Landing (descent or approach)

Following an uneventful flight from Mogadishu, the crew started the descent to Djibouti City-Ambouli Airport. While the runway 09 was in use, the crew was cleared for an approach to runway 27. While completing a last turn to the left to join the glide, the aircraft went out of control and crashed in the sea. All four occupants were killed.

During an instrument approach, upon descending to the prescribed minimum descent altitude, about 1/2 mile from the missed approach point, the pilot failed to maintain flying airspeed. The airplane stalled, rolled left, and in an uncontrolled descent collided with a commercial building 0.96 nm from the runway's displaced threshold. The accident occurred during the return portion of a round trip flight, while on final approach to the pilot's alternate airport due to a weather-induced diversion. Moderate intensity snow showers and freezing fog existed. During the initial approach, the reported visibility was 1 1/2 miles. About the time the pilot passed the final approach fix, the visibility decreased to 1/2 mile, but the pilot was not informed of the decrease below his 1-mile minimum requirement. The pilot had maintained the recommended 140-knot approach speed in the icing conditions until about 3 1/2 miles from the runway. Thereafter, the airplane's speed gradually decreased until reaching about 75 knots. After the airplane started vibrating, the pilot increased engine power, but his action was not timely enough to avert stalling. Company mechanics maintained the airplane. On previous occasions overheat conditions had occurred wherein the environmental ducting melted and heat was conducted to the adjacent pneumatic tube that provides deice air to the empennage boots. During the accident investigation, the deice tube was found completely melted closed, thus rendering all of the empennage deice boots dysfunctional.

The pilot of a Cessna 340 departed Bankstown, NSW at 1223 ESuT, for Townsville, Qld via Walgett, St George, Roma, Emerald and Clermont. He reported that he climbed the aircraft to 16,000 ft and adopted a long range power setting of about 49% which equated to a true air speed (TAS) of 168 kts and a fuel burn of 141 lbs per hour. As the pilot approached the ‘OLDER’ waypoint north of Clermont, he reviewed his fuel situation and, because of a strong tailwind decided to continue on to Cairns. He informed an enroute controller of his decision and requested, for fuel planning purposes, a clearance to allow him to track in the opposite direction on a one-way air route. The controller was unable to approve his request but offered the pilot a direct track to Biboohra, a navigation aid 20 NM west of Cairns. The pilot accepted the amended track with the intention of later requesting a more direct route to Cairns. About 15 minutes later, the pilot requested a more direct track, but was told to call the approach controller for a possible clearance. He contacted the approach controller and told the controller that he had minimum fuel. The controller asked the pilot if he was declaring an emergency, to which he replied affirmative. The pilot later commented that he did this in the hope of expediting his arrival. He was instructed to descend to 6,500 ft and track direct to Cairns. The controller asked the pilot if he preferred to join the runway 15 circuit via a left downwind or right downwind, to which the pilot requested to join a left downwind. The pilot later commented that the aircraft fuel flow gauges were indicating a total flow of 140 lbs per hour and the fuel quantity gauges for the selected main tanks, although wandering somewhat, were ‘displaying a healthy amount’ considering that he was about 12 NM from his destination. As the pilot approached 6,500 ft, he requested a clearance for further descent, to which the controller instructed the pilot to descend to 4,000 ft. As the aircraft descended to 4,000 ft, the pilot saw Cairns City, but could not see the runway at Cairns airport. The aircraft's distance measuring equipment (DME) indicated 9 NM to the DME navigation aid at Cairns Airport. The pilot reported that at about this time, he observed one of the fuel flow gauges indicating zero, while at the same time, one or both engines began to surge and run roughly. He immediately informed the controller of the situation. The controller asked the pilot if he was familiar with a local airstrip (Greenhill which is 10 NM to the southeast of Cairns airport), to which the pilot replied that he wasn't. The controller indicated to the pilot that the strip was situated in his two o'clock position at a range of about two miles and to be aware of power lines and the sugar cane. The pilot was unsure of what to look for and was unable to see the strip, but after conducting a number of steep turns, saw a cleared strip in a field. He decided that he had to land. He extended the landing gear, but realised that the aircraft was too high and attempted a 360-degree steep turn onto final to reposition the aircraft. However, the airspeed was rapidly decreasing and there was insufficient height to complete the approach. At 1729 EST, the aircraft impacted the ground short of the strip and slid for about 20 metres. The pilot was seriously injured and the passengers received minor injuries.

The aircraft was on a scheduled courier flight from St. John=s, Newfoundland and Labrador, to Goose Bay. The aircraft touched down at 0456 Atlantic standard time and, during the landing roll on the snow-covered runway, the aircraft started to veer to the right. The captain's attempt to regain directional control by the use of full-left rudder and reverse on the engines was unsuccessful. The aircraft continued to track to the right of the centreline, departed the runway, and struck a hard-packed snow bank. There were no injuries to the two crew members. The aircraft was substantially damaged.

On final approach to Mozdok AFB, the crew encountered bad weather conditions with heavy snow falls when the aircraft struck the ground and crashed 450 metres short of runway. There were no casualties but the aircraft was damaged beyond repair.

The aircraft was completing a charter flight from Khartoum to Heglig on behalf of an oil company, carrying 12 passengers and four crew members. On final approach in good weather conditions, the aircraft was too low and struck the ground short of runway 34 threshold. The aircraft bounced then landed hard, causing the undercarriage to be torn off. The aircraft slid on its belly, veered off runway and came to rest in bushes. Al 16 occupants evacuated safely while the aircraft was damaged beyond repair. Wind was gusting to 23 knots at the time of the accident.

Few minutes after takeoff from Mashhad Airport, while flying at FL230 about 80 km from his departure point, the crew encountered technical problems when the autopilot system disengaged and the engine n°4 caught fire. The crew elected to extinguish the fire but without success and was cleared to return to Mashhad for an emergency landing. The fire spread to the right wing and the engine n°4 detached. Nevertheless, the crew was able to land safely at Mashhad Airport 24 minutes later and stopped the airplane on the runway. All 230 occupants escaped uninjured while the aircraft was partially destroyed after the right wing broke off and fell on the ground.

Following an uneventful flight from Safonovo NAS (Severomorsk), the crew started a night descent to Lakhta AFB. Weather conditions were poor with low clouds at 120 metres, a visibility of 1,500 metres and snow squalls. On final, at a distance of 2,700 metres from the runway threshold, the aircraft was 30 metres below the glide. Once the crew reached the decision altitude, he decided to continue despite he did not establish any visual contact with the ground. At a speed of 220-240 km/h and at a height of 16 metres, the right wing collided with trees. The aircraft descended and crashed in a snow covered field located 1,725 metres short of runway and 52 metres to the left of the extended centerline. Three people, among them a pilot, survived, while 17 other occupants were killed. The aircraft was totally destroyed.

The airplane was in instrument meteorological conditions and the pilot was cleared for an approach. As the airplane neared the final approach fix, the controller observed the airplane diverge from the approach course and change altitude rapidly. Shortly thereafter, the pilot said he had "all sorts of problems." The pilot requested and received vectors to an alternate airport. At 1748:29, the pilot was cleared for an ILS approach and was told to report when "established" on the approach. When asked if he was established on the ILS course, the pilot replied "I sure hope so." The controller observed the airplane descend below the published glide slope intercept altitude and advised the pilot to climb back to 2,000 feet. The pilot reported "I have problems." When asked the nature of the problem, the pilot reported "...I'm all over the place...I think I'm iced up..." Radar data indicated the airplane's radar track began following a left descending turn from 1,900 feet, about 1 minute before radar contact was lost. At 1751:33, the controller advised the pilot that his altitude was 1,000 feet, and requested that he climb to 3,000 feet. The pilot responded, "hey, I'm trying like hell." Radar contact with the airplane was lost about 1752, at 800 feet. A witness near the accident site stated he observed the airplane come out of the clouds, "wobbling" from side to side, make a "hard" left turn and strike the ground. He stated the engine was "loud" and seemed to be at "full throttle." Examination of the airplane did not reveal any pre impact mechanical malfunctions. The pilot purchased the accident airplane about 2 months prior to the accident. His total flight time in make and model was estimated to be about 200 hours. Airman's Meteorological Information (AIRMET) Zulu, Update 4, for Ice and Freezing Level was valid for the accident site area at the time of the accident. The AIRMET advised of occasional moderate rime/mixed icing in cloud in precipitation below 12,000 feet. The AIRMET reported the freezing level was from the surface to 4,000 feet. According to United States Naval Observatory astronomical data obtained for the accident site area, Sunset occurred at 1723, and the end of civil twilight was at 1751. The airplane was equipped with both wing leading edge and empennage de-icing boots. The switches for the de-icing boots were observed in the "Auto" position. The propeller de-ice and windshield anti-ice switches were observed in the "off" position.

While descending to Monrovia-Roberts Airport, the crew informed ATC about technical problems. The captain realized he could not reach the airport and attempted an emergency landing in an open field located about 11 km from the airfield. On impact, the aircraft lost its undercarriage and slid for few dozen metres before coming to rest. A crew member was killed while nine other occupants were rescued.