Technical failure

Prior to departure the pilot believed that his airplane contained between 30 and 40 gallons of fuel, adequate for a 15-minute-long flight to another airport where he could purchase additional fuel. The pilot reported the fuel gauge registered 40 gallons, so he departed. During initial climb upon reaching an altitude of about 400 feet above the ocean, both engines simultaneously lost power. The pilot rocked the airplane's wings and experienced a 'short surge of power.' However, it lasted only a brief moment and all engine power was again totally lost. The pilot turned toward the shoreline, reduced airspeed, and ditched about 0.25 miles off shore. The overnight tide/wave action subsequently beached most of the airplane. In the pilot's report, he did not indicate having experienced any mechanical malfunctions. The Federal Aviation Administration (FAA) coordinator examined recovered portions of the airframe and engines. In pertinent part, the FAA reported finding no physical evidence of any mechanical malfunction with the examined components. However, because of the airframe damage sustained during immersion in the salt water and the subsequent destruction to components, the Safety Board was unable to document the integrity of the fuel quantity indicator system.

On approach to Mucuri-Itabatã Airport runway 05, the right engine caught fire. The crew followed the checklist, continued the approach and completed a safe landing. After touchdown, the aircraft slightly deviated to the right and came to rest, bursting into flames. All 14 occupants escaped uninjured while the aircraft was damaged beyond repair.

After takeoff, the airplane returned to the departure airport for an emergency landing. The aircraft was observed in the vicinity of the runway threshold, about 500 feet above the ground, with it's left propeller feathered, when it entered a left bank which increased to about 90 degrees. The airplane then entered a spin, descended, and impacted the ground. Examination of wreckage revealed the camshaft of the left engine had failed as a result of a fatigue crack. No other abnormalities were observed of airframe or engine. The left engine had accumulated about 1,200 hours since overhaul. The pilot purchased the airplane about 1 month prior to the accident. At that time, he reported 700 hours of flight experience in multi-engine airplanes, of which, 10 hours were in the make and model of the accident airplane.

The aircraft was completing a cargo flight from Paris to Chennai with intermediate stops in Karachi and Bangalore, carrying five crew members and a load of various goods including three cars, 20 tons of cigarettes, chemicals and clothing for a total weight of 66 tons. The aircraft was cleared for a runway 07 ILS approach, but the approach was abandoned due to indications that the undercarriage was not down and locked. The flight crew concluded that all gear were down and locked despite a red GEAR light on the forward instrument panel. The crew had failed to recognize that the green GEAR DOWN light for the nose gear was not illuminated and assumed that the red GEAR light on the forward instrument panel was a false indication. The gear was recycled, but an alternate extension was not attempted. The pilot positioned the airplane for another approach. The aircraft touched down with the nose gear retracted. The nose struck the runway. The plane skidded and came to rest at 7000 feet down the runway (which is 13050 feet long). As the pilot informed the ATC of the mishap, he noticed smoke in the cockpit. Even as the smoke was being extinguished, flames erupted in the front portion of the aircraft. One of the crewmembers came down through a rope ladder from the cockpit, the other four were brought down through the rear of the aircraft using the fire engine step ladders. The fire services were not able to extinguish the fire and the plane burned out completely.

Following an uneventful flight from Chengdu, the crew was cleared to descend to Wenzhou Airport. While passing 9,000 metres on descent, the crew encountered technical difficulties with the control column that was too far forward. At 1629LT, the crew was cleared to descend from 1,200 to 700 metres when the aircraft entered a nose-down attitude. Flaps were selected down (first stage) when the AOA alarm sounded in the cockpit. The aircraft entered an uncontrolled descent and crashed in an open field. It disintegrated on impact and all 61 occupants were killed. Several farmers were injured by debris.

On final approach to La Serena-La Florida Airport, both engines failed simultaneously. The pilot attempted an emergency landing when the aircraft stalled and crashed short of runway. All four occupants were injured and the aircraft was destroyed. The aircraft was completing a charter flight for the El Indio Mining Company.

The crew was completing an on-demand cargo flight from Lokichogio to the Foxtrot Airstrip, carrying supplies for SPLA troops. After landing, the aircraft suffered an asymmetrical thrust due to the failure of the left thrust reverser. The aircraft veered to the right and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The four engine aircraft was completing a cargo flight from Kinshasa to Mbandaka on behalf of the Congolese Armed Forces, carrying seven crew members and a load of fuel drums, ammunitions and bombs. After takeoff from Kinshasa-N'Djili Airport, while climbing, the captain informed ATC about the failure of the engine n°3 and was cleared to return for an emergency landing. The aircraft went out of control and crashed three minutes after takeoff on a building owned by the Congolese Electricity Company and located near the airport. All seven occupants were killed.

The aircraft was leased to a Belgian charter broker around June 1998 to operate fish charter flights between Mwanza and Vienna. The aircraft was in fact seen on many other airports, Bratislava, Ostrava and Lubumbashi. At the time of the accident, the plane is understood to have had a long list of 32 faults that needed urgent repair. Problems included a limited EGT of n°1 & 4 engines; n°3 engine constant speed drive (CSD) gearbox was consuming a 'massive amount of oil'; n°1 engine CSD generator missing; n°2 engine required bleed on takeoff and above FL330; left wing leading edge cracked and leaking; n°4 fuel tank and reserve tank gauge not working. Decision to ferry the aircraft to N'Djamena was taken on February 7. During the takeoff roll the n°2 & 3 engines failed. The takeoff was aborted but the aircraft could not be stopped within the remaining distance. It overran, lost its nose gear and came to rest 200 metres past the runway end. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

Parked at Porto Velho Airport, the aircraft was prepared for a cargo flight to Lábrea. On board were one passenger, one pilot and a load of foods. When the pilot started the engines, the left engine caught fire. The fire quickly spread to the left wing. Both occupants evacuated the cabin and the aircraft was destroyed by fire.