Landing (descent or approach)

The aircraft departed Geneva-Cointrin on an ambulance flight to Accra with an intermediate stop in Zarzaitine, carrying two doctors and two pilots. The goal of the mission was to repatriate a patient to London via Geneva after a crew change. While descending to runway 05 at Zarzaitine-In Amenas Airport by night, the crew was informed by ATC that runway 23 was in service. The crew followed a circuit and started the descent to runway 23. On final approach in low visibility (dark night), the crew failed to realize his altitude was insufficient when the aircraft struck the top of a sand dune. The undercarriage were torn off and the aircraft crash landed 3 km short of runway, bursting into flames. Both doctors escaped uninjured, the female copilot was slightly injured and the captain was seriously injured. The aircraft was totally destroyed.

The crew initiated the descent to Mörön Airport in marginal weather conditions when the aircraft struck the slope of a mountain located 12 km from the airport. A passenger was seriously injured while 42 other occupants were killed.

The single engine aircraft departed Stewart Lake, some 60 miles west of Dryden, on a charter flight to Salvesen Lake, carrying five anglers to a fishing camp. Upon landing on Salvesen Lake, the aircraft flipped over and became submerged. All six occupants were killed. It was reported that the landing was completed with a relative strong tailwind.

During arrival at dawn, the pilot contacted Approach Control about 22 miles from the airport at 8,500 feet and requested an ILS runway 26 approach. The ATIS was reporting 1/8 mile visibility with fog; the minimum published visibility for the ILS landing was 3/4 mile. The controller vectored the aircraft so that it intercepted the ILS localizer at the outer marker at an intercept angle that was 5 degrees greater than the maximum allowable intercept of 30 degrees. The intercept point should have been at least 3 miles further away from the airport. The aircraft was 650 feet above the ILS glideslope at the outer marker (which was outside the ILS glideslope parameter). Instead of making a missed approach, the pilot elected to continue the ILS. As he attempted to intercept the glideslope from above, the airplane entered a high rate of descent and passed through the glideslope. The pilot was arresting the descent, when the airplane collided with level terrain about 1,000 feet short of the runway. After the accident, at 0646 edt, the visibility was 1/16 mile with fog.

Flight MH2133 A Fokker 27 mark 050 bearing registration 9M-MGH was a scheduled domestic flight from Kota Kinabalu to Tawau, Sabah. The departure from Kota Kinabalu was delayed by approximately 30 minutes due to late arrival of the aircraft operated by a different set of flight crew from Labuan. The flight took off from Kota Kinabalu at 0419 hrs on an Instrument Flight Rules (IFR) flight plan via Airway W 423 direct to Tawau Very Omni Range (VOR) at flight level (FL) 170 with 53 persons on board. The departure out of Kota Kinabalu was uneventful and the weather en-route was insignificant. At 0442 hrs the flight established radio contact with Tawau Tower “MH 2133 we are maintaining FL 170, TMA 40, VTW 0505, presently at 94 DME VTW”. The controller then passed the weather for Tawau which was, “surface wind calm, visibility more than 10 km, rain north to north east, scattered 1600 feet and scattered 2700 feet, broken at 14000 feet, Temperature 30 degree C and QNH 1009 mb, Runway 17”. At 0443 hrs another aircraft call sign TSE 809 (a Cessna 206) flying along the same route as MH2133 but at 9500ft established radio contact with Tawau Tower, TSE 809 then reported that the flight was 65 DME from Tawau VOR. This was immediately followed by Tawau Tower asking MH2133 to report position from Tawau VOR which MH 2133 replied “57 DME and requested descent”. The controller then cleared MH 2133 to descend to 10500 feet. At this point in time there was also another aircraft MH2135 (a Boeing 737) heading towards Tawau cruising at FL 230 and cleared by the TOWER to descent to FL 180. MH 2135 was also notified by the TOWER of the Expected Approach Time (EAT) of 0530 hrs. At 0457 hrs TSE 809 reported that the flight was 44 DME from Tawau VOR. On hearing this transmission, MH 2133 requested a lower descend clearance, as it was 30 DME from Tawau VOR. It must be noted that at this juncture, MH 2133 was ahead of TSE 809 but at a higher altitude. The controller then asked TSE 809 whether there was any objection for MH2133 to descent through its level and become number One (1). Despite the fact that TSE 809 had no objection for MH 2133 to become number One (1), MH 2133 was asked by the controller to still maintain 10500 feet. At 0458:23 hrs, MH 2133 asked “MH 2133 confirm maintain 10500 feet?”. TOWER then replied “Affirm maintain 10500 number 2 in traffic”. At 0458:36 hrs MH 2133 again asked “MH 2133, 26 DME confirm we are still number 2?” TOWER then replied- “Station calling…. say again - MH 2133 then repeated “2133 Maam, and are 25 DME maintain 10500, confirm we are number 2?”. TOWER – responded “That’s affirm 2133, Expected Approach Time 0520 hrs”. At 0459:05 hrs MH2133 asked TSE 809 to check position and whether there would be any objection for the aircraft to descend through its level. TSE 809 replied that they had no objection and MH 2133 was subsequently cleared to descend to 7000 feet. The descent into Tawau by MH 2133 from the cruising altitude of 10500 feet was initiated at about 21 DME. The flight crew discussed the descent technique they were going to use and were aware of all their action. At 0501:15 hrs, as the flight reported leaving 9000 feet and passing 16 DME, the flight crew advised the controller that they had the airfield visual. MH2133 was then cleared for visual approach runway 17. At 0502:48 hrs, MH 2133 reported passing 3500 feet. The aircraft was then configured for landing where landing gears were selected down and flaps set at 25 degrees. The aircraft speed was still fast and since it was also high on the approach, the commander assured the co-pilot “Runway is long so no problem Eh”. On passing 2000 feet and on short final, the copilot reminded the commander “speed, speed check, speed check Ah”. The rate of descent was in excess of 3000 feet per minute and its pitch angle was around minus 13 degrees. The excessive rate of descent triggered the aircraft Ground Proximity Warning System (GPWS) sink rate and pull up warnings. The commander ignored these warnings and insisted that he should continue with approach for a landing. The aircraft first touched down on the runway at 0505 hrs. Its first tyre marks (nose wheel) on the runway was at approximately 3400 ft from the threshold. It then bounced and at 4500 ft point, its left main wheel made a light contact with the runway surface. It subsequently bounced up again and its main wheels made a firm contact at 4800 ft point, thus leaving only 800 ft of runway remaining. The aircraft continued onto the grass verge, momentarily left the ground and hopped over the runway perimeter fence. It subsequently crashed at 571 feet from the end of the runway at almost right angle to the runway. There were a number of explosions followed by a fire. The aircraft was totally destroyed.

On September 13, 1995, about 2030 eastern daylight time N69303, a Cessna 402B, registered to and operated by Bimini Air Charter Inc. crashed near Marsh Harbour, Bahamas while on a 14 CFR Part 129 on-demand, international, passenger flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The airplane was destroyed. The pilot and four passengers were fatally injured, and four passengers were seriously injured. the flight originated from Bimini, Bahamas, about 1935 the same day. The intended destination was Mores Cay, but one of the survivors stated the pilot could not find the island and diverted to Marsh Harbour.

On final approach to Jalalabad, both engines failed simultaneously. The aircraft stalled and crashed in a field located few km short of runway 13. Three passengers were killed.

While approaching La Macarena Airport, the crew encountered poor weather conditions and limited visibility due to rain falls and fog. Unable to establish a visual contact with the airport, the crew initiated a go-around procedure. Few minutes later, a second attempt to land was also abandoned. During a third attempt, the crew failed to realize his altitude was insufficient when the aircraft collided with a hill located about 8 km from the airport and came to rest upside down. A passenger was seriously injured while 21 other occupants were killed. Few days later, the only survivor died from his injuries.

The aircraft was VFR inbound to the Hailey airport when the pilot contacted the tower at 1247 and reported 10 miles south. During the next 7 minutes the pilot and controller communicated back and forth and the pilot never visually acquired the airport. A number of witnesses located north of the airport observed the aircraft flying northbound along the highway into upsloping, mountainous terrain at an estimated altitude of 400 feet above ground, and with the landing gear extended and the engines developing power. The aircraft was described as low and slow and was observed to dip its wings during a left turn and then descend steeply to the ground. The aircraft impacted terrain in a steep nose down attitude. There was no evidence of flight control or powerplant malfunctions. High density altitude conditions existed at the accident site. Toxicological examination revealed a finding of 0.068 ug/ml and 0.183 ug/ml of Chlorpheniramine (an over-the-counter antihistamine) in kidney and heart tissue respectively.

The pilot was cleared to land, and while on short final the airplane was observed to roll right then left into a yaw and then descend nose down into a parking lot. Witnesses reported the airplane being very low on final approach. According to the pilot's wife, his last flight was about 83 days prior to the accident. No current logbook or other maintenance-type records were recovered except for an invoice. The invoice was dated 12/20/94, and was for an annual inspection and for the replacement of six fuel inlet float valves in compliance with an airworthiness directive. Postaccident examination of the engines, propellers, and airframe components were conducted, with no discrepancies found. Symmetrical power signatures were observed on both propellers. An autopsy revealed mild focal patchy inflammation and mild cardiomegaly, and enlargement of the heart with focal patchy replacement fibrosis. Toxicology revealed Diphenhydramine, Naproxin, acetaminophen, and Salicylate in the blood and the urine at therapeutic levels. Diphenhydramine, at therapeutic levels, causes drowsiness.