Dassault Falcon 20

The small, twin-engine business jet was about 15 feet above the runway on takeoff, when a flock of birds from both sides of the runway flew up in front of the airplane. The number two engine "surged," and "loud reports" were heard before the copilot noted a complete loss of power on the number two engine instruments. The airplane climbed for about 10 seconds, before the copilot observed the gas producer (N1) gauge on the number one engine decay through 50 percent. The stall warning horn sounded, and the pilot adjusted the flight controls for landing. The airplane contacted the runway with the landing gear retracted, overran the runway, struck a fence, crossed a road, and came to rest in a cornfield about 1,000 feet beyond the initial point of ground contact. Post accident examination of both engines revealed evidence and damage consistent with multiple bird ingestion.

Aircraft lost power on both engines while on approach to Moscow-Vnukovo airport. The crew decided to divert to Sheremetievo Airport when the undercarriage collapsed on landing. The aircraft veered off runway and slid in a grassy area before coming to rest. Nobody was injured but the aircraft was damaged beyond repair.

Following an uneventful positioning flight from Porlamar, the aircraft landed at Oranjestad-Reina Beatrix Airport with its undercarriage retracted. The aircraft slid on ity belly for few dozen metres before coming to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The captain reported that he obtained weather briefings prior to and during the flight. The briefings did not include any NOTAMS indicating a contaminated runway at their destination airport. The captain obtained a report from the local fixed base operator that a Learjet had landed earlier and reported the runway as being okay. The tower was closed on their arrival, so they made a low pass over the airport to inspect the runways. Based on the runway and wind conditions, they decided their best choice for landing was on runway 08L. The captain said the landing was normal and the airplane initially decelerated with normal braking. As they encountered snow and ice patches, the captain said he elected to deploy the thrust reversers. The captain said that as the thrust reversers deployed, the airplane began to yaw to the left and differential braking failed to realign the airplane with the runway. The captain said the airplane departed the left side of the runway and rotated counter clockwise before coming to rest on a southwesterly heading. A witness on the airport said, "I watched them touch down. I heard the [thrust] reversers go on and then off, and then on again. As they came back on for the second time, that's when the plane started making full circles on the runway. This happened two, maybe three times before going off the side of the runway." The airplane's right main landing gear collapsed on departing the runway, causing substantial damage to the right wing, right main landing gear and aft pressure bulkhead. At the accident site, the right engine thrust reverser was partially deployed. The left engine thrust reverser was fully deployed with the blocker doors extended. An examination of the airplane revealed a stuck solenoid on the right engine thrust reverser. No other system anomalies were found. Approximately 33 minutes prior to the accident, the pilot requested from Denver Air Route Traffic Control Center, the weather for the airport. Denver Center reported the conditions as "winds calm, visibility 6 miles with light mist, 3,000 overcast, temperature zero degrees Centigrade (C) dew point -1 degree C, altimeter three zero 30.20, and there was at least a half inch of slush on all surfaces." The pilot acknowledged the information. The NOTAM log for the airport showed that at 2115, the airport issued a NOTAM stating there was "1/2 inch wet snow all surfaces." The airport operations manager reported that at the time of the accident the runway surface was covered with 3/4 inch of wet snow. The airport conducts a 24 hour, 7 days a week operation; however, operations support digresses to fire coverage only after 2300.