Landing (descent or approach)

While approaching Booué Airport, the crew encountered poor weather conditions. As a landing was impossible in such conditions, the crew decided to return to Libreville but en route, ATC confirmed that weather was poor and the crew decided to divert to La Lopé Airport. After landing on a wet runway surface (La Lopé runway is 800 metres long), the aircraft encountered difficulties to stop within the remaining distance and overran. While contacting soft ground, the nose gear collapsed then the aircraft rolled for about 50 metres before coming to rest in a rocky area. All 16 occupants evacuated safely while the aircraft was damaged beyond repair.

After touchdown on a wet runway surface, the crew aircraft was unable to stop within the remaining distance. It overran at a speed of 80 knots, lost its right main gear and right engine before coming to rest few dozen metres further. All 88 occupants evacuated safely and the aircraft was damaged beyond repair.

The twin engine aircraft departed Bad Vöslau Airport at 0900LT on a private flight to Nice. While approaching Nice-Côte d'Azur Airport in poor weather conditions, the aircraft suffered a double engine failure. The pilot attempted to ditch the aircraft that crashed one nautical mile off Monaco. Four passengers were killed while four other occupants were rescued, among them the pilot, his wife and daughter. The aircraft sank and its wreckage was found four days later at a depth of 165 metres. At the time of the accident, weather conditions were poor with heavy rain falls and hail.

The airplane was making an instrument landing system approach in instrument meteorological icing conditions when control was lost. The airplane impacted the terrain 1.6 miles from the approach end on the runway. The airplane contacted the terrain with the left wing first prior to cartwheeling and coming to rest approximately 120 feet from the point of first impact. The pilot had 19 hours total flight time in Cessna 208's of which 1.9 hours were in actual instrument meteorological conditions.

According to the passengers, they departed about 30 or 40 minutes late because of the late arrival of the airplane. When the pilot arrived, he 'seemed to...be in a hurry...there was no safety instructions or any attempt to show us or the kids the operation of the door.' After takeoff, the flight climbed to an altitude of 6,700 feet. The pilot attempted to make radio contact with an unknown station, was unsuccessful in making radio contact, and according to a passenger, 'seemed agitated.' The passengers noticed that the left alternator light was illuminated, and questioned the pilot. The pilot told the passengers, '...it's nothing it always comes on.' About 15 minutes after departure, the flight descended to 3,000 feet and the pilot attempted to make radio contact with someone again. The flight continued at 3,000 feet until the pilot saw a ship in the ocean. He descended to around 1,000 feet over the ship, and was still working with the radio. The flight continued onto the coast. The passengers told EMS personnel that the airplane made an 'abrupt' left turn to line up with the runway, and when the airplane touched down, they felt the right side of the aircraft collapse. After touchdown on runway 27L, the airplane's right main landing gear collapsed, then the left gear collapsed. The airplane slid off the right side of the runway and struck RVR (runway visual range) equipment. According to the pilot's statement he, '...made [a] normal approach to runway 27 left. All system indicated normal. Upon touchdown and roll out all was ok for 3-4 hundred feet- [right] gear collapsed...unable to hold aircraft on runway...nose hit RVR antenna swinging aircraft more right to catch right wing and remove tip tank. Left gear collapsed as aircraft came to rest.' According to the FAA Inspector's statement, it was his opinion, on the day of the accident the aircraft was 'over gross weight on departure from Marsh Harbor...the pilot was experiencing radio problems... and I [FAA Inspector] believe he was flustered and annoyed...in the pattern he made an abrupt left turn to lineup with [runway] 27, and when he touched down on the runway the right gear immediately collapsed due to [side] overload.' In addition, both landing gear trunnions, where the retract mechanisms attached, were broken as if 'overloaded.'

Six minutes after his night takeoff from Mexico City-Benito Juarez Airport, en route to Monterrey and Laredo, the crew informed ATC about the failure of the right engine. The crew was cleared for an approach to runway 05R but the situation deteriorated rapidly. Shortly later, the captain requested the permission to make an approach to runway 23L and reported that the right engine caught fire. Less than a minute later, the crew attempted an emergency landing when the aircraft crashed in an open field located near Zumpango, about 45 km north of Mexico City Airport. Two occupants were seriously injured and two others were killed. The aircraft was destroyed.

The aircraft was engaged in an humanitarian flight from Tumbes to Piura, evacuating flood victims. The aircraft departed Tumbes-Pedro Canga Rodríguez on a flight to Piura with 50 passengers and five crew members on board. On final approach to Piura-Capitán Guillermo Concha Iberico Airport, the right engine failed. The aircraft lost height and crashed on the shore of an irrigation canal located less than 400 metres short of runway 01. The aircraft broke in two and was destroyed, killing 28 occupants.

Flight PR137 was a regular scheduled passenger flight and departed Manila for Bacolod at 18:40. The airplane departed with the thrust reverser of engine n°1 inoperative. At 19:20, PR137 called Bacolod Approach Control and reported passing FL260 and 55 DME to Bacolod . The crew then requested landing instructions and was instructed to descend to FL90 after passing Iloilo and descend to 3,000 feet for a VOR runway 04 approach. Wind was 030° at 08 kts, altimeter 1014 mbs, transition level at FL60 and temperature at 28°C. At 19:28, the flight requested to intercept the final approach to runway 04 and Approach Control replied "PR 137 visual approach on final". At 19:37, Bacolod Tower cleared the flight to land at runway 04 and the clearance was acknowledged by the pilot. The approach was flown with the Autothrust system was engaged in SPEED mode. The thrust lever of engine no.1 was left in Climb detent. Upon touchdown the first officer called out "no spoilers, no reverse, no decel". Engine no.2 was set to full reverse thrust after touchdown, but the engine no .1 thrust lever was not retarded to idle and remained in the climb power position. Consequently, the spoilers did not deploy. Because one engine was set to reverse, the autothrust system automatically disengaged. With the autothrust disengaged, no. 1 engine thrust increased to climb thrust. Due to the asymmetrical thrust condition, the A320 ran off the right side of the runway. At this speed, rudder and nosewheel steering are ineffective. Engine no.2 was moved out of reverse up to more than 70 percent N1 and the airplane swerved back onto the runway. The A320 continued past the runway end. The aircraft hit the airport perimeter fence and then jumped over a small river. It continued to slice through a hallow block fence where it went through several clusters of shanties and trees. No fire ensued after the crash.

The aircraft was completing a charter flight from Sharjah to Kabul with an intermediate stop in Kandahar, carrying 35 passengers and 10 crew members. While descending to Kabul-Khwaja Rawash Airport, the crew encountered poor weather conditions and failed to realize his altitude was insufficient. The aircraft struck the slope of Mt Shakh-e Barantay (2,714 metres high) located about 15 km south of the airport. The wreckage was found less than 100 metres below the summit. The aircraft disintegrated on impact and all 45 occupants were killed.

The pilot was cleared for a GPS approach. He stated that he was too high to make a good landing, so he opted for a circling approach to another runway. As he turned for the base leg, he lost visual contact and became disoriented. It was a dark night with no moon. The pilot realized that he was in a 70- to 80-degree left bank and returned the airplane to a level attitude, then noticed the ground directly in front of him. The aircraft ran through a barbed wire fence, collided with trees, and slid rearward to a stop in a high altitude meadow east of the airport. The FAA completed an evaluation of the circling approach procedures and night operations for that airport and did not find any problems.