Scheduled Revenue Flight

Upon landing at Chita-Kadala Airport, the right main landing gear collapsed. This caused the right wing to struck the ground and the aircraft slid several yards then veered off runway to the right and came to rest. While all 32 occupants were uninjured, the aircraft was damaged beyond repair.

Crashed in unknown circumstances near Frunze after the crew failed to follow the minimum safe altitude. Occupant fate unknown.

The three engine aircraft departed Mexico City-Benito Juárez Airport at 0840LT on a regular schedule service to Los Angeles with two intermediate stops in Puerto Vallarta and Mazatlán, carrying 159 passengers and a crew of eight. While cruising at the assigned altitude of 31,000 feet, an explosion occurred on the left main gear wheel well after a tire burst. Fuel and hydraulic lines were ruptured and electrical cables severed, causing a cabin decompression. The captain declared an emergency and elected to reduce his altitude when the aircraft caught fire after fuel ignited. The aircraft entered an uncontrolled descent and crashed on the slope of Mt San Andrés (3,569 meters high) located 18 km southwest of Maravatio, State of Michoacán. The aircraft disintegrated on impact and all 167 occupants were killed.

On approach to Naha Airport, the crew encountered limited visibility due to low clouds and rain falls. On final, the pilot failed to realize his altitude was insufficient when the aircraft struck trees and crashed on a wooded and hilly terrain located few km from the airport. All 14 passengers were injured while both pilots were killed.

About 2050 on March 13, 1986, Simmons Airlines flight 1746, an Embraer Bandeirante, EMB-110P1, operating as a regularly scheduled flight, departed the Detroit Metropolitan Airport en route to Sault Ste Marie, Michigan, with a stop in Alpena, Michigan. The en route portion of the flight to Alpena was uneventful. However, due to the prevailing instrument meteorological conditions, the crew was unable to complete the instrument landing system (ILS) approach and land and they declared a missed approach at 2142. At 2153, the flight was cleared for a second ILS approach to Alpena. At 2156, the crew acknowledged that radar services were being terminated. This was the last transmission from the airplane. About 2215, a motorist reported that the airplane had
crashed. The airplane was found in a wooded area about 300 feet to the left of the extended centerline, and 1 1/2 miles short of the threshold of runway 01 at Alpena. The airplane was destroyed and two of the seven passengers and one of the two crewmembers onboard were killed.

On approach to Bugulma Airport by night, the left propeller autofeathered. The aircraft speed dropped and the aircraft started to veer to the left. The crew elected to maintain directional control but the speed continued to drop. At a speed of 140 km/h, the aircraft banked left to an angle of 110° then stalled and crashed in a field located 8 km from the runway threshold and 500 meters from its extended centerline. The aircraft was totally destroyed and all 38 occupants were killed.

During arrival, the crew of USAir flight 499 landed on runway 24, which was covered with snow. Reportedly, while landing, the aircraft touched down approximately 1,800 to 2,000 feet beyond the displaced threshold. Altho armed, the spoilers did not autodeploy, so the captain operated them manually. He lowered the aircraft's nose, actuated reverse thrust and applied brakes. The brakes were not effective. Subsequently, the aircraft continued off the end of the runway, ran over a runway end id light, struck a fence and came to rest straddling a road. The crew had planned on making an ILS approach to runway 06, but the RVR was only 2,800 feet and a minimum RVR of 4 000 feet was requested for that runway. The crew elected to land on runway 24, since 1/2 mile visibility was sufficient for that runway. However, the approach was made with a qtrg tailwind and approximately 10 knots above Vref. Tailwind landings were not authorized on runway 24 in wet/slippery conditions. The runway braking action was reported as fair-to-poor. The pilot's handbook cautioned the crew to monitor the spoilers when landing on slippery runways, since the spoilers auto-deploy only with wheel spin-up or when the nose wheel is on the ground. A passenger was slightly injured while 22 other occupants were uninjured.

On final approach to Magong Airport by night, the crew apparently encountered problems with the nose gear. The captain decided to initiate a go-around procedure. Few minutes later, while climbing, the airplane entered an uncontrolled descent and crashed in the sea. On March 10, the wreckage was found in a depth of 58 meters about 19 km north of the airport. All 13 occupants were killed.

Few minutes after takeoff from Kasongo-Lunda, en route to Kinshasa, the crew encountered engine problems. He completed an emergency landing in the bush about 80 km north of Kasongo-Lunda. The aircraft crash landed and was damaged beyond repair. Two passengers were killed while 12 other occupants were injured.

The Shorts 360 aircraft was scheduled to fly from Dublin (DUB) to East Midlands Airport (EMA) as Aer Lingus flight 328. During the pre-flight briefing the crew learned that at East Midlands the precision radar was unserviceable and that, although the visual approach slope indicators (VASI) had been withdrawn, the precision approach path indicators (PAPI) were operational. The en-route weather was reported as being overcast for the whole journey, with cloud tops at FL70 and a probability of icing when flying in the cloud. There had also been a pilot's report of severe icing between FL30 and FL70 in the Birmingham area, some 30 nm south-west of East Midlands Airport. The terminal area forecast for East Midlands suggested a brisk north-easterly wind and a cloud base of 1200 feet. The aircraft took off at 17:25. The crew report that they exercised the wing and tail de-icing system during the climb to FL 90, the level which had been assigned for the flight, and that at that level they were above the layers of stratiform cloud. Following an uneventful flight, via Wallasey, to the NDB at Whitegate, they were taken under radar control directly towards the airport and given descent clearance, eventually to 3000 feet, to intercept the ILS approach path for runway 09. During the descent and before entering the cloud tops at about FL60, the crew switched on the aircraft's anti-ice system, which heats the windscreen, engine air intakes, propellers, static air vents and pitot probes but, in accordance with normal operating procedure, they did not use the wing and tail de-icing system. At this time, the freezing level (0°C isotherm) was at 1000 feet, the temperature at FL 60 was minus 6°C and the air was saturated. Whilst in the cloud, which according to the non-handling pilot was particularly dense, ice thrown from the propellers was heard striking the side of the aircraft fuselage, and it was suggested that the propeller rpm be increased to expedite the removal of the ice. Both pilots state that, at some time during the descent, they visually checked the aircraft for ice but saw none. Nevertheless, several other flights during that evening have since reported the occurrence of severe icing. Having levelled at 3000 feet, still in and out of cloud, the aircraft was directed by radar to intercept the ILS and was fully established on the glideslope and centreline by 10 nm, at which point the final descent was initiated. A normal approach was established and continued, past the outer marker beacon situated at 3.9 nm from touchdown, down to around 1000 feet above the runway threshold height. The crew state that up to this point they had neither experienced any significant turbulence nor observed any ice forming on the aircraft. The last meteorological information passed to the crew gave the wind as 060 degrees /15 kt, however, over the previous hour the wind speed in the area, although not automatically recorded at the airport, is reported as gusting up to 30 kt. As the aircraft descended through about 1000 feet, it suddenly rolled very sharply to the left without apparent cause. With the application of corrective aileron and rudder the aircraft rolled rapidly right, well beyond the wings level position. This alternate left and right rolling motion continued with the angles of bank increasing for some 30 seconds, causing the commander to believe that the aircraft might roll right over onto its back. The angles of bank then gradually decreased. During this period and the subsequent few seconds the aircraft established a very high descent rate approaching 3000 feet/min. Subsequently, with the aid of full engine power, the airspeed increased and the rate of descent was arrested just as the aircraft struck an 11 KV power cable. It continued through another similar cable, two of the supporting wooden poles and the tops of two trees, before coming to rest nose into a small wood edging a field of barley, some 460 metres from the impact with the first power cable. The cockpit and passenger cabin were relatively undamaged and there was no fire. The aircraft came to rest lying virtually upright and the passengers, and subsequently the crew, successfully evacuated from the front and rear emergency exits.