Landing (descent or approach)

Following an uneventful flight from Sana'a, the crew started a night approach to Moroni-Prince Saïd Ibrahim Airport runway 02. Weather conditions were considered as good with a 10 km visibility, an OAT of 24° C. and a wind from 180° gusting to 25 knots for runway 20. For unknown reasons, the crew initiated a go-around procedure when the aircraft entered an uncontrolled descent and crashed in the sea about 6 km from the airport. A young girl aged 12 was found alive few hours later while 152 other occupants were killed. Both CVR and DFDR were found almost two months later at a depth of 1,200 metres. The final report was published in June 2013.

The twin engine aircraft departed Medellín-Enrique Olaya Herrera Airport at 1610LT on a charter flight to Capurganá, carrying 16 passengers and two pilots. After landing on runway 03 at Capurganá-Narcisa Navas Airport, the aircraft deviated to the left. It veered off runway, rolled through a grassy area then collided with a perimeter fence and came to rest against a tree. All 18 occupants were rescued, among them three were injured, the captain seriously. The aircraft was destroyed.

Following an uneventful flight from Manila, the crew started the descent to Caticlan Airport and was informed that runway 06 was in use due to the wind component. For unknown reasons, the captain decided to land on runway 24. The approach was too long and the aircraft landed too far down the runway, about 950 metres past the runway threshold. Unable to stop within the remaining distance, it overran and came to rest in a grassy area against the perimeter fence. All 59 occupants escaped uninjured while the aircraft was damaged beyond repair.

The commercial pilot was on a Title 14, CFR Part 91, other work use flight when the accident occurred. As he approached his destination airport, he said he saw a large rain squall moving over the airport, and he elected to remain south of the airport to allow time for it to move. He reported that while maneuvering the airplane at 1,000 feet msl, all engine power was lost. Unable to restore engine power, the pilot selected a marshy tree-covered area as a forced landing site. The airplane sustained substantial damage to the fuselage during the forced landing. The NTSB discovered no mechanical problems with the engine during a postaccident teardown and examination.

The pilot was tasked with a medical evacuation flight to take a patient from Port Hope Simpson to St. Anthony, Newfoundland and Labrador. The aircraft departed the company’s base of operations at Forteau, Newfoundland and Labrador, at approximately 0620 Newfoundland and Labrador daylight time. At approximately 0650, he made radio contact with the airfield attendant at the Port Hope Simpson Airport, advising that he was four nautical miles from the airport for landing. The weather in Port Hope Simpson was reported to be foggy. There were no further transmissions from the aircraft. Although the aircraft could not be seen, it could be heard west of the field. An application of power was heard, followed shortly thereafter by the sound of an impact. Once the fog cleared about 30 minutes later, smoke was visible in the hills approximately four nautical miles to the west of the Port Hope Simpson Airport. A ground search team was dispatched from Port Hope Simpson and the wreckage was found at approximately 1100. The sole occupant of the aircraft was fatally injured. The aircraft was destroyed by impact forces and a severe post-crash fire. There was no emergency locator transmitter signal.

Following an uneventful flight from Yangon, the crew completed the approach to Sittwe Airport in poor weather conditions. The aircraft landed hard on runway 11, causing the right main gear to collapse. The right wing struck the ground and was partially sheared off. The aircraft went out of control, veered off runway to the left and came to rest against a fence. Three occupants, among them the captain, were slightly injured and the aircraft was damaged beyond repair. At the time of the accident, the runway threshold and edge lights as well as the VASIS were unserviceable.

The 8Q-MAG aircraft departed at 0945hrs, with 3 crew and 4 passengers on board, for a Photo Flight around the Lagoon of Halaveli (North Ari Atoll) from the floating platform ( fixed to jetty) of Halaveli (North Ari Atoll). The sky was clear with good visibility and wind, 8-10 knots, from westerly direction. The estimated flight time for the flight was 40 minutes. The aircraft took off westbound. After levelling the aircraft the co-pilot gave his seat to the cameraman, one of the passengers. The co-pilot remained at third row left seat from thereon until the aircraft met the accident. According to the crew and passengers the aircraft made few orbits (right bank) around the island at the initial levelled height and, then descended lower heights and made few more orbits around the lagoon for photography. The passenger seated at the cabin wearing the headset informed the PIC that they got all the shots they wanted and now he could land. PIC started a descending turn (right bank) while keeping the passenger at the co-pilot seat in order to give a different view to him. Before the PIC could complete the turn, the right wing and/or float hit the water. The accident resulted in both wings being broken at the root. Left float was detached and right float got stuck, between the engine and the fuselage, blocking the co-pilot exit. Empennage was twisted upside down. The depth of the lagoon at the site of wreckage was about 1 meter. All the passengers and crew were able to escape the aircraft without any fatalities.

For unknown reasons, the aircraft made a wheels up landing at Quevedo Airport. While all 8 occupants escaped uninjured, the aircraft was damaged beyond repair.

The aircraft departed Goma on a cargo flight to Isiro, carrying one loadmaster, three crew members and a load of 7 tons of cigarettes. On approach to Isiro-Matari Airport, the aircraft crashed 3 km short of runway. The loadmaster was seriously injured while three others occupants were killed.

The pilot departed in the twin-engine airplane with an unknown quantity of fuel and a fuel quantity indicating system that was known to be inaccurate. Immediately after takeoff, approximately 1/2 mile beyond the departure end of the runway, witnesses reported the engine noise from the accident airplane as "surging" as the airplane passed overhead, and one witness described a "radical" turn back to the airport. Two witnesses stated that only one engine was running, and added that it was "revving," and would then stop before revving up again. During the descent to the airport, radar data showed the airplane at 93 knots 700 feet and 1 mile from the runway, and at 90 knots at 500 feet and 1/2 mile from the runway, but the airplane crashed prior to the approach end of the runway. Post accident examination of the wreckage revealed no evidence of a pre accident mechanical malfunction. The fuel system had a capacity of 226 gallons, was serviced through a single port on top of the left wing, and the tanks were interconnected to a center fuel sump that fed both engines. The fuel cells were opened through access panels and each was intact and contained only trace amounts of fuel. The airplane was leveled, the drain petcock was opened at the center fuel cell sump, and 1 quart of fuel was drained.