Landing (descent or approach)

The airplane was equipped with two experimental Engine AIR Power Systems TSIVD-427, 500-horsepower, liquid-cooled, turbocharged, V8 engines. During previous flights, the right engine lost boost then overboosted intermittently, and attempted repairs were unsuccessful. The pilot elected to fly the airplane to its home base for further troubleshooting. During cruise flight, the pilot reported an engine was surging, declared an emergency, and received vectors toward the airport. The airplane collided into a field beside the airport runway and caught fire. The airplane had a total of 8 to 10 hours of flight time at the time of the accident. Records revealed that two days after the airplane's first test flight, the pilot flew the airplane from Melbourne, Florida, to an airport 336 nm miles away, then flew it to Canada to display it at a fly-in.The FAA operating limitations for the airplane restricted its operation to flight test only, which was proposed to consist of 100 flight hours, since the installation of the modified engines. No single-engine performance data was available for this airplane. Examination of the engines and accessories revealed extensive fire and impact damage. Continuity of the crankshaft, valves, rods, and pistons was established for the right engine by manually rotating the propeller reduction control unit.

The aircraft departed Moscow-Domodedovo Airport on a positioning flight Bishkek-Manas Airport where cargo should be loaded. The water ballast tanks were not filled, causing the centre of gravity to be outside the allowed limits. After passing the outer marker on approach to runway 26, a 15-second period of oscillations started with changes in bank angle and heading (between 245° and 255°). The plane passed over the runway threshold at a height of 30 metres and at a speed of 293 km/h. At this point the altitude should have been 15 metres. At a height of 20 metres, at a speed of 297 km/h, the thrust reversers of the n°1 and 4 engines were deployed. This was contrary to regulations, which stipulate that thrust reversers may only be deployed at the leveling-off altitude of 5-8 metres. The nose then rose to a 7° pitch angle. This was caused by the activation of the thrust reversers and the centre of gravity which was too far aft. The pitch-up could not be countered by a 13° nose down elevator application. The plane finally touched down on the maingear wheels 1395 metres down the 4,200 metres long runway. The flight engineer, without telling the pilot in command, shut down the n°2 and 3 engines. With an elevator-down deflection of 10-11° and the stabilizer at -3,3° the crew were still not able to get the nose gear on the ground. After retracting the thrust reversers and with the elevator deflected in a 21° nose-down attitude, the nose pitched down from +7° to -2,5° in 2-3 seconds. The stabilizer was then trimmed from -3,3° to +9° which caused the pitch angle to increase again. The Ilyushin ran off the left side of the runway 3,001 metres past the runway threshold. The plane continued until colliding with a concrete obstruction. The aircraft caught fire and burned out almost completely.

The pilot/owner initiated a VFR approach and landing in a Cessna 525A, to a 3,009-foot long runway with a tailwind of about 7 knots. The touchdown was 642 feet past the approach end of the runway. Vref was calculated to be 108 kts; however, data from the EGPWS showed the ground speed was about 137 kts, 9 seconds before touchdown, and at touchdown, the speed was estimated to be about 130 kts. After touchdown, the pilot selected ground flaps, which moved the flaps from 35 degrees to 60 degrees, the spoilers auto-deployed, and the speed brakes were extended. The pilot said that after applying the brakes, he felt the brakes pedals pulsing, and did not think the airplane was slowing. He released the brakes for a few seconds and then reapplied them. Again, he felt the pulsing in the pedals, but the airplane was not slowing as he expected. He released the brakes, reset the flaps to takeoff, and applied power to abort the landing when he was about halfway down the runway. The airplane departed the end of the runway and traveled for about 300 feet. Skid marks revealed the initial touchdown was most like made with brakes applied, and no locked wheel crossover protection. Additional skid marks revealed the airplane became airborne after touchdown, and in the next 750 ft, touched down 3 more times, each subsequent touchdown occurring without the full weight of the airplane on the wheels. Tire marks on the last half of the runway were consistent with brakes applied and anti-skid operative. Using the approved flight manual standards, the airplane would have required 3,155 feet to stop. This was predicated on crossing the threshold at 50 feet, at Vref, and included a ground roll of 1,895 feet. However, the pilot touched down at 642 feet from the threshold, which left sufficient runway for stopping. Using the pilot's touchdown point of 642 feet, the airplane was capable of stopping on the runway with a Vref as high as 120 kts. The approach was unstabilized with 4 aural warnings, including 2 sink rate warnings on final approach, the last of which occurred with a descent rate of over 1,700 fpm down, 19 seconds prior to touchdown, and about 400 feet above the ground. The last airborne GPS position was about 2,000 ft from runway touchdown. This would have required a flight path angle of about 3.8 degrees to achieve the reported touchdown position.

The approach to Santa Cruz do Sul Airport was completed in poor weather conditions with rain falls. After touchdown on runway 26, the aircraft was unable to stop within the remaining distance. It overran and eventually collided with an embankment located 50 metres further and came to rest. The captain was seriously injured and the copilot was killed, all three other occupants escaped with minor injuries. The aircraft was destroyed. Runway 26 at Santa Cruz do Sul is 4,000 feet and it was determined that the aircraft landed some 400 metres past the runway threshold at an excessive speed.

The pilot attempted an ILS approach during night, instrument meteorological conditions. The inbound course was 322 degrees magnetic, and the glideslope outer marker crossing altitude was 3,333 feet msl. The decision altitude was 2,370 feet msl and the airport elevation was 2,143 feet msl. A wreckage path, about 370 feet in length, along a track 320 degrees magnetic, commenced with a tree strike about 300 feet southeast of the outer marker, at an elevation of about 2,200 feet msl. Examination of the airplane revealed no mechanical anomalies.

A de Havilland DHC-3 Otter owned by Deraps Aviation Inc., registration C-FLGA, serial number 279, took off from Lake de l'Avion, Quebec, near Natashquan Airport at approximately 1050 eastern daylight time on a flight to a hunting camp 57 miles to the north along the Aguanish River. The pilot and three passengers were on board. Upon arriving at the destination at approximately 1135, the aircraft flew over part of the neighbouring forest before crashing upside down on rugged ground. The passengers were fatally injured on impact. The pilot survived and was evacuated to Sept-Îles by Canadian Forces Search and Rescue services at approximately 0400 on 29 September 2002.

After touchdown, the four engine aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest. There were no casualties.

The four engine aircraft departed Manila-Ninoy Aquino Airport at 1536LT on a schedule flight to Caticlan with 45 passengers and four crew members. On approach to Caticlan, the crew encountered technical problems with the hydraulic system and could not lowered the right main gear that remained stuck in its wheel well. The captain decided to return to Manila and followed a holding pattern to burn fuel. After touchdown on runway 24, the aircraft went out of control, veered off runway to the right and came to rest in a grassy area. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.

On final approach to Silimo Airstrip, during the last segment, the aircraft lost height and struck the ground few metres short of runway 05 threshold. Out of control, the airplane veered to the left and came to rest in a ditch. All three occupants escaped uninjured while the aircraft was damaged beyond repair. The Silimo's runway is 560 metres long and 20 metres wide. Its surface is in gravel and it has a gradient of 9°. Due to the environmental topography, a go-around procedure is not possible on short final and the area is subject to strong currents that can change rapidly and brutally.

Following an uneventful flight from Tarauacá, the crew started the descent to Rio Branco-Presidente Médici Airport in limited visibility due to the night and rain falls. On final, the aircraft descended below the MDA and, at a speed of 130 knots, struck the ground and crashed in a field located 4 km short of runway 06. The aircraft was totally destroyed. Eight passengers were rescued while 23 other occupants were killed, among them the Brazilian politician Ildefonço Cardeiro.