Scheduled Revenue Flight

After takeoff from Hoskins Airport, the stewardess informed the pilots about an explosion in the rear of the cabin. The crew returned to the airport for an emergency landing. After touchdown, the aircraft deviated to the left, veered off runway and came to rest in a ravine. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.

Following an uneventful flight from Denpasar-Ngurah Rai Airport, the aircraft was approaching Taipei-Taoyuan Airport by night and marginal weather conditions with a limited visibility of 2,400 feet, an RVR of 3,900 feet and 300 feet broken ceiling, 3,000 feet overcast. On final approach to runway 05L in light rain and fog, at the altitude of 1,515 feet, the aircraft was 1,000 feet too high on the glide so the captain decided to initiate a go-around procedure. The automatic pilot system was disconnected but for unknown reasons, the crew failed to correct the pitch up attitude. The aircraft passed the runway threshold at an altitude of 1,475 feet, pitched up go around thrust was applied. The aircraft rapidly pitched up, reaching +35° and climbed through 1,723 feet at an airspeed of 134 knots. The gear had just been raised and the flaps set to 20°. The aircraft continued to climb to 2,751 feet when the speed dropped to 43 knots. At this point, the aircraft stalled, entered an uncontrolled descent (pitched down to 44,65°). The crew was apparently able to regain control when the aircraft rolled to the right at an angle of 20° 2-3 seconds prior to final impact. The aircraft struck the ground 200 feet to the right of the runway 05L centerline and 3,7 km from its threshold and eventually crashed on 12 houses. The aircraft disintegrated on impact and all 196 occupants were killed, among them five US citizens, one Indonesian and one French. On the ground, seven people were killed.

This final sector was flown at FL 50, with the aircraft in IMC conditions. The crew noted no indication of ice at this level and the use of the aircraft de-icing equipment was not required. Prior to their approach to Stornoway, the crew contacted ATC and noted the following information: Runway 36 in use, surface wind 260°/ 08 kt, visibility 15 km in light drizzle, cloud few at 800 feet and broken at 1,400 feet agl, temperature plus 7°C and QNH 1002 mb. The commander then briefed for a NDB/DME approach for Runway 36. With G-BLGB still at FL 50, the crew completed the 'Descent' checks and then, when cleared for the procedure completed the 'Approach' checks 'to the line'. The initial approach was normal and the crew were VMC at a range of approximately 8 nm from the airfield. At this stage the commander was certain of his geographical position and, with the agreement of his first officer, decided to continue visually. Although they were in sight of the surface, there appeared to be some patchy cloud in the direction of the airfield and neither pilot could see the runway. The crew completed the rest of the 'Approach' checks and then did the 'Final' checks down to 'Flaps'; Flap 15 had been selected. By now, the commander was level at his minimum descent altitude (MDA) of 430 feet amsl. Shortly afterwards, the crew acquired visual contact with the runway; the aircraft was to the right of the extended centreline and the crew could see the Precision Approach Path Indicators (PAPI) which were indicating 'four whites'; the commander estimated his range from the runway as one mile. He subsequently recalled that, at the time he considered 'going around' but, considering the length of Stornoway runway, decided to land. The commander called for "Full flap" and for "Props to max", and manoeuvred G-BLGB to the runway extended centreline. His subsequent approach was based on runway perspective with the intention of touching down beside the PAPIs. During this final approach, the first officer was monitoring the airspeed and initially called out "Plus 10"; this signified a speed of 113 kt based on a VAT of 103 kt. Thereafter, he called "Plus 5", "VAT" and then "Minus 5" before calling for "Power" on several occasions just before touchdown. Neither pilot could remember the PAPI lights during this final part of the approach and the commander did not think that he exceeded 1,000 feet per minute rate of descent. He was certain that the Ground Proximity Warning System (GPWS) had not activated during the final approach. The commander remembers pulling back on the control wheel just before touchdown but that this had no effect on the rate of descent; he also advanced the power levers but the aircraft had landed before any increase in power was apparent. Touchdown was 'Firm' and beside the PAPIs. On landing, there was a 'bang' and the left side of the aircraft went down. G-BLGB slewed to the left and the commander used full right rudder and brake in an attempt to counter this movement. The aircraft came to rest at the left edge of the runway. With the aircraft stopped, the first officer shut both engines down and the commander switched off the 'Electrics'. The commander then opened the door to the cabin and, saw that the rear emergency door at the rear right side was open and the evacuation was in progress; the flight crew followed the passengers out of the door. Immediately following the landing, the first officer declared a 'problem' to ATC. The controller had been monitoring the approach and noted the apparent lack of a normal flare; following the call from the crew, he immediately activated the 'Crash Alarm'. Within 30 seconds, the AFS had manned their vehicles and had checked in with the controller; the AFS were cleared direct to the aircraft and arrived there within a minute of the initial call. There was no indication of fire but, with fluid leaking from the right gear, the AFS sprayed the area with foam.

On February 9, 1998, about 0954 central standard time (CST), a Boeing 727-223 (727), N845AA, operated by American Airlines as flight 1340, impacted the ground short of the runway 14R threshold at Chicago O'Hare International Airport (ORD) while conducting a Category II (CAT II) instrument landing system (ILS) coupled approach. Twenty-two passengers and one flight attendant received minor injuries, and the airplane was substantially damaged. The airplane, being operated by American Airlines as a scheduled domestic passenger flight under the provisions of 14 Code of Federal Regulations (CFR) Part 121, with 116 passengers, 3 flight crewmembers, and 3 flight attendants on board, was destined for Chicago, Illinois, from Kansas City International Airport (MCI), Kansas City, Missouri. Daylight instrument meteorological conditions prevailed at the time of the accident.

The aircraft departed Manila-Ninoy Aquino Airport at 0916LT on a regular schedule flight to Cagayán de Oro. The crew made an unscheduled stop at Tacloban Airport to deliver spare tires for another Cebu aircraft. It took off from Tacloban Airport at 1002LT and continued to Cagayán de Oro at FL115. While descending in marginal weather conditions, the aircraft struck the slope of Mt Sumagaya (2,234 metres high) located about 54 km northeast of Cagayán de Oro Airport. First rescuers arrived on site about 24 hours later and the wreckage was found in an isolated area about 150 metres below the summit. The aircraft disintegrated on impact and all 104 occupants were killed, among them five foreigners including one Swiss citizen. At the time of the accident, weather conditions were marginal with clouds and strong winds.

Crashed in unknown circumstances. There were no casualties.

After takeoff from runway 02, while in initial climb, the right engine apparently failed. The aircraft rolled to the right, lost height and struck a concrete wall. Out of control, it crashed, broken into several pieces and bursting into flames. A crew member and 15 passengers were killed. No technical anomalies were found on both engines, braking systems, tyres and landing gear.

At 1700 MST, Alberta Citylink flight 933, C-FBIE, a British Aerospace Jetstream 31, serial number 815, took off from Calgary, on a scheduled flight to Lloydminster, Alberta. The aircraft carried a two-pilot crew, 13 passengers, and 250 pounds of freight and baggage. A non-precision automatic direction finder (ADF) approach was conducted to runway 25. The first officer was flying the approach, and when the runway environment became visual, the captain took control, requested 35 degrees of flap, and commenced the final descent to the runway. On touchdown, the left main landing gear collapsed and both propellers struck the runway surface. The aircraft slid along the runway on the belly pod for about 1 800 feet, and when the left wing contacted snow on the edge of the runway, the aircraft turned about 160 degrees. The passengers and crew evacuated through the over-wing exit. There was no fire and no injuries. The Board determined that an unstabilized approach resulted in a heavy landing because the captain changed the configuration of the aircraft, and the high rate of descent was not arrested before contact was made with the runway surface. Contributing to the high rate of descent were the reduction of engine power to flight idle, airframe ice, and the time available for the final descent. Contributing to the damage on landing was the left-to-right movement of the aircraft.

The encountered high winds on approach and landing at Alghero Airport. Upon touchdown on runway 03, the aircraft encountered unfavorable winds and floated before landing 750 metres past the runway 03 threshold. The aircraft landed hard, nose gear first. The aircraft bounced and landed firmly 1,300 metres further, to the right of the runway. It lost its undercarriage and came to rest after a distance of 400 metres. All 25 occupants escaped uninjured while the aircraft was damaged beyond repair. At the time of the accident, crosswinds were gusting up to 42 knots.

The Piper Navajo Chieftain PA-31-350, serial number 31-8252042, was on an instrument flight rules (IFR) flight from Sanikiluaq to Iqaluit, Northwest Territories. Two pilots and two passengers were on board. After checking the runway condition and weather, the pilot commenced his take-off run on runway 27. After take-off, the pilot saw flames coming out of the right engine cowl. The right engine was shut down but the aircraft could not maintain a sufficient rate of climb, and it crashed on flat, snow-covered ground about one mile from the end of the runway. The aircraft sustained substantial damage on landing. After the aircraft came to a stop, the occupants evacuated via the left front door and walked back to the airport terminal for shelter and assistance. There were no injuries. The occurrence happened at night in instrument meteorological conditions.