Landing (descent or approach)

The airplane, flown by an airline transport pilot, departed in day visual meteorological conditions for an 18-nautical mile flight from the home base airport to another airport where the pilot planned to conduct a practice instrument approach. The pilot contacted approach control and requested a practice ILS approach. The controller instructed the pilot to proceed northwest bound and maintain 2,500 feet msl. Radar indicated the airplane tracked a northerly heading instead of a northwesterly heading as instructed. The airplane continued on a northerly heading until 1113:48 when it was about 5 miles southwest of the destination airport at 1,900 feet msl with a ground speed of 172 knots. At this point, the controller instructed the pilot to turn southbound and remain clear of Class C airspace. Radar coverage for the next 50 seconds was intermittent. At 1114:29, radar picked up the airplane about 4 miles southwest of the destination airport at 1,800 feet msl, a ground speed of 106 knots, and a heading of 101 degrees. The airplane continued heading east-southeast for about 30 seconds and its ground speed continued to decay. At 1114:58, it entered an abrupt descent, going from 1700 feet to 200 feet in 15 seconds. The last radar return was recorded at 1115:13 and showed the airplane at 200 feet msl, a ground speed of 64 knots, and a heading of 093 degrees. Several witnesses observed the airplane descend in a "flat spin" and impact a shallow canal in a residential area. Examination of the accident site revealed that the airplane impacted the canal in a nearly flat and level attitude. No evidence of any pre-impact mechanical discrepancies with the airframe or engines was found that would have prevented normal operation. Testing of the electronic engine controls revealed that both units were functional, but under some conditions would trip to manual mode. Further investigation determined that the units tripping to manual mode was due to an electrical overstress that failed the same thermistor within each unit. The reason for the electrical overstress or when it occurred could not be determined; however, it is probable it occurred at impact when the units were submerged in water. Even if the units tripped to manual mode in flight, this would only result in the loss of the torque and temperature limiting and propeller synchrophaser systems, meaning the pilot would have to manually adjust the power levers as required to maintain the proper torque and exhaust gas temperature. Post accident toxicology testing of the pilot's blood revealed chlorpheniramine, an over-the-counter sedating antihistamine, at more than ten times higher than the level expected with a typical maximum over-the-counter dose. It is probable that the pilot's performance and judgment were substantially impaired by his very high blood level of chlorpheniramine.

While descending to Libreville-Léon Mba Airport, the crew encountered poor weather conditions. Due to low visibility caused by heavy rain falls, a landing was not possible and the crew followed a holding pattern of about 30 minutes for weather improvement. After landing on runway 16 (3,000 metres long), the aircraft was unable to stop within the remaining distance. It overran at a speed of 100 knots, collided with a fence and came to rest 100 metres further. All 131 occupants evacuated safely while the aircraft was damaged beyond repair. It was reported that the left engine throttle lever was in a full forward position after touchdown while the right engine throttle lever was in the reverse position. The braking action was poor because the runway surface was poor and the crew did not initiate a go-around procedure.

On December 18, 2003, about 1226 central standard time, Federal Express Corporation (FedEx) flight 647, a Boeing MD-10-10F (MD-10), N364FE, crashed while landing at Memphis International Airport (MEM), Memphis, Tennessee. The right main landing gear collapsed after touchdown on runway 36R, and the airplane veered off the right side of the runway. After the gear collapsed, a fire developed on the right side of the airplane. Of the two flight crewmembers and five non revenue FedEx pilots on board the airplane, the first officer and one non revenue pilot received minor injuries during the evacuation. The post crash fire destroyed the airplaneís right wing and portions of the right side of the fuselage. Flight 647 departed from Metropolitan Oakland International Airport (OAK), Oakland, California, about 0832 (0632 Pacific standard time) and was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121 on an instrument flight rules flight plan.

The airplane sustained substantial damage during a hard landing. The pilot stated, "On approach to rwy 8 at [Central Wisconsin Airport] I got high [and] right of course. When I broke out of clouds around 1000 [feet above ground level] I saw the runway, realizing I was high I pulled the power back [and] increased my rate of descent. I started to arrest my rate of descent [and] add power to keep my speed up. The engines didn't spool up in time resulting in a hard [landing]. I noticed the right wing was a little low taxing in so I thought maybe I blew a tire on landing. Not until I shut down [and] got out did I realize I hit the prop about an inch back [and] the engine nacelle dropped down several inches in front." The weather was: Wind 330 degrees at 8 knots; visibility 4 statute miles; present weather light snow; sky condition overcast 300 feet; temperature 1 degree C; dew point -1 degree C; altimeter 29.41 inches of mercury. The pilot reported that the flight did not have any mechanical malfunctions.

The airplane impacted a residence during a missed approach. After completing the en route portion of the instrument flight, a controller cleared the pilot to proceed direct to the initial approach fix for the global positioning satellite (GPS) approach to the airport. After being cleared for the approach, the airplane continued on a course to the east and at altitudes consistent with flying the GPS published approach procedure. Radar data indicated that at the missed approach point at the minimum descent altitude of 2,000 feet msl, the airplane made a turn to the left, changing course in a northerly direction toward rapidly rising mountainous terrain. The published missed approach specified a climbing right turn to 4,000 feet, and noted that circling north of the airport was not allowed. Remaining in a slight left turn, the airplane climbed to 3,300 feet msl over the duration of 1 minute 9 seconds. The controller advised the pilot that he was flying off course toward mountainous terrain and instructed him to make an immediate left turn heading in a southbound direction. The airplane descended to 3,200 feet msl and made a left turn in a southerly direction. The airplane continued to descend to 2,100 feet msl and the pilot read back the instructions that the controller gave him. The airplane then climbed to 3,300 feet, with an indicated ground speed of 35 knots, and began a sharp left turn. It then descended to impact with a house. At no time during the approach did the pilot indicate that he was experiencing difficulty navigating or request assistance. An examination of the airplane revealed no evidence a mechanical malfunction or failures prior to impact; however, both the cockpit and instrument panel sustained severe thermal damage, precluding any detailed examinations.

Following an uneventful flight from Caracas, the crew started the approach to Lima-Callao-Jorge Chávez Airport when the crew noted an asymmetric warning with the flaps. The crew decided to continue the approach but failed to lower the undercarriage. The aircraft belly landed at a speed of 190 knots and slid on runway 15 for 2,347 metres before coming to rest. All 100 occupants escaped uninjured while the aircraft was damaged beyond repair.

On December 13, 2003, at approximately 1540 central standard time, a Piper PA-46 single-engine airplane, N9223X, was destroyed upon impact with a building about one mile short of the landing threshold for runway 02 at Guaymas State of Sonora, In the Republic of Mexico. The private pilot and his passenger were fatally injured. Visual meteorogical conditions prevailed for the personal cross country trip that originated in Tuscon, Arizona, at 1340, with Guaymas as his final destination.

On approach to Tuguegarao Airport, the twin engine aircraft entered clouds and the crew lost visual contact with the runway. The aircraft struck a hill top and crashed in a wooded area located 3 km short of runway. All three occupants were killed.

The pilot was on a circling approach for landing in instrument icing conditions. The landing gear were extended and the flaps were lowered to 15°. The alternate air induction system was not activated. The surviving passenger stated when the airplane came out of the clouds and the airplane started to buffet and shake. The pilot was heard to state on the UNICOM frequency by the fixed base operator and a lineman, "Emergency engine ice." The airplane was observed to make a 60-degree angle of bank and collided with trees and terrain. The Pilot's Operating Handbook states the airplane will stall at 129 miles per hour with the landing gear and flaps down at 15-degrees. The maximum landing weight for the Cessna 414 is 6,430 pounds. The total aircraft weight at the crash site was 6,568.52 pounds. Witnesses who knew the pilot stated the pilot had flown one other known flight in icing conditions before the accident flight.

After touchdown at Lokichogio Airport, the crew started the braking procedure when the tyre n°1 on the nose gear burst. Unable to stop within the remaining distance, the airplane overran, collided with a fence and came to rest in a ditch with its nose gear torn off. All 27 occupants evacuated safely while the aircraft was damaged beyond repair.