Swearingen SA226 Metro II

Following an uneventful cargo flight from Palma de Mallorca, the crew started a night approach to Madrid-Barajas Airport. On final, the crew forgot to lower the gear and the aircraft landed on its belly and slid for few dozen metres before coming to rest. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

On an approach to land at the destination, the second-in-command (sic) was flying the airplane. The plane touched down with the landing gear retracted, and the propeller blades contacted the runway. The sic initiated a go-around (aborted landing). Witnesses saw the airplane in a steep left bank just before impact in a river next to the airport. Propeller strikes on the runway extended 380 feet, indicating a touchdown speed of 96 knots. The last propeller strikes on the right side indicated a speed of 86 knots. The last strikes on the left side indicated a slowing propeller. Published VMC for the airplane was 94 knots. The CVR tape revealed the crew completed a descent arrival check, performed an incomplete approach briefing, and did not perform a before landing check. The CVR revealed no sound of a gear warning horn. Company personnel stated that the circuit breaker for the warning horn had been found pulled at the completion of previous flights by other crew; this was to prevent a warning horn from sounding during a high rate of descent. Both pilots were killed.

The aircraft was operating a freight charter flight, cruising normally at an altitude of 20,000 ft (FL200), when, about 150 km south-east of Mackay, the left engine lost power and could not be restarted. During the subsequent landing on runway 14 at Mackay, the pilot attempted a single engine go-around when he suddenly had the (mistaken) impression that the landing gear was not down. He temporarily lost control of the aircraft but recovered to touch down on the flight strip to the left of the runway, some 500 m before the runway end. During the landing roll, the landing gear collapsed and the aircraft sustained substantial damage.

After landing on a poor condition runway, the aircraft deviated to the left then veered off runway. The aircraft lost its landing gear and came to rest few dozen metres further. All 10 occupants escaped injured and the aircraft was written off. The accident occurred at Mogadishu-South Airport sometimes called Mogadishu-West Airfield or KM50. Its narrow and limited runway is made up of chippings and pebbles and is not equipped with a lighting system or any drainage system and is very poorly maintained.

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.

After takeoff from Örnsköldsvik Airport, while climbing to an altitude of 7,000 feet, the left engine oil pressure warning light sounded. The crew shut down the engine but was unable to feather the propeller. Doing so, a fuse blew and only the right side of the instrument lights remained functional. After being cleared to return, the crew completed a turn but on approach, he was forced to use full elevator and rudder deflection because the left propeller could not be feathered. Misaligned, the aircraft landed 30 meters to the left of the runway then rolled few dozen meters before coming to rest. All 17 occupants escaped uninjured while the aircraft was damaged beyond repair.

Following a night takeoff at Montluçon-Guéret Airport, while in initial climb, the aircraft nosed down and struck the ground 600 meters past the runway end. It slid for few dozen meters, collided with bushes and eventually came to rest, bursting into flames. All four occupants were killed. It appears that the Stall Avoidance System (SAS) had activated, resulting in the stick pusher activation at a critical altitude. The Metro's SAS system, as well as the SAS system on this particular aircraft, had a history of problems. These problems resulted in several NTSB Safety Recommendations (A-84-66, A-88-154). The copilot was at controls at the time of the accident.
Crew:
Gérard Van Der Veecken, pilot,
Christian Rémondon, copilot.
Passengers:
Robert Aupetit,
Patrick Desdoit.

After takeoff from Johannesburg-Jan Smuts Airport, the crew declared an emergency following the failure of the left engine. The crew elected to return but eventually completed a belly landing in a field located near the airport. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair.

The crew departed Toronto-Lester Bowles Pearson Airport on a short night cargo flight to Hamilton. While descending in good weather conditions, the airplane went out of control and crashed into Lake Ontario, few km off Hamilton. Both pilots were killed.

The aircraft had descended through a cloud layer enroute for the scheduled landing at IAD and according to the crew had picked up some trace rime ice on its wing surfaces. Although pitot and sas (stall avoidance system) heat were used the captain elected not to use engine inlet anti-ice. Just inside the outer marker the left engine lost power followed shortly by the right engine. The captain was able to set the aircraft down in an open field where the gear collapsed during the landing roll. The engines were successfully run-up at the Garrett facility. The flight manual contains a warning and a note stating that engine heat and continuous ignition must be used after leaving icing conditions until the pilot is confident that any significant residual ice will not be ingested into the engines. Ice was found lying beneath the right wing which matched the curvature of the leading edge of the wing. A round conical shaped piece of ice was found along the wreckage path which matched the nose of the propeller spinner.