Landing (descent or approach)

En route from Miami to Puerto Plata, while cruising at an altitude of 13,000 feet, the pilot informed ATC about the failure of the left engine and was cleared to divert to Nassau. On final approach to Nassau Airport, the aircraft struck a fence and crashed about 300 metres short of runway threshold. All four occupants were rescued and the aircraft was damaged beyond repair.

The pilot received an instrument approach clearance to a non tower airport surrounded by mountainous terrain. Weather conditions on the ground were VFR, and the pilot descended through an overcast. The approach environment was not serviced by any atc radar facility. The pilot declared a missed approach to the appropriate faa flight service station, and was advised to contact ARTCC. ARTCC never received a radio transmission from the pilot. The airplane wreckage was located approximately 6 miles beyond the airport, slightly to the north of the extended runway centerline. Missed approach procedures were for an immediate climb, and then a climbing right turn to reverse direction away from the airport. The missed approach segment began 5.2 DME miles prior to the airport. Minimum descent altitude (MDA) for the approach was 4,320 feet msl (4,200 feet above the runway elevation); impact with mountainous terrain occurred at about the same altitude. All four occupants were killed.

Following an uneventful flight from Kaduna, the crew started the approach to Lagos-Murtala Muhammed Airport in poor weather conditions with heavy rain falls and strong winds. On short final, the wind changed to a tail component and became stronger. This caused the aircraft to land too far down the runway, about 1,000 metres past the runway threshold. On a wet runway surface, the aircraft was unable to stop within the remaining distance, overran, struck the concrete structure of a drainage ditch and came to rest 147 metres further, bursting into flames. 65 people were rescued while 15 passengers were killed. The aircraft was destroyed.

The aircraft crashed on a visual approach to runway 09 left at Miami International Airport, Miami, Florida. Visual meteorological conditions prevailed and an IFR flight plan was filed. The airplane was destroyed. The airline transport pilot sustained serious injuries. The flight originated from Marsh Harbor, Bahamas, about 1 hour 14 minutes before the accident. Witnesses stated they observed the airplane descending to the right of the final approach path for runway 09 left with the landing gear down and an engine was heard sputtering. The wings of the airplane were observed to be rocking back and forth. The airplane rolled right 90 degrees. The nose pitched up, the airplane rolled over inverted, the nose pitched down, the airplane collided with a parking lot and slid in between a front end loader and a dump truck coming to a complete stop. Transcripts of recorded transmissions between Miami Air Traffic Control Tower (ATCT), N7884J, and review of Miami ATCT continuous data recording radar revealed there were no airplanes in the vicinity of N7884J at the time of the accident.

The aircraft departed Ciudad Obregón Airport at 2001LT on a charter flight to Toluca, carrying four passengers and two pilots. For unknown reasons, the crew cancelled the flight plan and returned to Ciudad Obregón. A second takeoff was recorded at 2118LT and en route, the crew cancelled again the flight plan as he wanted to divert to Tepic, then Guadalajara and later Puerto Vallarta. After ATC informed the crew that Guadalajara Airport was closed to traffic, the crew finally decided to fly to Tepic. But this airport was also closed to traffic. On final approach to Tepic Airport, the crew failed to realize his altitude was insufficient when the aircraft struck the ground and crashed 8,3 km short of runway 02. At the time of the accident, the airport was closed and the approach light system was off. One of the passenger was the drug lord Héctor Luis Palma Salazar who was later arrested.

A Douglas C-54G & Beech 58P were on a fire suppression mission with the USDA Forest Service. The C-54 (Tanker 19) was being used as an aerial tanker, while the Beech 58 (Lead 56) was on a lead operation. Lead 56 departed the fire area about 5 minutes before Tanker 19. Both airplanes proceeded to an uncontrolled airport at Ramona, CA, for landing on runway 27 with a 360° overhead approach. Tanker 19 was on the initial approach about 1 mile east of the airport, when the two planes collided. Investigation revealed that Lead 56 struck the vertical stabilizer of Tanker 19, while descending. The empennages of both airplanes separated, and both crashed in uncontrolled descents. Before the accident, a Grumman S2 pilot was following Tanker 19. While in a shallow descent to the airport, he saw Tanker 19 slightly below the horizon and heard Tanker 19 make two calls (at 8 and 2 miles on initial approach). He also heard a transmission from Lead 56 moments before the collision, but did not see Lead 56, nor was he watching Tanker 19 when the collision occurred. Investigators were unable to determine Lead 56's activities after departing the fire area. Transmissions were heard from Lead 56 on the forest service tactical (operations) frequency when the plane was within 10 miles of the airport. Moments before the collision, Lead 56 was heard on the airport's common traffic advisory frequency (ctaf). Forest service procedures required that all pilots transmit their position on the ctaf within 10 miles of the airport. The forest service had not made arrangements with the airport manager to perform overhead approaches, nor were parameters published for initial approach altitude or airspeed.

The aircraft was completing a charter flight from Ondjiva to Catumbela on behalf of the Angolan Company Maboque, and was carrying some of their employees as well as football players. While descending to Catumbela Airport, the crew encountered poor weather conditions when the aircraft struck the slope of a mountain located 15 km from Catumbela Airport. Five passengers were seriously injured while 48 other occupants were killed.

The aircraft was completing a humanitarian mission to Jérémie on behalf of the United Nations Organization. Upon touchdown, the left main gear collapsed. The aircraft went out of control, veered off runway and eventually collided with the Airport main terminal. All 35 occupants were rescued, among them two were seriously injured. The aircraft was written off.

Following an uneventful flight from Lyudao (Green Island), the crew forgot to lower the landing gear while approaching Taitung Airport. The aircraft landed on its belly and slid for few dozen metres before coming to rest. All 19 occupants escaped uninjured while the aircraft was damaged beyond repair. The same aircraft suffered another accident in similar circumstances at the same airport on 21 April 1993.

En route from Veracruz to Nogales, while 112 km from the destination, the crew declared an emergency following a fire in the left engine and was cleared to divert to Magdalena de Kino Airport. The aircraft landed too far down the runway which is 1,386 metres long. Unable to stop within the remaining distance, the aircraft overran and came to rest few dozen metres further, bursting into flames. All four occupants escaped uninjured while the aircraft was destroyed by fire.