Landing (descent or approach)

The aircraft, operated by the Slovak Air Force (Letectva a Protivzdu Obrany-snej Slovenskej), was returning to Košice following an uneventful flight from Pristina, carrying 28 soldiers of the Slovak Army, 7 logisticians and 8 crew members flying back home after a period in Kosovo on behalf of the KFOR contingent. While descending to Košice-Barca Airport by night, the aircraft collided with trees and crashed in a snow covered and wooded area located near the village of Telkibánya, Hungary. The wreckage was found about 20 km southeast from runway 01 threshold. The aircraft was destroyed by impact forces and a post crash fire. A passenger was seriously injured while 42 other occupants were killed. At the time of the accident, weather conditions were considered as good with a cloud ceiling at 5,000 feet and a visibility of 10 km.

After the crew dropped off passengers at Karlsruhe-Baden-Baden Airport, he was returning to his base in Freiburg im Breisgau. On final approach to runway 16 in marginal weather conditions (poor visibility due to night and fog), the crew descended too low when the aircraft collided with trees and crashed in a wooded area located 450 metres short of runway, bursting into flames. The aircraft was destroyed by a post crash fire and both pilots were killed.

The aircraft was landing on runway 30 at Wetaskiwin Airport following an IFR mail flight from Fort Vermilion. During the landing, the crew lost sight of the runway in a thin layer of dense fog that covered the airport. They aborted the landing, and the aircraft settled into a field about ½ mile northwest of the airport. Both pilots sustained serious injuries and the aircraft was damaged beyond repair. The flight crew used a cell phone to call for help. The emergency locator transmitter (ELT) activated during impact.

While approaching Orūmīyeh Airport, the crew contacted ATC and reported technical problems with the landing gear. They seemed to be down but the three green lights did not came on in the cockpit panel. In accordance with ATC, the crew completed a low pass in front of the control tower then initiated a circuit when both engines flamed out. The aircraft went out of control and crashed in a field located 12 km from Orūmīyeh Airport. The aircraft was destroyed and all 11 occupants were killed, among them General Ahmad Kazemi, Chief Commander of the Revolutionary Guard Land Forces and Commander Hanif, Head of the Land Forces intelligence services.

The Buffalo Airways Limited Douglas C-54G-DC (DC-4), registration C-GXKN, serial number 36090, departed from Norman Wells, Northwest Territories, at 1749 mountain standard time for a visual flight rules flight to Yellowknife, Northwest Territories, with a crew of four and 2000 pounds of cargo. While climbing through an altitude of approximately 3500 feet above sea level, the crew experienced a failure of the number 2 engine and a nacelle fire. The crew carried out the Engine Fire Checklist, which included discharging the fire bottles and feathering the number 2 propeller. The fire continued unabated. During this period, an uncommanded feathering of the number 1 propeller and an uncommanded extension of the main landing gear occurred. The crew planned for an emergency off-field landing, but during the descent to the landing area, the fuel selector was turned off as part of the Engine Securing Checklist, and the fire self-extinguished. A decision was made to return to the Norman Wells Airport where a successful two-engine landing was completed at 1804 mountain standard time. The aircraft sustained substantial fire damage, but there were no injuries to the four crew members on board.

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, operated as an emergency medical flight, received substantial damage when it veered off the edge of runway 32 (5,235 feet long by 100 foot wide asphalt, slush and snow covered) and impacted a snow bank during landing roll at a non 14 CFR Part 139 airport. Night instrument meteorological conditions prevailed at the time of the accident. The pilot stated that during a non precision approach while two miles from the runway, he observed it to be completely covered in snow and slush. He continued the approach and upon touchdown the airplane decelerated in deep slush and veered to the left after a rollout of 1,200 feet. The pilot reported that prior to accepting the emergency medical flight, he obtained a weather briefing from a flight service station during which time no notices to airman (NOTAMs) existed that pertained to the destination airport. The pilot reported that he knew the airport was getting rain and was expecting the runway to be clear. He was surprised that the runway was covered with heavy slush. The airport manager stated that the runway was covered with wet, slushy snow as there had been periods of wet snow and rain that occurred late the previous day and evening of the accident. The airport weather observation recorded the presence of light snow in a period of approximately 24 hours before the accident. The pilot "wondered" why no NOTAM was issued relating to the runway condition. The Airport Facility Directory and the FAA's web site provides a list of 14 CFR Part 139 airports which are inherently required to issue NOTAMs. However, Advisory Circular 150/5200-28C states, the management of a public use airport is expected to make known, as soon as practical, any condition on or in the vicinity of an airport, existing or anticipated, that will prevent, restrict, or present a hazard during the arrival or departure of aircraft. Airport management is responsible for observing and reporting the condition of airport movement areas. Public notification is usually accomplished through the NOTAM system. The Aeronautical Information Manual, states that NOTAM information is information that could affect a pilot's decision to make a flight. It includes information such as airport or primary runway closures, changes in the status of navigational aids, ILS's, radar service availability, and other information essential to planned en route, terminal, or landing operations.

A Beechcraft A100 King Air, C-GAPK was inbound to La Ronge Airport, SK (YVC), from Pinehouse Lake on a medevac flight. On descent into La Ronge the crew noticed ice building on the wing leading edges. At approximately 6 miles back on final the crew operated the wing de-ice boots, however a substantial amount of residual ice remained after application of the boots. It was reported that in the landing flare at about 100 knots, the aircraft experienced an ice-induced stall from an altitude of about 20 feet followed by a hard landing. The right wing and nacelle buckled forward and downward from the landing impact forces to the extent that the right propeller struck the runway surface while the aircraft was taxiing off the runway.

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 airplane stalled on short final approach, and it impacted the ground. The purpose of the flight was for the student to receive dual flight instruction to become more acquainted with the airplane's handling characteristics. The student met with his certified flight instructor and received a briefing regarding the upcoming lesson involving, in part, takeoff and landing practice. The instructor directed his student to perform a simulated engine out approach, and engine power was reduced as the airplane glided toward the airport. The student entered a close in downwind approach and, at the direction of the instructor, then performed a left circling turn onto the base and final approach legs. The landing gear was lowered, and the student questioned the instructor regarding whether they could glide all the way to the runway. The instructor advised his student to maintain 90 knots airspeed. During the descent, as the airplane turned from the close in base leg onto the final approach leg, the instructor told his student "don't bank." The student rolled the wings level. Immediately thereafter, the left bank began a second time and the instructor again said, "Don't bank." The student replied, "I'm not." The instructor applied engine power and right rudder to reduce the left bank. The airplane stopped rolling left, and then rolled into a right bank, whereupon the right wing impacted the ground. At no time did the instructor direct his student to release the airplane's flight controls.