Survey / Patrol / Reconnaissance

The crew was performing an aerial survey flight from Verkhneusinskoye to Shushenskoye. While flying at a too low altitude, the single engine airplane collided with tall pine trees and crashed in a dense wooded area located some 40 km southwest of Tanzybei. The airplane was destroyed by impact forces and a post crash fire and both crew members were killed.

The twin engine airplane was engaged in a special mission on a subcontracting operation for the US Department of Defense. It crashed in unknown circumstances in a pasture in Ampatuan. All four occupants were killed.

Coded 37 Red and operated by the Russian Aerospace Forces (VKS-Vozdushno-kosmicheskiye sily Rossii), the airplane was engaged in a survey mission of the south Crimea area when it was apparently shot down by Ukrainian Forces and crashed into the Azov Sea off the city of Kyrylivka. It is believed that all 11 crew members have been killed.

The four engine airplane departed Ivanovo-Severny Airbase on a survey mission, carrying 10 crew members. In flight, it was shot down by a surface-to-air missile and caught fire. It entered an uncontrolled descent and crashed in an open field located near Kantemirovka, bursting into flames. All 10 occupants were killed.
Crew:
LT Col Artem Milovanov,
Maj Gennady Belyakin,
Maj Alexander Sviridov,
Cpt Viktor Popov,
Cpt Artem Sharoglazov,
Cpt Igor Volochilov,
Lt Nikita Golubev,
S/Sgt Alexey Skrykov,
S/Sgt Viktor Podrepny,
Sgt Sergey Starushok.

Shortly after takeoff from Johannesburg-Rand Airport runway 29, while climbing, the single engine went out of control and crashed. All five passengers were killed and the pilot was injured.

The twin engine aircraft, a Partenavia P.68 Victor, with one pilot and three Task Specialists on board, departed Waterford Airport (EIWF) at 11:08 hrs on 23 September 2021. The three Task Specialists were members of an environmental research team. The flight was part of a series of survey flights, the purpose of which was to record sightings of marine wildlife in the waters off the coast of Ireland. The aircraft seating layout was two rows of two seats and a benchtype seat in the rear of the aircraft. During the occurrence flight, one Task Specialist was seated in the front right seat next to the Pilot, and the two other Task Specialists were seated in the row directly behind. The rear bench seat was unoccupied. The plan for the flight was to fly over the sea along 16 pre-defined survey lines at a height of approximately 250 – 300 feet (ft) and a speed of approximately 100 knots (kt). Each line was approximately 45 km (24.3 NM) in length and the lines were spaced approximately 4 km (2.2 NM) apart. The planned 16 survey lines were completed in approximately 4 hours and 30 minutes. Following a discussion with the Task Specialists, and after assessing the remaining fuel, the Pilot determined that there was enough fuel to complete two more survey lines before returning to EIWF with his fuel reserves intact. Shortly after commencing the second of the two additional survey lines, the right engine stopped. At the time, the aircraft was reportedly travelling at a speed of approximately 105 kts and was at a height of approximately 300 ft. Recorded data shows that the aircraft then climbed to approximately 500 ft. The Pilot reported that the aircraft climbed more slowly than expected whilst operating on the left engine only. At approximately 500 ft whilst still in the climb, the left engine exhibited a significant loss of power but did not completely stop. The Task Specialists later reported that the aircraft dropped in height and turned to the left. The left engine power recovered but the power loss re-occurred. This sequence of climbing slightly, losing power, losing height, and recovering engine power when descending repeated several times. The Pilot then routed directly towards land and as the aircraft approached the shore, the left engine lost power again. The Pilot banked the aircraft to the left and carried out a forced landing on the beach during which the nose of the aircraft impacted with the loose shale surface. The aircraft sustained significant structural damage to the forward cabin area. The three Task Specialists exited the aircraft through the door on the left side. The Pilot and Task Specialists reported that when the aircraft was on the beach, the left engine ran briefly at what the Pilot said appeared to be full power. The Pilot pulled back the fuel mixture lever to shut down the engine. The Pilot exited the aircraft through the broken windscreen which had shattered during the impact. Two Coastguard helicopters attended the scene. The Pilot and the Task Specialist seated in the front right seat sustained serious injuries during the impact sequence and were airlifted to hospital. The two other Task Specialists sustained minor injuries and were taken to hospital by road ambulance.

The single engine airplane departed Kyren Airport in the afternoon with four employees of the company and two pilots. The purpose of the flight was to familiarize them with the area of ​​the planned aviation chemical works for the processing of the silkworm. As the airplane failed to return to Kyren in the evening, SAR operations were initiated, but abandoned few days later as no trace of the aircraft was found. More than a year later, on July 24, 2021, a group of tourist discovered the burnt wreckage near the Baikonur Pass, in a rocky area, at an altitude of 2,780 metres. The airplane was destroyed by a post crash fire and all six occupants were killed.

The twin engine aircraft departed Van-Ferit Melen Airport at 1834LT on a survey/reconnaissance mission over the province of Hakkari and Van, carrying five passengers and two pilots. At 2232LT, the crew informed ATC about his position vertical to Başkale on approach to Van-Ferit Melen Airport. Thirteen minutes later, the aircraft struck the slope of Mt Artos located 30 km southwest of runway 03 threshold. The aircraft was destroyed upon impact and all seven occupants were killed.

On May 28, 2020, about 1600 Alaska daylight time, an Aero Commander 500S airplane, N909AK sustained substantial damage when it was involved in an accident near Aniak, Alaska. The pilot and three passengers sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 public aircraft flight. The airplane was owned by the State of Alaska and operated by the Division of Forestry. According to the pilot, after arriving in Aniak, he had the local fuel vendor's ground service personnel refuel the airplane. He then signed the fuel receipt, and he returned to the airplane's cockpit to complete some paperwork before departure. Once the paperwork was complete, he then loaded his passengers, started the airplane's engines, and taxied to Runway 29 for departure. The pilot said that shortly after takeoff, and during initial climb, he initially noticed what he thought was mechanical turbulence followed by a reduction in climb performance, and the airplane's engines began to lose power. Unable to maintain altitude and while descending about 400 ft per minute, he selected an area of shallow water covered terrain as an off-airport landing site. The airplane sustained substantial damage during the landing. The fueler reported that he was unfamiliar with the airplane, so he queried the pilot as to where he should attach the grounding strap and the location of the fuel filler port. Before starting to refuel the airplane, he asked the pilot "do you want Prist with your Jet" to which the pilot responded that he did not. After completing the refueling process, he returned to his truck, wrote "Jet A" in the meter readings section of the prepared receipt, and presented it to the pilot for his signature. The pilot signed the receipt and was provided a copy. The fueler stated that he later added "no Prist" to his copy of the receipt, and that he did not see a fuel placard near the fueling port. A postaccident examination revealed that the reciprocating engine airplane had been inadvertently serviced with Jet A fuel. A slightly degraded placard near the fuel port on the top of the wing stated, in part: "FUEL 100/100LL MINIMUM GRADE AVIATION GASOLINE ONLY CAPACITY 159.6 US GALLONS."

According the commercial pilot and a flight instructor rated check pilot, they were conducting their first long-duration, aerial observation flight in the multiengine airplane, which was recently acquired by the operator. They departed with full fuel tanks, competed the 5-hour aerial observation portion of the flight, and began to return to the destination airport. About 15 miles from the airport, the left engine fuel warning light illuminated. Within a few seconds, the right engine stopped producing power. They attempted to restart the engine and turned the airplane toward an alternate airport that was closer. The pilots then turned on the electric fuel pump, the right engine began surging, and soon after the left engine stopped producing power. They turned both electric fuel pumps to the low setting, both engines continued to surge, and the pilots continued toward the alternate airport. When they were about 3 miles from the airport, both engines lost total power, and they elected to land on a highway. When they were a few feet above the ground, power returned briefly to the left engine, which resulted in the airplane climbing and beginning to roll. The commercial pilot pulled the yoke aft to avoid a highway sign, which resulted in an aerodynamic stall, and subsequent impact with trees and terrain. The airplane sustained substantial damage to the wings and fuselage. Although both pilots reported the fuel gauges indicated 20 gallons of fuel remaining on each side when the engines stopped producing power, the flight instructor noted that there was no fuel in the airplane at the time of the accident. In addition, according to a Federal Aviation Administration inspector who responded to the accident site, both fuel tanks were breached and there was no evidence of fuel spillage.