Landing (descent or approach)

On final approach, when the landing gears were extended, the crew heard loud cracking noise. The landing was aborted and the aircraft passed the tower for visual inspection and one of the crew went to the cabin for visual check of the landing gears where he observed that the right landing gear lock strut rear member had broken loose from the side member assembly and was hanging down. Upon touchdown the gear folded up and the aircraft right propeller, wing tip and bottom of the fuselage touched ground and the aircraft went off the runway in a gentle right turn. The fuselage bottom skin and frame structure sustained extensive damage and the right wing tip, propeller blades, lock strut assembly and drag strut were destroyed. The aircraft operated on a ferry flight from Billund, Denmark to Miami-Opa Locka, Florida, with en route stops at among others Aberdeen and Keflavík.

The aircraft operator had been contracted to provide a regular service transporting bank documents, medical pathology samples and items of general freight between Wagga Wagga, Albury and Corowa. On the day of the accident a passenger was accompanying the pilot for the day's flying. The pilot commenced the flight from Corowa to Albury under the Visual Flight Rules, flying approximately 500 ft above ground level. At Albury he obtained the latest aerodrome weather report for Wagga Wagga, which indicated that there was scattered cloud at 300 ft above ground level, broken cloud at 600 ft above ground level, visibility restricted to 2,000 m in light rain and a sea-level barometric pressure (QNH) of 1008 hPa. At 1715 Eastern Standard Time (EST) the aircraft departed Albury for Wagga Wagga under the Instrument Flight Rules. The pilot contacted the Melbourne en-route controller at 1728 and reported that he was maintaining 5,000 ft. Although the aircraft was operating outside controlled airspace, the en-route controller did have a radar surveillance capability and was providing the pilot with a flight information service. However, no return was recorded from the aircraft's transponder and at 1732 the pilot reported that he was transferring to the Wagga Wagga Mandatory Broadcast Zone frequency. This was the pilot's last contact with the controller. Although air traffic services do not monitor or record the Wagga Wagga Mandatory Broadcast Zone frequency, transmissions made on this frequency are recorded by AVDATA for the purpose of calculating aircraft landing charges. This information was reviewed following the accident. The pilot broadcast his position inbound to the aerodrome on the mandatory broadcast zone frequency and indicated that he was conducting a Global Positioning System (GPS) arrival. He established communication with the pilot of another inbound aircraft and at 9 NM from the aerodrome, broadcast his position as he descended through 2,900 ft. Approximately 1 minute and 20 seconds later, the pilot advised that he was passing 2,000 ft but immediately corrected this to state that he was maintaining 2,000 ft. He also stated that it was "getting pretty gloomy" and that according to the latest weather report he should be visual at the procedure's minimum descent altitude. The aircraft would have been approximately 6 NM from the aerodrome at this time. This was the last transmission heard from the pilot. The resident of a house to the south of Gregadoo Hill sighted the aircraft a short time before the accident. He was standing outside his house and stated that the aircraft was visible as it passed directly overhead at what appeared to be an unusually low height. The aircraft then disappeared into cloud that was obscuring Gregadoo Hill, approximately 350 m from where he was standing. Moments later he heard the sound of an impact followed almost immediately by a red flash of light. The noise from the engines appeared to be normal up until the sound of the impact. The aircraft had collided with steeply rising terrain on the southern face of Gregadoo Hill, approximately 40 ft below the crest. The hill is 4 NM from the aerodrome and is marked on instrument approach charts as a spot height elevation of 1,281 ft. The estimated time of the accident was 1739. The pilot and passenger sustained fatal injuries.

Shortly after takeoff from Khartoum-Haj Yussuf Airport, while climbing, the captain reported hydraulic problems and was cleared by ATC for an immediate return. After touchdown, several tires burst and the crew thought it was an engine malfunction so he deactivated the thrust reverser systems. Unable to stop within the remaining distance, the aircraft overran and collided with construction machines before coming to rest near a telecommunication relay. All 100 occupants evacuated safely while the aircraft was damaged beyond repair.

Following an uneventful cargo flight from Burgas, the crew started a night approach to Asmara-Yohannes IV Airport. The visibility was relatively limited due to local patches of fog on approach. On final, at an altitude of 2,405 metres, the aircraft struck the slope of a mountain located 4,3 km short of runway 25. The aircraft disintegrated on impact and all 10 occupants were killed. The wreckage was found 72 metres below the summit. Remains still present at N15.304268 E38.959811 by December 2012.

The aircraft was completing a cargo service from Salta to Córdoba with an intermediate stop in San Miguel de Tucumán, carrying one passenger and two pilots. En route to Córdoba, the crew was cleared to descend to an altitude of 8,000 feet and later for an ILS approach to runway 18. By night and IMC conditions, the aircraft descended below the MDA when it crashed in an open field located 11,4 km short of runway. The aircraft was destroyed and all three occupants were killed.

The aircraft was en route from Sheffield City Airport to Nottingham where it was based. The pilot joined the traffic zone at Burton Joyce, an unofficial but well used Visual Reporting Point, at a height of about 1,000 feet. The weather was fine with good visibility and the pilot took the opportunity to view the house of the aircraft's co-owner located in the vicinity of Burton Joyce. While orbiting the house, the pilot felt a moderate 'bumping' sensation which he attributed to thermal activity rather than pre-stall buffet. The left wing suddenly dropped and the aircraft rolled through the vertical. The pilot applied corrective rudder and moved the control column forward which rolled the aircraft erect but he was unable to arrest the rate of descent because the engines did not appear to be developing full power. He therefore elected to carry out a forced landing with the landing gear retracted. On approaching the field, the aircraft struck a telegraph pole, yawed to the left and landed with a very high rate of descent before coming to a halt after a short ground slide. The pilot was unable to evacuate the aircraft because of his injuries but was rescued by local people who were quickly on the scene. There was no fire. The pilot stated that at the time the aircraft departed from normal flight, he was flying at about 100 kt with 60° of bank. The basic stalling speed of the aircraft in the configuration at the time was about 70 kt. Application of the correction for load factor in the turn would have given a stalling speed of 100 kt. The majority of eye witnesses stated that the aircraft was very low at the point at which it departed from normal flight, probably in the region of 300 feet above ground level.

The flight departed Anchorage, Alaska, and was en route to Saint George, Alaska, to pick up passengers for a return flight to Anchorage. The pilot-in-command (PIC) was seated in the right seat, and the copilot was seated in the left seat. This was the copilot's third flight in this make and model airplane, and he was not qualified as a crewman in it under 14 CFR Part 135. There was no record of when the copilot last performed a non directional beacon (NDB) approach. The NDB indicator in the cockpit was on the left side of the left control column, partially blocked from the view of the PIC. The minimum altitude for the segment of the approach prior to the final approach fix (FAF) was 1,700 feet. The Minimum Descent Altitude (MDA) for the final segment of the approach was 880 feet. The reported ceiling was 100 feet overcast. The Air Route Traffic Control Center radar altitude readout for the airplane revealed that the airplane descended below 600 feet prior to reaching the FAF. The radar ground track revealed the airplane on course prior to the course reversal procedure turn on the published approach. The radar ground track showed that after the course reversal, the airplane continued through the published final approach course, and turned to parallel the inbound track three miles north of course. The radar plot terminates about the location of the 550 feet high cliffs where the airplane was located. Weather at the time of the accident was reported as 100 foot overcast. This location was 5.5 miles (DME) from the airport. A review of radar tapes from the day prior to the accident, show the same airplane and PIC tracking the published course outbound and inbound, and descending below the published approach minima to below 500 feet. This flight successfully landed at the airport. An interview with the copilot from the successful flight revealed that the PIC intentionally descended to 300 feet on the approach until he acquired visual contact with the ocean, then flew to the airport to land. An aircraft flying on the published inbound final approach course at 5.5 DME is over water, approximately three miles from the nearest terrain.

While approaching Dhaka-Tejgaon Airport at an altitude of 4,000 feet, the crew encountered technical problems with the right engine they shut down. Few seconds later, the crew was able to restart the right engine but as the temperature of the turbine increased, he shut down the engine again. This time, he was unable to feather the propeller. Due to excessive drag, the aircraft lost height and the captain attempted an emergency landing in an open field. On landing, the aircraft lost its undercarriage and came to rest. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft was completing a special flight from Luanda to Abidjan with an intermediate stop in Lomé, carrying seven UNO emissaries and one pilot. While descending to Abidjan-Félix Houphouët-Boigny Airport, the pilot encountered very low visibility due to foggy conditions. On approach, the aircraft entered a left turn then an uncontrolled descent and crashed about 30 km from the airport. All eight occupants were killed, among them Alioune Blondin Béye, Malian Minister of Foreign Affairs, aged 59.

On the morning of 18 June 1998, Propair 420, a Fairchild-Swearingen Metro II (SA226-TC), C-GQAL, took off for an instrument flight rules flight from Dorval, Quebec, to Peterborough, Ontario. The aircraft took off from Runway 24 left (L) at 0701 eastern daylight time. During the ground acceleration phase, the aircraft was pulling to the left of the runway centreline, and the right rudder was required to maintain take-off alignment. Two minutes later, Propair 420 was cleared to climb to 16 000 feet above sea level (asl). At 0713, the crew advised the controller of a decrease in hydraulic pressure and requested to return to the departure airport, Dorval. The controller immediately gave clearance for a 180° turn and descent to 8000 feet asl. During this time, the crew indicated that, for the moment, there was no on-board emergency. The aircraft initiated its turn 70 seconds after receiving clearance. At 0713:36, something was wrong with the controls. Shortly afterward came the first perceived indication that engine trouble was developing, and the left wing overheat light illuminated about 40 seconds later. Within 30 seconds, without any apparent checklist activity, the light went out. At 0718:12, the left engine appeared to be on fire, and it was shut down. Less than one minute later, the captain took the controls. The flight controls were not responding normally: abnormal right aileron pressure was required to keep the aircraft on heading. At 0719:19, the crew advised air traffic control (ATC) that the left engine was shut down, and, in response to a second suggestion from ATC, the crew agreed to proceed to Mirabel instead of Dorval. Less than a minute and a half later, the crew informed ATC that flames were coming out of the 'engine nozzle'. Preparations were made for an emergency landing, and the emergency procedure for manually extending the landing gear was reviewed. At 0723:10, the crew informed ATC that the left engine was no longer on fire, but three and a half minutes later, they advised ATC that the fire had started again. During this time, the aircraft was getting harder to control in roll, and the aileron trim was set at the maximum. Around 0727, when the aircraft was on short final for Runway 24L, the landing gear lever was selected, but only two gear down indicator lights came on. Near the runway threshold, the left wing failed upwards. The aircraft then rotated more than 90° to the left around its longitudinal axis and crashed, inverted, on the runway. The aircraft immediately caught fire, slid 2500 feet, and came to rest on the left side the runway. When the aircraft crashed, firefighters were near the runway threshold and responded promptly. The fire was quickly brought under control, but all occupants were fatally injured.