was written off. Post accident inspection showed substantial airframe damage including a crack in the lower main spar boom extending across 35% of its chord. It is believed that the initial damage had been caused by a landing gear collapse 14 February 1988 which was then exacerbated by the loss of control during the turbulence on this flight.

Gibraltar Airways

The approach to Tangier-Boukhalef Airport was completed in heavy rain falls with a wind from 060° gusting at 24 knots. After touchdown on a wet runway, the crew encountered difficulties to decelerate. Following a course of about 1,000 meters on runway 28, the four engine aircraft veered off runway to the left and came to rest in a ditch. All 78 occupants escaped uninjured while the aircraft was damaged beyond repair.

Bouraq Indonesia Airlines

The approach to Balikpapan-Sepingan Airport was completed with a tailwind and on final, the four engine aircraft was unstable. The aircraft landed hard on runway 07, causing the nose gear and the right main gear to collapse. The aircraft slid on its belly for few hundred meters before coming to rest on the runway. All 76 occupants escaped uninjured while the aircraft was damaged beyond repair.

British Air Ferries - BAF

While parked at Southend Airport, the four engine aircraft was struck by a Fairflight Short 330-200 registered G-BHWT and that would be convoyed from Southend to Biggin Hill for maintenance. After being parked at Southend Airport for a long time without any maintenance and due to hydraulic problems, the Short 330 was taxiing when the nosewheel steering system failed and the crew lost control of the aircraft that veered to the left and collided with the parked Viscount. Both pilots on board the Short escaped uninjured and both aircraft were damaged beyond repair.

Ray Charles Enterprises

During an ILS to runway 35, the approach was normal until the aircraft was approximately 100 feet above the decision height, except there was condensation on the windshield. Touchdown was hard. A witness said the aircraft landed approximately 1/3 of the way down the 5,200 feet runway. After landing, with the props in 'ground fine,' braking action was ineffective on the wet runway. The aircraft was not equipped with an anti-skid braking system. Subsequently, the aircraft continued off the runway and went down an embankment into a field. Scrub marks on the runway and reverted rubber on the tires indicated the aircraft was hydroplaning. According to the flight manual, 4,500 feet (plus a 10% factor for no anti-skid) would have been required to stop on a dry runway in the prevailing weather conditions, which included a slight tailwind. Two pax, acting as flight attendants (f/a's), assisted the other pax in evacuating. An investigation revealed the f/a's were not properly trained; the pax were not completely briefed before the flight; and the passenger briefing cards were inadequate. The aircraft was on a business flight to transport an entertainment troupe.

Mandala Airlines

For unknown reasons, the four engine aircraft belly landed at Yogjakarta-Adisutjipto Airport. All 49 occupants escaped uninjured while the aircraft was damaged beyond repair.

Merpati Nusantara Airlines - MNA

The landing at Ambon-Pattimura Airport was completed in heavy rain falls. After landing, the four engine aircraft encountered difficulties to stop, overran, lost its undercarriage and came to rest. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair.

Zaïre Aero Service

Shortly after takeoff from Kinshasa-N'Djili Airport, while climbing, the four engine aircraft stalled and crashed in a swampy area. There were no casualties.

SAN Ecuador - Servicios Aéreos Nacionales

For unknown reasons, the four engine airplane landed long on runway 23 with an excessive speed. After touchdown, the crew started the braking procedure but the captain realized he could not stop the aircraft on the remaining distance. Thus he elected to steer the aircraft to the right of the runway. The right main gear dug into soft ground, causing the right wing to struck the ground as well as both right engines n°3 and 4. There were considerable structural damages to the right wing and right engines so the aircraft was considered as damaged beyond repair. There were no injuries.

Aeropesca Colombia

While flying at an altitude of 7,700 feet in stormy weather, the four engine airplane struck the slope of a mountain located near Quetame. The wreckage was found few hours later and all 21 occupants were killed.

Aeropesca Colombia

Few minutes after takeoff from Florencia-Gustavo Artunduaga Paredes Airport, while cruising in bad weather conditions, the four engine airplane struck the slope of Mt Santa Elena shrouded in clouds and located about 48 km north of Florencia. The wreckage was found few hours later. The aircraft was totally destroyed and all 50 occupants were killed.

Mandala Airlines

For unknown reasons, the four engine airplane landed hard at Semarang-Ahmad Yani Airport. On touchdown, the right main gear and the nose gear were torn off. Out of control, the airplane veered off runway to the right and came to rest. All 44 occupants escaped uninjured while the aircraft was damaged beyond repair.

Huns Air

The four engine airplane landed hard and bounced three times, before the nose gear collapsed. Out of control, the airplane veered off runway to the right and came to rest. All 29 occupants escaped without injuries while the aircraft was damaged beyond repair.

Bouraq Indonesia Airlines

While descending to Jakarta-Kemayoran Airport, the crew send a distress call and reported the aircraft was unstable. Shortly later, the airplane banked left then entered a dive and crashed in an open field located in the region of Karawang, about 26 km east of Jakarta. Debris were scattered 2 km wide and all 37 occupants were killed.

Alidair Scotland

The Vickers Viscount aircraft was engaged upon a passenger charter flight from Santander (SDR), Spain to Exeter (EXT). The aircraft arrived at Santander 8 minutes ahead of schedule, at 16:22. The aircraft commander recorded in the Technical Log a fuel state on shut down of 3178 litres and ordered a total fuel load of 5902 litres for the return flight, that is 454 litres less than the figure for full tanks. Whilst the aircraft commander was with the handling agents, the co-pilot supervised the refuelling. He requested a total uplift of 2720 litres and wrote the figures down, showing them to the senior of the two operators of the refuelling vehicle, which was not the one that had refuelled the aircraft on its earlier flight that day. On this previous flight, intermittent contact at the external electrical supply socket caused the aircraft's refuelling valve to open and close intermittently, interrupting the refuelling process. The refuelling was therefore completed using electrical power from the aircraft batteries. With the aircraft obtaining its electrical power from the same ground power unit as before apparently quite satisfactorily, the operators then refuelled the two sides of the aircraft one after the other, using the same hose each time. When the refueller finished pumping, its indicators recorded a total delivery of 2720 litres and the co-pilot, who had watched the operation, checked the figures and signed the delivery note accordingly. Neither pilot made a physical check of the aircraft's tanks using the dripsticks. Both fuel contents gauges had a history of defects. A recurrent problem in the port fuel gauge was recorded in the Technical Log as a deferred defect, expressed as 'port fuel contents gauge fluctuating occasionally, ie full scale deflection; rectification being carried forward until the next check'. The starboard gauge also had a defect. The aircraft commander did not draw the co-pilot's attention to this entry, who remained unaware of it. Before starting engines the pilots again set the flow meter totals at zero. The aircraft left Santander at 17:33 and was shortly afterwards cleared to its planned cruising level of Flight Level 180. The planned flight time was 2 hours and 9 minutes, with an expected fuel consumption of 3375 litres, leaving a reserve of 2527 litres. At 18:46 the aircraft passed over Nantes. The flow meters then indicated that 1964 litres had been consumed, which was exactly according to the navigation plan and the crew therefore recorded that at that moment 3320 kg (4150 litres) remained in the aircraft tanks. At approximately 19:10 whilst in the area of Dinard, the fuel contents gauges began to cause them some concern. The port gauge, with various fluctuations, occasionally fell to zero, but sometimes read full. The starboard gauge gave a reading equivalent to 500 litres and continued to fall steadily as the flight progressed. The pilots reviewed the fuel situation and although uneasy, considered that in the light of the recorded uplift and the totals on the flow meters, that they must have ample fuel on board. As the aircraft approached Guernsey the aircraft commander considered diverting there in order to take on more fuel, but after further thought decided against this action. At 19:28 when the aircraft was between Guernsey and Berry Head, it received initial descent clearance and shortly afterwards was further cleared to Flight Level 40 on a direct track for the Exeter NDB. At 19:42 the crew changed frequency to Exeter approach and started to receive radar positioning for runway 26. The cloud was given as one okta at 700 feet, 5 oktas at 1000 feet, and 7 oktas at 2500 feet, with a visibility of 13 kilometres and a surface wind of 280 degrees at 7 knots. At 19:44 the crew performed the approach checks, which included selecting flap to 20 degrees and switching on the fuel heaters. As fuel heat was selected, there was momentary flash from one of the two low pressure warning lights and after a brief discussion the crew opened the fuel crossfeed cocks, which had been closed since their pre-flight checks at Exeter. At 19:50 the aircraft was at 2000 feet QFE, just below cloud and about 8 miles from touchdown. The flap was still at 20 degrees and the undercarriage was retracted. Suddenly both low pressure fuel warning lights illuminated and in rapid succession all four engines lost power. The aircraft commander made an immediate Mayday call to Exeter and at the same time gave a warning on the passenger address system. Knowing the local terrain, the commander turned left in the best hope of finding a suitable area for a forced landing. With the flap still set at 20 degrees, the aircraft descended on a heading of approximately 190 degrees (magnetic) along a small grassy valley studded with trees, the average elevation of which was 130 feet amsl. As the aircraft crossed the boundary of the field, the port wing struck a tree, damaging the underskin and removing the mid section of the port flap. It then touched down with the nose well up, with the stall warning in operation and the control column hard back. The rear of the fuselage struck the ground first and almost simultaneously the port wing struck a tree causing a noticeable yaw to the left as the nose pitched down. Without hitting any further obstruction the aircraft came to rest after 307 metres on a heading of 074 degrees (magnetic). The crew assisted with the subsequent evacuation, which was orderly and there were no injuries. The total flight time since takeoff from Santander had been 2 hrs 20 minutes, with a fuel consumption, according to the flow meters, of 3458 litres. On examination, all fuel tanks were found to be empty.

Aerolineas Condor

While on final approach to Catamayo-Camilo Ponce Enríquez Airport following an uneventful cargo flight, the crew encountered a limited visibility due to smoke coming from local sugar cane field burns. Facing the sun (sunrise), the crew failed to realize his altitude was insufficient when the airplane struck the ground three meters short of runway threshold. On impact, the right main gear was torn off and the airplane slid on its right wing for 200 meters before coming to rest onto the runway with both right engines n°3 and 4 partially torn off. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

Guernsey Airlines

Following an unstable approach, the aircraft touched down initially on its starboard main landing wheels to the left of the centre line, drifting to the right, then n°4 propeller struck the runway. The aircraft bounced and about three seconds later it touched down again on its starboard wheels, striking the runway for the second time to the left of the centre line with n°4 propeller. The commander then called for full power, not knowing that the aircraft was damaged, the copilot however, did not apply any power because he was aware that damage has been sustained. The aircraft diverged to the right, it left the runway then ran parallel along the grass until it crossed the intersecting runway paving where the nose landing gear collapsed. The aircraft came to rest on water-logged grass near the right hand edge of runway 25 and the commander ordered an evacuation which was carried out without injury. There was no fire and the airport fire and rescue services arrived promptly.

SAETA - Sociedad Anonima Ecuatoriana de Transportes Aéreos

The four engine airplane departed Quito-Mariscal Sucre Airport at 0708LT on a schedule service (EH011) to Cuenca. While cruising at an altitude of 18,000 in clouds, the airplane struck the slope of a mountain and disappeared from radar screens. SAR operations were initiated but eventually abandoned few day slater as no trace of the aircraft nor the 57 occupants was found. The wreckage was located about 5 years later in a mountainous area located in the region of Shell-Mera, province of Pastaza.

Air Rhodesia

Shortly after takeoff from Kariba Airport, while climbing, the airplane was struck by two SAM-7 missiles. Out of control, it plunged into the ground and crashed in a huge explosion few km from the airport. The aircraft was totally destroyed and all 59 occupants were killed.

Air Rhodesia

The four engine aircraft departed Kariba Airport at 1710LT bound for Salisbury. While climbing, the crew declared an emergency after a SAM-7 missile struck the right wing. With both right engines out of service, the pilots reduced the altitude and attempted an emergency landing when the aircraft crashed in the Whamira Hills, about 35 km southeast of Kariba. The aircraft disintegrated on impact and 38 occupants were killed while 18 other survived. Members of the Zimbabwe People's Revolutionary Army (ZIPRA) arrived quickly on the scene and killed 10 of the 18 survivors. A day later, rescuers arrived at the crash site and were able to evacuate eight survivors.

West Africa Air Cargo

Upon landing, one of the undercarriage collapsed. The airplane slid on runway, veered off runway and eventually came to rest in rough terrain. All four crew members evacuated safely while the aircraft was damaged beyond repair.

SAN Ecuador - Servicios Aéreos Nacionales

The crew filed an IFR flight plan from Guayaquil to Cuenca. After passing over the city of Puna, he decided to cancel the flight plan and continued under VFR mode. While descending to Cuenca, pilots encountered low clouds and failed to realize his altitude was insufficient when the four engine airplane struck the slope of a mountain located few km from the airport. The aircraft was destroyed upon impact and all 24 occupants were killed.

TAC Colombia - Transportes Aéreos del Cesar

For unknown reasons, the four engine airplane landed hard at Bucaramanga-Palonegro Airport and bounced several times before landing firmly on the last third of the runway. Aware that he would be unable to stop the airplane within the remaining distance, the captain decided to veer off runway and made a sharp turn to the right when both left main gear and nose gear collapsed. Both left engines struck the ground and the airplane veered off runway and came to rest. All 22 occupants were evacuated safely while the aircraft was damaged beyond repair.

Skyline Sweden

The aircraft was completing a regular schedule flight from Kristianstad to Stockholm-Bromma with intermediate stop in Växjö and Jönköping, carrying 19 passengers and a crew of three on behalf of Linjeflyg. On approach to Bromma Airport, the crew encountered marginal weather and icing conditions. At an altitude of 1,150 feet and a speed of 137 knots, flaps were deployed at an angle of 40° when control was lost. The airplane entered a nose down attitude and crashed at an angle of 110° and a speed of 210 knots in a parking lot located in the residential area of Kälvesta, about 4,5 km short of runway 12 threshold. The aircraft was totally destroyed by impact forces and a post crash fire and all 22 occupants were killed. At the time of the accident, weather conditions were considered as marginal with icing conditions and a horizontal visibility of 5 km with a cloud base at 700 feet.

SAETA - Sociedad Anonima Ecuatoriana de Transportes Aéreos

The airplane departed Quito-Mariscal Sucre Airport at 0806LT on a regular schedule flight EH232 to Cuenca, carrying four crew members and 55 passengers. At 0827LT, while cruising at 18,000 feet, the crew reported over Ambato. Eight minutes later, while cruising in limited visibility, the four engine airplane struck the slope of Mt Chimborazo (6,263 metres high). As the airplane failed to arrive at destination, SAR operations were initiated but eventually suspended few days later as no trace of the aircraft nor the 59 occupants was found. The wreckage was apparently localized on 17 October 2002 and a team of 20 alpinists was able to reach the crash site on 18 February 2003. Debris of the airplane were found, confirming this was flight EH232.

Mandala Airlines

The four engine aircraft landed 520 metres past the runway threshold. Unable to stop within the remaining distance, it overran, struck a ditch and came to rest 180 metres further. All 16 occupants escaped uninjured while the aircraft was damaged beyond repair.

Far Eastern Air Transport - FAT

On final approach to Taipei-Songshan Airport, the crew encountered poor weather conditions with thunderstorm activity, heavy rain falls and low level windshear. The four engine airplane was caught by downdraft (microburst) and crashed few hundred meters short of runway threshold. 27 occupants were killed while 48 others were injured.

PLUNA Uruguay - Primeras Lineas Uruguayas de Navegacion Aérea

After landing, the four engine airplane encountered difficulties and was unable to stop within the remaining distance. It overran and came to rest few dozen meters further. Three passengers were injured while all 54 other occupants were unhurt. The aircraft was damaged beyond repair.

Royal Air Lao

Crashed on takeoff from Phnom Penh-Pochentong Airport for unknown reason. All four crew members were killed. The accident occurred in March 1975, exact date unknown.

Mandala Airlines

After touchdown, the four engine airplane was unable to stop within the remaining distance, overran and came to rest few meters further. All five crew members escaped uninjured while the aircraft was damaged beyond repair.

Linea Aeropostal Venezolana - LAV

While descending to Porlamar-Del Caribe-General en Jefe Santiago Mariño Airport, the crew encountered poor weather conditions with low visibility and heavy rain falls. In accordance with ATC, the crew decided to divert to Cumaná Airport and while completing a turn to change heading, the four engine airplane struck the peak La Gloria located about 10 km northeast of Porlamar Airport. The wreckage was found eight meters below the summit and the copilot, seriously injured, was evacuated to an hospital in Caracas while 47 other occupants were killed. 17 days later, the copilot Ivan Rodolfo Magallanes died from his injuries.

Aerolineas TAO

While descending to Cúcuta-Camilo Daza Airport in good weather conditions at an altitude of 7,000 feet, the four engine airplane went out of control and crashed on the slope of Mt San Isidro located near the Colombia - Venezuela border. The aircraft was totally destroyed and all 44 occupants were killed.

Aerolineas TAO

Crashed on landing for unknown reason. There were no casualties.

VASP - Viação Aérea de São Paulo

The approach to Salvador-Dois de Julho Airport was completed in heavy rain falls. After touchdown on a wet runway, the airplane skidded then veered off runway to the left. While contacting soft ground, the undercarriage collapsed and the airplane came to rest. There were no casualties.

Iraqi Airways

While descending to Mosul, the crew encountered technical problems with the fuel supply system and declared an emergency. In a certain confusion, the pilots did not follow the approach checklist and failed to lower the undercarriage. The airplane landed on its belly and slid for dozen meters before coming to rest. While all 33 occupants were evacuated safely, the aircraft was damaged beyond repair.

British European Airways - BEA

The crew departed Glasgow Airport at 1422LT on a local post-maintenance test flight with two engineers and two pilots on board. The airplane flew north at an altitude of 4,000 feet under VFR mode for approximately 7 minutes and a half when the captain asked for clearance back into the Glasgow Control Zone. Less than two minutes later, while cruising in poor weather conditions (snow showers), the airplane struck the slope of Mt Ben More (3,852 feet high). The aircraft disintegrated on impact and all four occupants were killed. Crew: Walter Duward, pilot, Stan Kemp, copilot. Passengers: Paddy Quinn, engineer, Jimmy Moore, engineer.

Air Inter

During a short flight from Lyon to Clermont-Ferrand by night, the crew was briefed about poor weather conditions en route and at destination with storm activity, turbulences, heavy rain falls, icing conditions and low ceiling. The crew was cleared to start an ILS approach to Clermont-Ferrand and received the permission to descend to 3,600 feet. In clouds, the four engine airplane struck trees then crashed inverted on the Pic du Picot (1,100 meters high) located in the Forez Mountain Range, near Noirétable. The wreckage was localized seven hours later in the Faye forest. Eight passengers were evacuated while 60 other occupants were killed.

Union of Burma Airways

For unknown reason, the airplane too far down the runway (about 450 meters past the runway threshold). After touchdown, unable to stop within the remaining distance, the airplane overran and came to rest few dozen meters further. All 43 occupants escaped uninjured while the aircraft was damaged beyond repair.

Airwork - UK

The crew was completing a delivery flight from Germany to Bournemouth. On approach to runway 08 at Bournemouth-Hurn Airport, the four engine airplane developed a high sink rate. The captain selected full power but the aircraft continued to descent. So he cut the power when the undercarriage struck the ground just short of runway. Upon impact, the undercarriage were torn off and the airplane slid for 1,100 feet before coming to rest in flames on the runway. Both pilots were evacuated safely while the aircraft was damaged beyond repair.

Lineas Aéreas La Urraca

Four minutes after takeoff from Bogotá-El Dorado Airport, while climbing, the four engine airplane suffered an explosion and crashed in a field located 20 km from the airfield. The aircraft was destroyed and all 20 occupants were killed. It is reported that an unknown explosion occurred during climb.

Air Inter

The crew was engaged in a local training flight at Clermont-Ferrand-Aulnat Airport. During the takeoff roll, the instructor voluntarily shut down the engine n°4 to simulate a failure. The pilot-in-command lost control of the airplane that veered off runway to the right and came to rest in a grassy area. While both pilots were uninjured, the aircraft was damaged beyond repair.

Merpati Nusantara Airlines - MNA

The crew just started the descent to Padang-Tabing Airport when the airport went out of control and crashed into the Mentawai Strait. Dew debris were found three days later about 120 km south of Padang. All 69 occupants were killed.