Landing (descent or approach)

The aircraft was completing a cargo flight from Santiago de Chile to Buenos Aires, carrying eight crew members and a load of 30 tons of fish. On final approach to Buenos Aires-Ezeiza-Ministro Pistarini Airport runway 11, at a speed of 151 knots, the crew quickly extended flaps to 14°, 25°, 40° and finally 50°, causing the aircraft to nose down and enter a rapid descent until it struck the ground 750 metres short of runway threshold. Upon impact, the aircraft broke in three and caught fire. Both pilots were killed while six other occupants were injured.

Propair flight 450, a Swearingen SA226TC (serial number TC-215E) with 13 persons on board, was on a charter flight from La Grande Rivière, Quebec, to Puvirnituq, Quebec. The co-pilot was in the right-hand seat and was flying the aircraft. Following an instrument approach to runway 19, the aircraft broke through the cloud layer and the co-pilot switched to visual for the final approach. As soon as the nose gear touched down on landing, the aircraft veered left. The co-pilot applied full right rudder and throttled back to GROUND IDLE in preparation for reversing thrust. A short time later, the pilot-in-command took the controls of the aircraft and left the throttle levers on GROUND IDLE. He then observed that the aircraft was drifting further to the left and that, even when he applied full right rudder, he was unable to correct the drift. As a last resort, he pressed the PARK button for the nosewheel steering system, but the aircraft continued its course toward the runway edge and crashed at the bottom of the embankment. The investigation established that the aircraft left the runway about 2,000 feet from the threshold after turning left 90 degrees relative to the runway centre line. The nose gear and main landing gear separated from the aircraft when the aircraft fell from the runway shoulder to the bottom of the embankment.

The aircraft, a Piper PA-31-350 Navajo Chieftain (hereafter referred to as a Chieftain), took off at 1113 Atlantic daylight saving time on a charter flight from Port-Menier, Quebec, to Bangor, Maine, with one pilot and seven passengers on board. As the aircraft was approaching Charlo, New Brunswick, the pilot reported to Moncton Air Traffic Control Centre that his aircraft had a rough-running engine, and that he would be making an emergency landing at Charlo airport. While the pilot was apparently manoeuvring to land the aircraft, it crashed three miles west of the runway, in the community of Eel River Crossing. All eight occupants of the aircraft received fatal injuries.

After landing in a wet runway surface, the twin engine aircraft was unable to stop within the remaining distance and overran. There were no casualties but the aircraft was damaged beyond repair. The exact date of the accident remains unknown, somewhere in October 1996.

After touchdown at Cuiabá-Marechal Rondon Airport, the crew started the braking procedure. After few seconds, the crew deactivated the reverse thrust system when control was lost. The aircraft veered off runway to the right, lost its undercarriage and came to rest few dozen metres further. All 15 occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft departed Moscow-Chkalovsky Airport bound for Torino, carrying 19 passengers and four crew members. The aircraft should be loaded with Ferrari cars to be delivered in Bandar Seri Begawan, Brunei, following a fuel stop at Abu Dhabi Airport. While descending to Torino-Caselle Airport, the crew was informed about the weather conditions at destination: wind variable at 3 knots, visibility 2,000 metres, RVR runway 36 more than 1,500 metres, light rain, scattered at 1,500 feet, scattered at 3,500 feet, broken at 7,000 feet, OAT and dew point 13°C, QNH 1012. On final approach to runway 36, the crew was unable to establish a visual contact with the runway and the captain decided to initiate a go-around procedure. Unfortunately, this decision was taken too late. While climbing, the aircraft struck trees and crashed onto houses located in the village of San Francesco al Campo, about one km from the runway end. The aircraft, a house and a barn were destroyed. Both pilots, two people on the ground and 20 cows in the barn were killed.

The aircraft was completing a cargo flight from Luanda to Lucapa on behalf of Hellier International Ltd, carrying 13 passengers, six crew members and a load of 12,6 tons of fish. After touchdown by night at Lucapa Airport, the crew started the braking procedure when the runway light system failed. The crew lost control of the airplane that overran and came to rest against a house located 60 metres further. Six passengers trapped in the cargo hold were killed as well as one people in the house.

The approach to Ilaga Airport was completed in poor weather conditions due to heavy rain falls. After landing on a wet runway surface, the aircraft was unable to stop within the remaining distance, overran and came to rest down an embankment. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

The pilot said that after climbing about 500 feet after takeoff, at 120 knots with the gear retracted, the left engine lost power. He feathered the propeller, lowered the nose to the horizon, and began a shallow left turn back to the airport. He left the flaps at 20° and noted a descent of 200 feet to 300 feet per minute in the turn. After clearing trees, the pilot extended the landing gear, banked the aircraft to the right to align it with the runway and lowered flaps to 40°. After touchdown, he applied single engine reversing. The aircraft went off right side of runway and into a ditch, collapsing the right main and nose gear. Examination of the engine revealed the torque sensor housing had failed, resulting in loss of drive to the fuel pump. Metallurgical exam of the housing arm of the torque sensor revealed it had failed from fatigue. On 9/14/79, a service bulletin (SB) was issued for replacement of the torque sensor housing with an improved housing. The manufacturer overhauled the engine on 12/1979, but SB was not complied with. SB indicated a history of resonant vibration causing cracks in the housing arm of original torque sensor and gear assemblies, and that the housing should be replaced, no later than during next part exposure. Investigation revealed pilot did not comply with engine failure procedures and airspeeds. Flight manual cautioned not to use 40° of flaps during single engine landings.

The approach and landing to Ngau Airport were completed in poor weather conditions with fog and rain falls. After landing on a wet grassy runway, the aircraft was unable to stop within the remaining distance (the runway is 760 metres long). It overran, lost its undercarriage and came to rest few dozen metres further. All five occupants escaped injured and the aircraft was damaged beyond repair.