Landing (descent or approach)

The pilot reported that, during the approach and while the airplane was about 500 ft above ground level and 81 knots, he "felt the descent rate increase significantly." The pilot increased engine power, but "the high rate of descent continued," and he then increased the engine power further. A slow left roll developed, and he applied full right aileron and full right rudder to arrest the left roll. He also reduced the engine power, and the left roll stopped. The pilot regained control of the airplane, but the airplane's heading was 45° left of the runway heading, and the airplane impacted trees and then terrain. The airplane caught fire, and the pilot and passenger exited through the emergency exit. The airplane sustained substantial damage to the windscreens and fuselage. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

On 03.10.2019, the crew of An-12BK UR-CAH aircraft operated by PJSC «AIRLINE «UKRAINE-AIR ALLIANCE», consisting of flight crew members and two aircraft technicians, performed flight UKL4010 en-route Toronto (Canada) - Toulouse (France) and at 06:15 UTC, it landed at the Toulouse aerodrome (France). The plane delivered 1537 kg cargo to the Toulouse aerodrome (France). After the completion of post-flight procedures, the flight crew went to rest at the hotel, while the technicians remained on the aircraft to perform technical works. The next flight was scheduled from Toulouse to Birmingham airport (Great Britain). However, during the day, at the initiative of the operator, it was decided to change the route and perform the flight en-route Toulouse - Vigo (Spain) - Istanbul (Turkey). At the Toulouse aerodrome, the plane was filled with 6,000 liters of fuel. Also in Toulouse, a flight engineer was replaced. At 16:16 UTC, the plane took off from Toulouse to Vigo without cargo. Landing at the Vigo aerodrome (Spain) was performed on 03.10.2020 at 18:20 UTC. At the Vigo aerodrome, the plane was loaded with vehicle spare parts with a total weight of probably 14078 kg. From the Vigo aerodrome (Spain), the plane took off on 03.10.2019 at 22:20, flight UKL4050, with a delay of 2 h 20 minutes. On 04.10.2020, at 03:17:29 UTC, the plane approached the airspace border of the Lviv control area. The crew contacted the controller of the Lviv ACC of LVE + LVW sector and reported about the approach to waypoint MALBE at FL250. The controller informed the crew about the establishment of the radar identification of the aircraft and instructed to wait for the procedure for radar guidance to RW-31 using the ILS system. At 03:20:27, under instruction the ACC controller, the crew listened to the ATIS "Romeo" information as follows: “Lviv, ATIS “Romeo” for 03:20. The ILS approach at the aerodrome uses low visibility procedures. Runway in use is RW-31. Runway surface condition known at 19:53 - wet, clear. The measured friction coefficient is 0.55. Estimated surface friction assessed as good. Transition level - 110. Warning: large flocks of birds in the aerodrome area and on the landing final. There is no wind. Visibility - 150 meters; visibility range on the runway at the touchdown point - 550 meters, in the middle of the runway - 550 meters, at the end of the runway - 550 meters, fog. Vertical visibility - 50 meters. Temperature + 3ºС, dew point + 3ºС. Atmospheric pressure QNH - 1013 hectopascals, QFE - 974 hectopascals. Weather forecast for TREND landing: visibility sometimes is 400 meters, fog; vertical visibility - 60 meters. Attention: the frequency "Lviv-taxiing" does not work, while taxiing, get in touch with the "LvivTower" at a frequency of 128.0 MHz. Please acknowledge receipt of Romeo's information." ATIS information was transmitted in English. At 03:22:14, the crew informed the controller about the completion of listening to ATIS information and received clearance to descend to FL120. At 03:22:40, the aircraft began its descent from FL250 and at 03:28:35 switched to the frequency of the ACC controller of the LVT sector. After contacting the controller of the ACC of the LVT sector, the crew reported a descend to FL120 to KOKUP point. At 03:29:08, the ACC controller of the LVT sector instructed the crew to continue descending to an altitude of 10,000 feet at atmospheric pressure QNH-1013 hPa, reported the transition level, and instructed to wait for radar guidance for ILS approach on RW-31. The crew confirmed the instruction to descent to 10,000 feet, QNH, transition level and reported expectation for radar guidance. At 03:30:14, LVT sector ACC controller began radar guidance. At 03:32:49, the controller instructed the crew to descend to 4,000 feet. At 03:35:33, LVT sector ATC controller instructed to descend to an altitude of 3200 feet, taking into account the temperature correction. The procedure for temperature correction at determination of flight levels by an air traffic controller during the radar vectoring was published in the Aeronautical Information Publication of Ukraine, UKLL AD 2.24.7-1 dated 12.09.2019. At 03:38:33, the ATC controller of the LVT sector provided the crew with information about its location of 27 km from VOR/DME LIV, instructed by the left turn to take a 340º heading, cleared the ILS landing approach to runway 31 and gave the control instruction to inform of “the localizer beam capture.” At 03:40:01 (the height above the runway was 1170 m, descent rate: -4 ... -4.5 m/s, speed 352 km/h, distance from the runway threshold: 15.7 km), the crew reported of the localizer beam capture. At 03:40:09, ATC controller of LVT sector instructed the crew to continue the ILS approach to RWY 31. At 03:40:26, the controller informed the crew about the weather conditions at the aerodrome: RW-31 runway visual range (RVR) in the touchdown zone – 800 meters, in the middle of the runway – 800 meters, at the end of the runway – 750 meters, vertical visibility – 60 meters, fog. The crew confirmed receipt of the information. At 03:41:22, the ATC controller of LVT sector instructed to switch the communication to the ATC Lviv controller at a frequency of 128.0 MHz. There were no irregularities in air traffic servicing of the An-12 aircraft, flight UKL4050, during the flight in the area of responsibility of the TMA Lviv "LVT" sector. To enter the glide path, the PIC increased the vertical descent rate. At 03:41:47, the crew established communication with the Tower controller. The distance from the threshold was 11.3 km, the elevation over the glide path was 70 m, the vertical rate of descent was -5.5 ... -6 m/s. After communication with the air traffic controller, the crew reported an ILS approach to RW-31 and the atmospheric pressure QNH setting of 1013 hPa. At 03:41:58, the Tower controller informed the crew about the absence of wind on the surface of RW-31 and gave clearance to land. The crew confirmed the landing clearance. According to the recorders, at this time the distance to the touchdown point was 7.58 km, the plane was 11 m below the glide path, the vertical descent rate was -4.5-5.5 m/s, and the speed was 290 km/h, the flight heading – 315º. At a distance of 5.0 km to the touchdown point, the plane was 25 m below the glide path. At a distance of 3 km from the touchdown, the plane descended to an altitude of 105 meters and continued the flight with the constant descent. At an altitude of 60 meters, an audible alarm was triggered on board the aircraft, when the decision height had been reached, to which none of the crew members responded. At a distance of 1348 meters from the threshold of the RW-31, at an altitude of 5-7 meters, the aircraft collided with trees, fell to the ground and came to rest at a distance of 1117 meters from the runway threshold. All three passengers were seriously injured and all five crew members were killed.

The pilot was conducting an instrument approach at the conclusion of a cross-country flight when the airplane entered a shallow climb and left turn away from the runway heading about 0.5-mile from the intended runway. According to airspeeds calculated from automatic dependent surveillance-broadcast position data, the airplane’s calibrated airspeed was 166 knots when it crossed over the final approach fix inbound toward the runway and was about 84 knots when it was on a 0.5-mile final approach. The airplane continued to decelerate to 74 knots while it was in a shallow climb and left turn away from the runway heading. At no point during the approach did the pilot maintain the airframe manufacturer’s specified approach speed of 85 knots. The airplane impacted the ground in an open grass field located to the left of the extended runway centerline. The airplane was substantially damaged when it impacted terrain in a wings level attitude. The postaccident examination did not reveal any anomalies that would have precluded normal operation of the airplane. The altitude and airspeed trends during the final moments of the flight were consistent with the airplane entering an aerodynamic stall at a low altitude. Based on the configuration of the airplane at the accident site, the pilot likely was retracting the landing gear and flaps for a go around when the airplane entered the aerodynamic stall. The airplane was operating above the maximum landing weight, and past the aft center-of-gravity limit at the time of the accident which can render the airplane unstable and difficult to recover from an aerodynamic stall. Additionally, without a timely corrective rudder input, the airplane tends to roll left after a rapid application of thrust at airspeeds less than 70 knots, including during aerodynamic stalls. Although an increase in thrust is required for a go around, the investigation was unable to determine how rapidly the pilot increased thrust, or if a torque-roll occurred during the aerodynamic stall.

The vintage, former US military bomber airplane was on a tour that allowed members of the public to purchase an excursion aboard the airplane for an LHFE flight. The accident flight was the airplane’s first flight of the day. During the initial climb, one of the pilots retracted the landing gear, and the crew chief/flight engineer (referred to as the loadmaster) left the cockpit to inform the passengers that they could leave their seats and walk around the airplane. One of the pilots reported to air traffic control that the airplane needed to return to the airport because of a rough magneto. At that time, the airplane was at an altitude of about 600 ft above ground level (agl) on the right crosswind leg of the airport traffic pattern for runway 6. The approach controller asked the pilot if he needed any assistance, to which the pilot replied, “negative.” When the loadmaster returned to the cockpit, he realized that the airplane was no longer climbing, and the pilot, realizing the same, instructed the copilot to extend the landing gear, which he did. The loadmaster left the cockpit to instruct the passengers to return to their seats and fasten their seat belts. When the loadmaster returned again to the cockpit, the pilot stated that the No. 4 engine was losing power; the pilot then shut down that engine and feathered the propeller without any further coordination or discussion. When the airplane was at an altitude of about 400 ft agl, it was on a midfield right downwind leg for runway 6. Witness video showed that the landing gear had already been extended by that time, even though the airplane still had about 2.7 nautical miles to fly in the traffic pattern before reaching the runway 6 threshold. During final approach, the airplane struck the runway 6 approach lights in a right-wing-down attitude about 1,000 ft before the runway and then contacted the ground about 500 ft before the runway. After landing short of the runway, the airplane traveled onto the right edge of the runway threshold and continued to veer to the right. The airplane collided with vehicles and a deicing fluid tank before coming to rest upright about 940 ft to the right of the runway. A postcrash fire ensued. Both pilots and five passengers were killed and all six other occupants as well as one people on the ground were injured, five seriously.

Apparently engaged in an illegal flight, the aircraft crashed in unknown circumstances in a field located in Blue Creek after the crew attempted to land on a dirt road. The aircraft crashed and came to rest, broken in two. All occupants escaped from the area and no one was found in the airplane. Also, it was reported that no contraband was found on board.

Upon landing at San Salvador de Paúl Airfield, the single engine airplane lost its nose gear and came to rest upside down. All seven occupants were injured and the aircraft was damaged beyond repair.

At 1448 hrs, the pilot took off from Gransee Special Airfield with the Cessna 208 Caravan to a commercial flight in accordance with visual flight rules. On board were the pilot and 15 skydivers, which were dropped at flight level 130. On this day, the pilot had already conducted three flights dropping skydivers with a total flight time of 48 min. After having dropped the skydivers during the fourth flight, the airplane was last captured by the radar at 1505:49 hrs, during approach to land at the airfield, close to the accident site at about 550 ft AMSL. At the time, ground speed was 168 kt and heading 330°. The Flugleiter stated that he had observed the last phase of the approach. The airplane had been in a left-hand turn with a bank angle of up to 90° close to the ground. He assumed that the pilot might have “overshot” the extended centre line of runway 29 when he entered the final approach coming from the south. Then the airplane had vanished behind the trees. The pilot did not transmit an emergency call. The Flugleiter also stated that with the previous flight he had witnessed a similar manoeuvre. The radar recording of the third flight ended at 1417:54 hrs with a recorded altitude of about 1,400 ft AGL. At the time, ground speed was 168 kt and heading 355°. During both flights the skydivers had been dropped at flight level 130 at a heading of about 300° south of the airfield. After dropping the skydivers, at 1415:07 hrs and at 1502:52 hrs, respectively, the airplane entered a descent with a very high rate of descent and flew in a wide left-hand turn back to the airfield. During the third flight a right-left-hand turn with bank angles of about 50° to 60° occurred during descent.

The accident occurred during the second of a two-leg nonscheduled cargo flight. The initial leg of the flight departed the preceding evening. The pilots landed about 3.5 hours later for fuel and departed on the accident flight an hour after refueling. The flight entered a cruise descent about 39 miles from the destination airport in preparation for approach and landing. The pilots reported to air traffic control that they were executing a wide base and were subsequently cleared for a visual approach and landing. The landing clearance was acknowledged, and no further communications were received. No problems or anomalies were reported during the flight. The airplane was briefly established on final approach before radar contact was lost. The airplane impacted trees and terrain about 0.5 mile short of the runway and came to rest in a trucking company parking lot. A postimpact fire ensued. Damage to the landing gear indicated that it was extended at the time of impact. The position of the wing flaps could not be determined. Disparities in the propeller blade angles at impact were likely due to the airplane’s encounter with the wooded area and the impact sequence. No evidence of mechanical anomalies related to the airframe, engines, or propellers was observed. A review of air traffic control radar data revealed that the airplane airspeed decayed to about 70 to 75 kts on final approach which was at or below the documented aerodynamic stall speed of the airplane in the landing configuration. Although there was limited information about the flight crew’s schedules, their performance was likely impaired by fatigue resulting from both the total duration of the overnight flights and the approach being conducted in the window of the circadian low. This likely resulted in the flight crew’s failure to maintain airspeed and recognize the impending aerodynamic stall conditions.

On 27 Aug 19, M/s Air Charter Services Pvt Ltd Cessna Citation 560 XL aircraft (VTAVV), while operating a flight from Delhi to Aligarh (Dhanipur Airstrip) was involved in an accident during landing on runway 11.The operator is having a maintenance facility at Aligarh Airport and aircraft was scheduled to undergo ADS-B modification. There were 02 cockpit crew and 04 SOD onboard the aircraft. The aircraft was under the command of a PIC, who was an ATPL holder duly qualified on type with a CPL holder co-pilot, duly qualified on type as Pilot Monitoring. This was the first flight of the day for both pilots. Both, PIC and Co-Pilot had prior experience of operating to Aligarh airport, which is an uncontrolled airport. As per the flight plan, ETD from Delhi was 0800 IST and ETA at Aligarh was 0820 IST. The crew had reported around 0630 IST at Delhi airport and underwent BA test. The MET report to operate the aircraft to Aligarh was well within the VFR conditions. The aircraft Take-off weight was within limits including 1900 Kgs of fuel on board. As per the statement of PIC, the Co-pilot was briefed about pre departure checklists including METAR before approaching the aircraft. Once at the aircraft, prefight checks were carried out by PIC before seeking clearance from Delhi delivery (121.95 MHz). Aircraft was accorded start up clearance by Delhi ground (121.75 Mhz) at 0800 IST.ATC cleared the aircraft to line up on runway 11 and was finally cleared for takeoff at 0821 IST. After takeoff, aircraft changed over to Delhi radar control from tower frequency for further departure instructions. Aircraft was initially cleared by Radar control to climb to FL090 and was given straight routing to Aligarh with final clearance to climb to FL130. Thereafter, aircraft changed to Delhi area control for further instructions. While at approximately 45 Nm from Aligarh, VT-AVV made contact with Aligarh (personnel of M/s Pioneer Flying Club manning radio) on 122.625 MHz. Ground R/T operator informed “wind 100/2-3 Kts, QNH 1005, Runway 11 in use” and that flying of Pioneer Flying Club is in progress. Further, he instructed crew to contact when at 10 Nm inbound. After obtaining initial information from ground R/T operator, VT-AVV requested Delhi area control for descent. The aircraft was cleared for initial descent to FL110 and then further to FL080. On reaching FL080, aircraft was instructed by Delhi area control to change over to Aligarh for further descent instruction in coordination with destination. At approx 10 Nm, VT-AVV contacted ground R/T operator on 122.625 MHz and requested for long finals for runway 11. In turn, ground R/T operator asked crew to report when at 5 Nm inbound. As per PIC, after reaching 5 Nm inbounds, Aligarh cleared VTAVV to descend to circuit altitude and land on runway 11. Aircraft had commenced approach at 5 Nm at an altitude of 2200 ft. Approach and landing checks briefing including wind, runway in use were carried out by PIC. During visual approach, Co-pilot called out to PIC “Slightly low on profile”. As per PIC, Co-pilot call out was duly acknowledged and ROD was corrected. Thereafter, PIC was visual with runway and took over controls on manual. Co-pilot was monitoring instruments and parameters. While PIC was focused on landing, a loud bang from left side of the aircraft was heard by PIC when the aircraft was below 100 feet AGL. Aircraft started pulling towards left and impacted the ground short of runway 11 threshold. After impact, aircraft veered off the runway and its left wing caught fire. The aircraft stopped short of airfield boundary wall. Crew carried out emergency evacuation. Co-pilot opened main exit door from inside of the aircraft for evacuation of passengers. Aircraft was destroyed due to post crash fire. The fire tender reached the crash site after 45 Minutes.

Following an uneventful flight from Nairobi-Wilson Airport, the crew landed on a gravel runway at Kichwa Tembo Airport. After touchdown, the aircraft collided with two wildebeests. Upon impact, the left main gear was torn off and the aircraft veered off runway to the left and came to rest. All occupants evacuated safely and the aircraft was damaged beyond repair. Both wildebeests were killed.