Region

Crash of a Piper PA-46-310P Malibu off Qaqortoq

Date & Time: Jul 29, 2024 at 1217 LT
Operator:
Registration:
D-EOSE
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Goose Bay – Narsarsuaq
MSN:
46-08010
YOM:
1986
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The crew was returning to Europe after taking part to the AirVenture airshow in Oshkosh. Following a fuel stop in Goose Bay, the crew continued to Narsarsuaq, Greenland. Approaching the southwest coast, the pilot sent a mayday message then ditched the airplane off the village of Qaqortoq, about 60 km southwest of Narsarsuaq. Both occupants found refuge in a dinghy and were rescued about 30 minutes later. The airplane sank.

Crash of a De Havilland DHC-8-202Q in Ilulissat

Date & Time: Jan 29, 2014 at 0842 LT
Operator:
Registration:
OY-GRI
Survivors:
Yes
Schedule:
Kangerlussuaq – Ilulissat
MSN:
477
YOM:
1997
Flight number:
GRL3205
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
12
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
4201
Captain / Total hours on type:
739.00
Copilot / Total flying hours:
1592
Copilot / Total hours on type:
1022
Aircraft flight hours:
29947
Aircraft flight cycles:
41968
Circumstances:
Upon landing on runway 07 at Ilulissat (BGJN) in gusting crosswind conditions above the aircraft and the operator limited maximum crosswind components, the left main landing gear collapsed. The aircraft skidded off the left side of the runway in a nose right position and into the safety zone. The aircraft continued an increasingly sideways skid in a nose right position, skidded down a steep snow-covered slope and impacted a rocky area approximately 10 meters below the runway elevation. One passenger and one crew member suffered minor injuries. The aircraft was destroyed. The accident occurred in dark night and under visual meteorological conditions (VMC).
Probable cause:
The following factors were identified:
- A non-optimum CRM on final approach to runway 07 led to flight crew target fixation and a mental blocking of an appropriate decision on going around.
- A non-stabilized approach in crosswind conditions above the aircraft and the operator’s crosswind limitations combined with the actual crosswind landing technique and the power levers retarded below flight idle in flight resulted in an accelerated rate of descent leading to a hard landing, with side load on the left main landing gear at touchdown.
- The left main landing gear structural fuse pin sheared as a result of lateral and vertical overload stress.
- Cycling the power levers between ground and flight range prevented an appropriate deceleration of the aircraft and prolonged the landing roll.
- The combination of applying full left rudder and no decisive use of reverse thrust on the side with the unaffected main landing gear made it impossible for the flight crew to maintain directional control.
Final Report:

Crash of a De Havilland DHC-8-106 in Nuuk

Date & Time: Mar 4, 2011 at 1609 LT
Operator:
Registration:
TF-JMB
Survivors:
Yes
Schedule:
Reykjavik - Kulusuk - Nuuk
MSN:
337
YOM:
1992
Flight number:
FXI223
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
31
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
8163
Captain / Total hours on type:
44.00
Copilot / Total flying hours:
4567
Copilot / Total hours on type:
1130
Aircraft flight hours:
32336
Aircraft flight cycles:
35300
Circumstances:
The flight crew got visual contact with the runway at BGGH and decided to deviate to the right (west) of the offset localizer (LLZ) to runway 23. The flight continued towards the runway from a position right of the extended runway centerline. As the aircraft approached runway 23, it was still in the final right turn over the landing threshold. The aircraft touched down on runway 23 between the runway threshold and the touchdown zone and to the left of the runway centerline. The right main landing gear (MLG) shock strut fuse pin sheared leading to a right MLG collapse. The aircraft skidded down the runway and departed the runway to the right. Neither passengers nor crew suffered any injuries. The aircraft was substantially damaged. The accident occurred in daylight under visual meteorological conditions (VMC).
Probable cause:
Findings:
- The licenses and qualifications held by the flight crew, flight and duty times, the documented technical status of the aircraft and the aircraft mass and balance had no influence on the sequence of events
- The flight crew planned the flight from BGKK to BGGH with the destination alternate BGSF
- The latest BGGH TAF before departure from BGKK indicated marginal weather conditions (strong winds, low visibility and low cloud base) for a successful approach and landing at BGGH
- The forecasted weather conditions at the expected approach time at BGGH were below preplanning minima (use of two destination alternate aerodromes)
- The actual weather conditions at BGGH and enroute weather briefings were equivalent to the forecasted weather conditions
- With reference to the operator’s aerodrome and procedure briefing and the latest reported wind conditions from Nuuk AFIS before landing, a landing was prohibited
- Strong winds and moderate to severe orographic turbulence from the surrounding mountainous terrain increased the flight crew load
- On approach, the flight crew had difficulties of maintaining stabilized approach parameters
- The flight crew most likely suffered from task saturation and information overload
- No flight crew call outs on divergence from the operator’s stabilized approach policy were made
- An optimum crew resource management was not present
- Important low altitude stabilized approach parameters like airspeed, bank angle and runway alignment were not sufficiently corrected
- The flight crew was solely focused on landing and task saturation mentally blocked a decision of going around
- A divergence from the operator’s stabilized approach policy caused an unstabilized approach and a hard landing leading to an excess load of the right MLG at touchdown
- The right MLG fuse pin sheared as a result of overload
Factors:
- A divergence from the operator’s stabilized approach policy caused an unstabilized approach and a hard landing leading to an excess load of the right MLG at touchdown
- The right MLG fuse pin sheared as a result of stress
Summary:
Adverse wind and turbulence conditions at BGGH led to flight crew task saturation on final approach and a breakdown of optimum cockpit resource management (CRM) resulting in a divergence from the operator’s stabilized approach policy.
The divergence from the operator’s stabilized approach policy caused an unstabilized approach and a hard landing leading to an excess load of the right MLG at touchdown. According to its design, the right MLG fuse pin sheared as a result of stress.
Final Report:

Crash of a Piaggio P.180 Avanti near Kangerlussuaq

Date & Time: Oct 16, 2009 at 1140 LT
Type of aircraft:
Operator:
Registration:
N108GF
Flight Type:
Survivors:
Yes
Schedule:
Kuwait – Antalya – Vienna – Stornoway – Keflavik – Narsarsuaq – Goose Bay – Bangor – Denton
MSN:
1086
YOM:
2004
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total hours on type:
105.00
Aircraft flight hours:
1035
Aircraft flight cycles:
716
Circumstances:
The accident flight was a part of a ferry flight from Kuwait to USA. The flight departed from Keflavik, Iceland with planned destination Narsarsuaq, Greenland. The commander did not get visual contact with the runway on the instrument approach to Narsarsuaq and the flight diverted towards Kangerlussuaq, Greenland. During the flight towards Kangerlussuaq, the amount of fuel became critical low and the aircraft landed on the Greenlandic icecap. The aircraft was destroyed during the landing attempt. The commander suffered minor injuries. The accident occurred in daylight and under visual meteorological conditions (VMC).
Probable cause:
After the flight was airborne from BIKF, the flight was restricted by ATC to cruise at FL200 instead of FL280. The lower flight altitude and the power setting used resulted in a reduction of the final reserve to approximately zero minutes. At that time the commander was not concerned about the final reserve because the flight to BGBW was only a two hours flight and as the aircraft before take-off from BIKF had fuel for more than three hours and 40 minutes of flight. During the approach to BGBW the flight never came below the clouds and was in IMC during the entire final approach. The most likely cause was that the aircraft was not following the NDB DME 07 approach procedure descent profile. Consequently the commander did not get visual contact during the approach and he had to make a missed approach. During the diversion to the alternate aerodrome, BGSF the flight was altitude restricted by ATC to FL190. One engine was intentionally stopped during the diversion to BGSF. The consequence was a reduction of the aircraft range. A shallow descent was initiated approximately 57 minutes before ETA over BGSF. The shallow descent profile did consume more fuel than a steeper descent profile. The commander decided to make a precautionary landing in the terrain. The aircraft was destroyed during the landing attempt on the rugged and bumpy surface of the icecap.
Final Report: