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According to the pilot, he and the copilot were flying low-level mapping flights in the twin-engine airplane. Although the copilot was not multi-engine rated, he and the pilot regularly switched control of the airplane during the mapping flights. On the accident flight, the pilot was seated in the right seat; the copilot was seated in the left seat; and they were flying the airplane at an altitude of about 300 ft above ground level. According to the pilot, they flew for about 2 hours before he, who was the pilot flying at the time, switched fuel tanks from the inboard tanks to the outboard tanks. The pilot did not tell the copilot he had switched fuel tanks. About 1.5 hours later, while the copilot was the pilot flying, the left engine started to surge and lose power. The pilot began the steps of the emergency procedure for an engine failure in cruise flight starting with moving the fuel selectors to the inboard tanks. Power was not restored; the airplane immediately began losing altitude; and the pilot took over control of the airplane. The copilot stated that at the time the pilot took over control, he looked at the fuel tank quantity gauges, and they both displayed zero. The pilot reported that the airplane stalled just above the ground during the emergency landing in a field. The right wing struck first, and within a couple of seconds, the right outboard fuel tank exploded. The pilot and copilot egressed out the rear door. Examination of the wreckage revealed that neither engine exhibited evidence of power at impact. The left outboard fuel tank was found completely full of fuel, and the left inboard fuel tank was empty. Both right wing tanks were fire damaged, and the fuel quantity in the tanks at impact could not be determined. Further examination revealed that the fuel crossfeed valve was in the “crossfeed/open” position. No fuel was observed in the valve or attached fuel lines during disassembly. The left fuel selector valve was found in the “OFF” position, and no fuel was observed within the fuel line between the valve and gascolator. The right fuel selector valve was damaged by fire, and its position at impact could not be determined. No other anomalies were noted in the engines or airframe. According to the pilot, all fuel tanks were full before the flight. According to the pilot’s operating manual, the airplane likely consumed about 33.1 gallons of fuel per hour or a total of about 115 gallons of fuel during the 3.5-hour flight. Given that the inboard fuel cells held 56 gallons each (112 gallons total), that the left inboard tank was found empty, and that the copilot noticed that the fuel gauges were reading zero just before impact, it is likely that each engine was drawing fuel from its respective inboard tank throughout the flight until those tanks were empty. The left engine lost power first, and the right engine likely lost power just before impact. The postaccident positions of the crossfeed valve (on) and the left fuel selector (off) did not correspond to the pilot’s statements regarding his positioning of the fuel selector valves during the flight. The fuel panel was located between and behind the pilots’ seats and required the pilots to look down and back in order to see the panel when making changes to the panel; therefore, it is likely the pilot misconfigured the valves when he switched tanks 2 hours into the flight, when he switched tanks after the left engine lost power, or on both occasions. It is unlikely the copilot would have been able to see an incorrect switch selection on the fuel panel due to the location of the panel, and he would have been unlikely to look at the 2-hour point as the pilot did not verbalize that a change to the panel had been made.

The airplane was returning from a 3-hour aerial mapping mission and was lined up for a straight-in, 5-mile final approach for landing. About 3 miles out on final approach, and prior to performing the before-landing check, both engines stopped producing power in sequence, one almost immediately after the other. The pilot said that by the time he completed his remedial actions the airplane had descended to about 200 feet above the ground and the engines would not restart. The auxiliary fuel tank gauges were bouncing between 2-5 gallons and the main tanks were bouncing around at 25 gallons per side. The pilot then selected a forced landing site between two large trees and landed the airplane in heavily wooded terrain. A detailed examination of the wreckage revealed no evidence of preimpact mechanical anomalies. According to information contained in the aircraft manufacturer’s owner's manual, the auxiliary fuel tanks are designed for cruising flight and are not equipped with pumps; operation near the ground (below 1000 feet) using auxiliary fuel tanks is not recommended. The first step in the before-landing check was to select the main fuel tanks on both the left and right fuel selectors, respectively. The pilot indicated that he should have selected the main tanks sooner and performed the before-landing check earlier in the approach.

Prior to departure, both flight crews decided that they would join-up while in flight to take video and still pictures of each airplane. Both aircraft were Shorts Brothers SD-360-300 turboprop airplanes. While flying in formation, N3735W announced over the radio that they would turn right, toward N372AC, and descend. During the turn, N3735W's left wing impacted the left wing and engine of N372AC. After the collision, N372AC rolled to the left and pitched down significantly before the flight crew regained control of the airplane. After the collision, N372AC was losing hydraulic fluid and eventually had a complete hydraulic system failure. The airplane made an emergency landing at a nearby airport with its flaps retracted and its landing gear partially extended. The airplane overran the end of the runway, coming to rest about 100 feet from the departure threshold. White paint transfer markings and scrapes were observed on the left wing deice boot, the outboard side of the left engine cowling was crushed inboard, the left wing-strut leading edge was torn open and bent, and the lower fuselage skin, immediately forward of the landing gear wheel wells and stub wing, was torn from left to right, consistent with a propeller strike. N3735W impacted terrain and the airplane was destroyed during a subsequent ground fire. The flight crew and passenger were killed. The outboard three-quarters of the left wing was separated from the main wreckage and was not fire damaged. The upper wing surface had linear scrapes diagonally across the wing skin. The left aileron from N3735W was found on the runway where N372AC had landed.

Prior to departure, both flight crews decided that they would join-up while in flight to take video and still pictures of each airplane. Both aircraft were Shorts Brothers SD-360-300 turboprop airplanes. While flying in formation, N3735W announced over the radio that they would turn right, toward N372AC, and descend. During the turn, N3735W's left wing impacted the left wing and engine of N372AC. After the collision, N372AC rolled to the left and pitched down significantly before the flight crew regained control of the airplane. After the collision, N372AC was losing hydraulic fluid and eventually had a complete hydraulic system failure. The airplane made an emergency landing at a nearby airport with its flaps retracted and its landing gear partially extended. The airplane overran the end of the runway, coming to rest about 100 feet from the departure threshold. White paint transfer markings and scrapes were observed on the left wing deice boot, the outboard side of the left engine cowling was crushed inboard, the left wing-strut leading edge was torn open and bent, and the lower fuselage skin, immediately forward of the landing gear wheel wells and stub wing, was torn from left to right, consistent with a propeller strike. N3735W impacted terrain and the airplane was destroyed during a subsequent ground fire. The flight crew and passenger were killed. The outboard three-quarters of the left wing was separated from the main wreckage and was not fire damaged. The upper wing surface had linear scrapes diagonally across the wing skin. The left aileron from N3735W was found on the runway where N372AC had landed.

The aircraft christened 'Polar 4' was completing a flight from Halley to Rothera Station. Following a steep approach in marginal weather conditions with low clouds and snow falls, the aircraft landed hard and suffered substantial damages. There were no injuries but the aircraft was later transferred to Germany and declared damaged beyond repair in November 2005.

Just after takeoff from Madrid-Cuatro Vientos Airport, while in initial climb, the pilot informed ATC about engine problems and was cleared to return for an emergency landing. He made a turn and elected to establish on the ILS runway 28 when the aircraft entered an uncontrolled descent and crashed in a near vertical attitude in an orchard located 1,400 metres short of runway, some three minutes after takeoff. The aircraft was totally destroyed and both occupants were killed. The departed Madrid on an aerial photography mission to Alicante.

The aerial photo flight was commencing with the pilot and operator on board. A witness reported that the engines sounded good on the ground and during the t/o ground roll. At about 30 to 40 feet agl, he heard 'surging' sounds from the airplane. He then observed the aircraft in a shallow right hand turn as it approached departure end trees. He then saw the aircraft roll off to the left, into the trees in a steep, nose low, left wing low attitude. The aircraft crashed into trees and terrain and was destroyed by impact forces and fire. Investigation revealed that the aircraft impacted the ground in a left wing low attitude. The main wreckage was found inverted. An inspection of the engines did not reveal evidence of a mechanical failure or malfunction. Exam of both turbochargers revealed evidence of rotation at impact. Exam of both propellers revealed evidence of blade tip twisting toward low pitch and some forward bending. Both occupants were killed.

The twin engine aircraft was returning to Delma Island Airport following a cartography mission over the area. On final, the aircraft went out of control and crashed short of runway, bursting into flames. All four occupants were killed.

The twin engine aircraft departed Adana on a special mission over the Hatay province consisting of the mapping of a forest area located along the border with Syria. While cruising about 20 km from the border, overt the Turkish territory, the aircraft was shot down by the pilot of a Syrian Air Force MiG-21 fighter. Out of control, the aircraft entered a dive and crashed near Antakya. All five occupants were killed.

The crew was returning to Mestersvig Airport following a mapping mission. On final approach, the twin engine airplane crashed 400 meters short of runway threshold. Both occupants were killed.