Poland

The airplane was completing local skydiving flights out from Piotrków Trybunalski Airport located 45 km southeast from Łodz. After 20 skydivers have been dropped, the crew was returning to the airport when, on final approach, the airplane stalled and crashed in a field. The aircraft was totally destroyed by impact forces and both occupants were killed.

While taking off from a grassy runway at Zielona Góra-Przylep Airport, the airplane nosed down, impacted ground and crashed. Both engines were torn off and the aircraft was destroyed by impact forces. There was no fire. The pilot, sole on board, was killed. He was completing a ferry flight to Nordhorn, Lower Saxony.

The twin engine aircraft was engaged in a series of skydiving flights at Częstochowa-Rudniki Airport, Silesia. It took off from runway 26C with 11 skydivers and one pilot on board. During initial climb, at an altitude of 100 metres, the pilot encountered technical problems with the engines and elected to make an emergency landing. He informed the passengers about the emergency situation and reduced his altitude when the aircraft rolled to the left to an angle of 70° then stalled and crashed in a wooded area, bursting into flames. The wreckage was found 4,200 metres past the runway end. Three skydivers were seriously injured while 9 other occupants were killed. Few minutes later, two of the survivors died from their injuries.

The single engine aircraft was completing local skydiving missions from Olsztyn Airport. Following a successful flight, the crew was returning to the airfield. On short final, the engine lost power. The aircraft lost height, collided with trees and crashed in a wooded area, coming to rest about 200 metres short of runway. Both pilots were injured and the aircraft was destroyed.

On November 1, 2011 a passenger LO 16 flight of B767-300ER airplane, registration marks SP-LPC, was scheduled from KEWR to EPWA. The Pre-Departure Check of the airplane was carried out by a ground engineer from a contracted service organization in accordance with Operator’s requirements. The ground engineer was responsible for conducting PRE-DEPARTURE CHECK and ETOPS CHECK. The above procedures did not include cockpit check. The ground engineer did not find any failures or irregularities and did not notice anything unusual. The flight crew arrived at Newark Liberty Airport at a time specified by Operator and in accordance with its operating procedures. When commencing the flight duty period the crew members were rested, refreshed, in a good psychophysical condition. They did not report overload by air operations. Upon arrival at the aircraft stand each flight crew member performed his duties as provided for in the operating procedures of the airline. CPT conducted Exterior Walk Around while FO conducted cockpit check. FO checked on-board equipment and the cockpit preparation for the flight. According to the flight crew statement no failures or irregularities were found. The crew deemed the airplane fully operational for the flight to Warsaw. The ground engineer from the contracted maintenance organization was not present in the cockpit during the flight crew preparation. During the flight CPT was PF and FO was PM. At 03:58:11 hrs the crew started the engines. The take-off took place at 04:19:08 hrs. After the take-off, during the retraction of landing gear and flaps the hydraulic fluid from the center hydraulic system (C system) flew out, which consequently led to pressure drop in this system. The pressure drop in the C system was signaled on the hydraulic panel – SYS PRESS and on EICAS - C HYD SYS PRESS and recorded by on-board flight data recorders. After completion HYDRAULIC SYSTEM PRESSURE (C only) procedure contained in QRH and consultation with the Operator's MCC, the flight crew decided to continue the flight to Warsaw. The flight proceeded without significant distortions. Landing in Warsaw was to be carried out with the alternate landing gear extension system. This situation was well known to pilots due to numerous exercises carried out in a flight simulator. Taking advantage of the available time, the CPT and FO developed a plan for landing in accordance with the procedure contained in QRH and discussed an anticipated sequence of events. At 12:17 hrs, during approach to landing on EPWA aerodrome the flight crew performed the procedure of the lading gear extension using the alternate landing gear extension system. However, after the anticipated time the landing gear was not extended. The crew checked the correctness of execution of the procedure against QRH and again attempted to extend the landing gear. After failure of the second attempt to extend the landing gear with the alternate system the approach to landing was abandoned. At 12:22 hrs the crew reported to ATC inability to extend the landing gear and requested the Operator’s MCC assistance. Around 12:25 hrs the flight crew declared EMERGENCY. The airplane was directed to a holding zone. The Operator’s Operations Centre enabled the crew to communicate with experts. FO executed expert recommendations and checked the alternate landing gear extension switch and circuit breakers on P-11 and P6-1 panels. After that FO reported to Operations Centre and to CPT that the circuit breakers had been checked. FO also cycled (pulled and reset) the ALT EXT MOTOR circuit breaker as indicated by an expert. However, the landing gear was not extended. In the meantime pilots of two F-16s of the Polish Air Force inspected SP-LPC from the air and informed the crew that the landing gear was still in the retracted position but the tail skid was extended. After that information the crew attempted to extend the landing gear in a gravitational way, but it also ended in failure. After a series of unsuccessful attempts to extend the landing gear and due to low fuel quantity, the crew decided to carry out an emergency gear up landing. CC1 was instructed by Captain to prepare the cabin and passengers for emergency landing. During the preparation the passengers were calm, they carried out the crew instructions, there was no panic. Prior to the landing firefighters distributed foam over RWY 33 at a distance of about 3000 m. External services arrived at the airport (PSP and emergency ambulances). The plane touched down on RWY 33 of EPWA aerodrome (Figure 7) at 13:39 hrs. At the time of touchdown about 1600 kg of fuel (1939 liters at a density of 0.825 kg/l) was in its tanks, the engines were running and their recorded speeds were N1ACTL = 57%, N1ACTR = 38%. The plane was moving on RWY 33 along its centre line and stopped 42 m after the intersection with RWY 29. When the aircraft was moving, sparks were coming out of the right engine, and they were suppressed by the applied foam; then the engine caught fire. When the airplane came to rest, the crew evacuated the passengers and LSP extinguished the fire. During the evacuation none of the passengers or crew suffered any injuries. During the landing the aircraft sustained substantial damage, which caused its withdrawal from service.

On 14 July, 2011 ATR 72 flight crew after landing at EPWA aerodrome received the clearance for taxiing to parking stand 41 via taxiways: "S", "O" and "M". When the airplane was on taxiway "M2", "Mulag" type tractor was moving by the service road, passing perpendicularly to taxiway “M2”. The tractor driver did not give the right of way to ATR 72 and the tractor collided with the airplane. As a result, the airplane and the tractor sustained substantial damages. The flight crew stopped the airplane and shut down the engines. Airport Fire Brigade and an ambulance were called. The tractor operator suffered some injuries and was taken to hospital. the airplane passengers and the flight crew did not suffer any injuries. The impact caused a fuel leakage from the airplane of 200 m2 in area, which was removed along with other elements of the damaged aircraft by the Airport Fire Brigade. The airplane and the "Mulag" tractor were withdrawn from the further service. During the accident there were adverse weather conditions at the airport - heavy rain and lightning which caused reduction in visibility.

At the day of the accident, the pilot, accompanied by his wife, planned to fly from Karlsruhe/Baden-Baden Airport to the Cottbus-Drewitz Special Airfield under Instrument Flight Rules (IFR) with a Piper PA 46-350P. Prior to the flight he refueled 400 liters and submitted a flight plan. According to the radar recording of the responsible air traffic control center, the airplane started at 0923 hrs1 and flew the planned route at Flight Level (FL) 190 to Cottbus-Drewitz, following the flight plan. The airplane started to descend at approx. 1044 hrs. The Initial Approach Fix (IAF) Cottbus-Drewitz NDB (DRW) was overflown in an altitude of approx. 3,900 ft AMSL with a Ground Speed (GS) of approx. 170 kt, at approx. 1104 hrs, and the descent was continued for the approach NDB-RWY-25. After flying over the intermediate approach fix in approx. 2,800 ft AMSL with a GS of approx. 190 kt, the airplane flew a turn to the left in order to intercept the final approach. The radar recording ended at 1107:34 hrs. At that time the airplane was turning into the final approach in an altitude of 2,400 ft AMSL with a GS of approx. 200 kt. According to radar recordings of the German Federal Armed Forces, the airplane was captured several more times within the turn radius: at 1107:50 hrs in an altitude of 1,200 ft AMSL, at 1108:01 hrs in an altitude of 2,700 ft AMSL, and finally in 1,700 ft AMSL and 1,000 ft AMSL. The recording ended at 1108:21 hrs in an altitude of 600 ft AMSL. The airplane crashed into a field south of the Polish city of Gubin and caught fire. Both occupants lost their lives.

The crew was completing a training sortie at Gdynia-Babie Doły AFB. On final approach with one engine voluntarily inoperative, the aircraft stalled at low speed. The crew elected to make a go around but the aircraft hit trees at the end of the runway and crashed. All four occupants were killed.