Positioning

The crew departed Amman-Marka Airport on a positioning flight to Alexandria, Egypt. On final approach, the aircraft was too high on the glide but the captain decided to continue. During the last segment, after the speed brakes were deactivated, the aircraft floated and landed too far down the runway. Unable to stop within the remaining distance, it overran and came to rest. While all three crew members escaped uninjured, the aircraft was damaged beyond repair.

The Otter registered C-FKLC was on the frozen Lagopede Lake, ready for takeoff, when another Otter operated by Air Saguenay and registered C-FODT landed on the same lake. Upon touchdown, the pilot lost control of the aircraft that collided with the Otter waiting for departure. While the Otter registered C-FODT was slightly damaged, the Otter registered C-FKLC was damaged beyond repair after its right wing was torn off. The pilot, sole on board, was uninjured.

The crew departed Mitiga on a positioning flight to Moscow-Domodedovo where the airplane should follow an overhaul program. The airplane crossed the runway 32R threshold at a height of 12 metres and with an excessive speed of 304 km/h. At a height of about five metres, the captain instructed the flight engineer to reduce the speed and to bring back the speed levers to idle. This instruction was confirmed by the flight engineer then the captain asked for the thrust reversers to be activated. In a certain confusion, the flight engineer did not confirm this instruction and asked again the order. Possibly due to a certain distraction, the flight engineer failed to position the power lever in the correction position. As a result, the aircraft floated at a height estimated between 0,5 and one metre before it landed firmly 1,100 metres past the runway threshold at a speed of 258 km/h. Unable to stop within the landing distance available, the aircraft overran, lost its undercarriage and came to rest 680 metres further, broken in three. All six occupants were rescued, among them two were injured.

The crew was completing a positioning flight from Kenya to Old Fangak Airport. After landing, the twin engine aircraft was unable to stop within the remaining distance. It overran, lost its right main gear and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The crew departed Moscow-Sheremetyevo Airport on a positioning flight to Kharkiv where some passengers should be picked up for a charter flight to Lyon. On final approach to Kharkiv-Osnova Airport runway 07, at a distance of 4,600 metres from runway threshold, the crew selected flaps down. The right flap deployed to an angle of 20° (as requested by the crew) while the left flap deployed to an angle of 6°. This asymmetry caused the aircraft to roll to the left then to enter an uncontrolled descent before it crashed on the shore of lake Komsomolsk. The aircraft disintegrated on impact and debris were found 140 metres further while the main wreckage sank in the lake, some 4,300 metres from the runway threshold and 750 metres to the left of its extended centerline. All three crew members were killed.

The airplane collided with the ground during a low altitude, steep banked, base-to-final left turn toward the landing runway during a circling instrument approach. The airplane impacted terrain 1/3-mile from the approach end of runway 28, and north of its extended centerline. A witness, located in the airport's administration building, made the following statement regarding his observations: "I saw the aircraft in and out of the clouds in a close base for [runway] 28. I then saw the aircraft emerge from a cloud in a base to final turn [and] it appeared to be approximately 300-400 feet above the ground. The left wing was down nearly 90 degrees. The aircraft appeared north of the [runway 28] centerline. The aircraft pitched nose down approximately 30-40 degrees and appeared to do a 1/2 cartwheel on the ground before exploding." ATC controllers had cleared the airplane to perform a GPS-A (circling) approach. The published weather minimums for category C and D airplanes at the 5,900-foot mean sea level airport was 3 miles visibility, and the minimum descent altitude was 8,200 feet mean sea level (msl). Airport weather observers noted that when the accident occurred, the visibility was between 1 1/2 and 5 miles. Scattered clouds existed at 1,200 feet above ground level (7,100 feet msl), a broken ceiling existed at 1,500 feet agl (7,400 feet msl) and an overcast condition existed at 2,400 feet agl (8,300 feet msl). During the approach, the first officer acknowledged to the controller that he had received the airport's weather. The airplane overflew the airport in a southerly direction, turned east, and entered a left downwind pattern toward runway 28. A 20- to 30-knot gusty surface wind existed from 220 degrees, and the pilot inadequately compensated for the wind during his base leg-to-final approach turning maneuver. The airplane was equipped with Digital Electronic Engine Controls (DEEC) that recorded specific data bits relating to, for example, engine speed, power lever position and time. During the last 4 seconds of recorded data (flight), both of the power levers were positioned from a mid range point to apply takeoff power, and the engines responded accordingly. No evidence was found of any preimpact mechanical malfunction. The operator's flight training program emphasized that during approaches consideration of wind drift is essential, and a circling approach should not be attempted in marginal conditions.

The crew landed with the landing gear in the retracted position. While the airplane was on the base leg of the traffic pattern, the pilot heard a helicopter pilot make a transmission over the common radio frequency. As he completed the before landing checklist the pilot searched for the helicopter that he heard over the radio. During the landing flare he realized something was amiss and looked down at the instrument panel. He noticed that the landing gear lights were illuminated red. Just prior to contacting the runway surface he reached for the landing gear handle and manipulated it in the down position. The airplane made a smooth touchdown with the landing gear in the retracted position. The pilot stated that he did not make the proper check for the gear extension due to the timing of the helicopter distraction. The pilot reported no preimpact mechanical malfunctions or failures with the airplane or engine, stating that the accident was the result of pilot error.

The twin engine airplane departed Rio de Janeiro-Santos Dumont at 1402LT on a positioning flight to Jacarepaguá Airport located 23 km southwest from Santos Dumont Airport. After takeoff, the copilot informed ATC he maintained the altitude of 1,500 feet via route Bravo until the coast. Shortly later, while cruising in clouds at an altitude of 1,380 feet, the aircraft struck the slope of Mt Morro da Taquara located in the Tijuca National Park. The wreckage was found near Alto da Boa Vista and both pilots were killed. At the time of the accident, weather conditions were considered as marginal with low ceiling above the mountainous area.

The airplane collided with a berm following a loss of directional control while landing. The airplane was on a 14 CFR Part 91 positioning flight at the time of the accident. The pilots reported that they encountered what they thought were rough spots on the runway during the takeoff roll. The captain reported that after takeoff, he called for the co-pilot to raise the gear and engage the yaw damper. The crew then noticed an unsafe gear indication for the nose gear. The captain stated they leveled off at 5,000 feet and decreased the airspeed so they could recycled the landing gear. Cycling the landing gear did not resolve the problem. The crew then requested to return to the departure airport for landing. The landing gear was extended and a gear down and locked indication for all three landing gear was observed. The captain stated that on touchdown, the co-pilot extended the spoilers and armed the thrust reversers. He stated that after the nose wheel touched down the airplane made a sharp left turn and traveled off the side of the runway through the grass. The airplane contacted a four-foot high berm prior to coming to a stop on another runway. The captain stated he attempted to taxi the airplane only to discover that they did not have any nose wheel steering. Post accident inspection revealed the seal on the nose gear strut had failed which prevented the nose gear from centering.

Shortly after takeoff from Bangalore-Jakkur Airport runway 08, while in initial climb, the aircraft suffered an engine failure. It stalled and crashed in shallow water in Jakkur Lake, about one km northeast of the aerodrome. Both pilots were rescued and the aircraft was damaged beyond repair.