Positioning

While on a night approach to Copenhagen-Kastrup Airport runway 22L, the right engine failed. The crew was able to feather the right propeller but the nose gear failed to deploy. Manual recycling was ineffective and the crew continued the approach. The aircraft landed on its nose, rolled for few dozen meters and came to rest on the main runway. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

While executing a VOR approach, on a dark, foggy night, depth perception and ground contact were lost when the landing lights were turned on short final. A hard landing resulted, before corrective action became effective, resulting in wing spar, engine mounting support and propeller damage. The runway, and entire airport was covered with about 3 inches of mirror smooth ice, causing considerable glare. All four occupants escaped uninjured.

On june 2, 1990, at 09:37 Alaskan daylight time, Markair, Inc., flight 3087, a Boeing 737-2X6C, registered in the us as N670MA, crashed about 7.5 miles short of runway 14, Unalakleet, Alaska, while executing a localizer approach to that runway. The flight originated at 0828 at Anchorage International Airport, Anchorage, Alaska. Instrument meteorological conditions existed at the time, and the flight was on an IFR flight plan. The captain, the first officer, and a flight attendant sustained minor injuries. Another flight attendant sustained serious injuries. There were no passengers on board, and the aircraft was destroyed. The flight was operated under far part 121.

During arrival at night, Beechcraft A100 (King Air, N44UE) was cleared for an ILS runway 26R approach behind Continental flight 9687, then Eastern Airline (EA) flight 111 (Boeing 727, N8867E) was cleared for the same approach behind the King Air. After landing, flight 9687 had a radio problem and the tower controller had difficulty communicating with flight 9687. Meanwhile, the King Air landed and its crew had moved the aircraft to the right side of the runway near taxiway Delta (the primary taxiway for general aviation aircraft). The turnoff for taxiway Delta was about 3,800 feet from the approach end of runway 26R. Before the King Air was clear of the runway, EA111 landed and converged on the King Air. The crew of EA111 did not see the King Air until moments before the accident. The captain tried to avoid a collision, but the Boeing's right wing struck the King Air, shearing the top of its fuselage and cockpit. Some of the King Air's strobe/beacon lights were inoperative, though they most likely would have been extinguished for the IMC approach. The local controller did not issue a traffic advisory to EA111 with the landing clearance. One of the pilot on board the King Air was killed while the second was seriously injured.

At 0515 est, the flight was cleared for takeoff on a flight from Ypsilanti, MI to Louisville, KY. About 17 minutes later, the flight crew began to display indications of a deterioration of their ability to control the aircraft. At 1st, they deviated from instruments to hold west of the Findlay VOR at FL220. As the flight continued and was cleared to FL270, the crew displayed confusion about magnetic headings and basic instruments. At 1048 est, the aircraft deviated from the en route heading and the wrong heading was read back after a heading correction was given. Also, the aircraft continued climbing (to FL291), then radar and radio contact were lost at 0551 est. The controller noted the pilot's speech was slurred and some portions of the conversation were unintelligible. Subsequently, the aircraft crashed in a steep dive. No preimpact part failure was verified, though impact forces and post-crash fire resulted in extensive damage of the aircraft. The aircraft was equipped with oxygen and pressurization system. No audible warning was noted on ATC recordings to indicate the cabin altitude had exceeded 10,000 feet, though the aircraft was equipped with such a device. Both pilots were killed.

The airplane was on a positioning flight and had two passengers along for the ride. The airplane was on base leg when the left engine sputtered. The pilot turned on the secondary boost pump and the engine operated normally until both engines flamed out. During the forced landing in a residential area, the airplane hit a powerline, trees, a house, a fireplug, a tree and a van, then another house. There was no smell of fuel in the entire area, and no usable fuel in the fuel system. All three occupants were seriously injured.

Diverted to Augusta after encountering deteriorating weather. Lost inverters, compass system during ILS, executed go-around. Second approach made visual to landing. Props would not enter fine pitch, braking not effective. Pilot steered airplane off runway down embankment. All three occupants escaped uninjured.

Crashed in unknown circumstances after takeoff from Cockburn Town Airport. The pilot, sole on board, was killed.

The crew arrived at the airport about 20 minutes before the planned midnight takeoff time, after the pilot-in-command had spent the day moving furniture. A night watchman noted that the preflight inspection and takeoff roll to rotation/lift-off was normal. There was no post-takeoff radio call to either unicom or ATC, although the crew had filed an IFR flight plan. After taking off from runway 36, the aircraft crashed about 1.8 mile north of the runway. The wreckage was found after interruption of electrical power to a nearby city. Initial impact was with trees, while in a shallow/left/descending turn. An area of trees about 1/2 mile long was damaged by impact and fire. Before coming to rest, the aircraft hit a powerline support tower. There was evidence the aircraft was traveling at about 260 knots, when it crashed. No preimpact part failure or malfunction was found that would have resulted in the accident. Both pilots were killed.

The pilot landed the amphibian landing gear equipped aircraft on water with the wheels extended, and the aircraft flipped over to an inverted attitude on touchdown. The pilot, sole on board, was killed.