Landing (descent or approach)

The twin engine aircraft was approaching Mannheim Airport following an uneventful flight from Vienna-Schwechat. The pilot encountered poor visibility due to fog and failed to realize his altitude was too low when the aircraft struck a tall tree, stalled and crashed in a wooded area, bursting into flames. The wreckage was found on the slope of Mt Königstuhl, east of Heidelberg, about 17 km southeast of Mannheim Airport. A passenger was seriously injured while three other occupants were killed. Two weeks later, on December 7, the only survivor died from his injuries. On board were two pilots aged 34 and 29, and two passengers, Otto Rüdiger and Klaus O. Fleck, both head corporate of the Südzucker Group.

The Air Satellite Cessna 402B, flight 638, took off from Lourdes-de-Blanc-Sablon, Quebec, on an instrument flight rules (IFR) flight to Havre-Saint-Pierre, Quebec, with a load of mail. At 6,000 feet above sea level (asl), meteorological conditions were visual (VMC). About 35 nautical miles (nm) from Havre-Saint-Pierre, the pilot began his descent. At 25 nm from the airport and at an altitude of 5,000 feet asl, the pilot contacted the Flight Service Station (FSS) specialist at Sept-Îles, Quebec, via the remote communications outlet (RCO). He requested weather information for Havre-Saint-Pierre Airport. The specialist gave him the latest weather report available for the Havre-Saint-Pierre FSS. The report had been issued three hours previously by Environment Canada. The meteorological sequence indicated VMC. The pilot could see the town of Havre-Saint-Pierre when he commenced his back course approach for runway 27. During the descent, the aircraft flew into snow showers. The pilot contacted the company to check the weather at Havre-Saint-Pierre Airport, and he was told there was light snow. The pilot continued the approach to the MDA indicated on the Havre-Saint-Pierre approach chart, that is, 420 feet asl. There was moderate turbulence during the approach. The pilot tried to maintain control of the aircraft while operating the radio in an attempt to obtain more detailed weather information. One of the company pilots told him the snowfall was heavier. The aircraft then banked right. The pilot corrected, and, at the same time, the wheels touched the ground. The aircraft crashed and slid on its belly about 100 feet before coming to rest. The pilot sustained minor injuries; the aircraft sustained substantial damage. The accident occurred about 1.5 nm from the threshold of Havre-Saint-Pierre runway 27 on marshy ground. The pilot remained in radio contact with overflying aircraft and said he would stay on board the aircraft until rescuers arrived. Search and rescue crews walked toward the crash site, but they were unable to find the aircraft because of the rough terrain and reduced visibility. Five hours later, a Search and Rescue helicopter located the aircraft with the aid of the direction finder. The weak signal from the emergency locator transmitter (ELT) was still readable and was received. The pilot was transported to hospital for first aid treatment.The accident occurred during the hours of darkness.

While on approach to Paris-Le Bourget Airport in poor weather conditions, the crew realized he was not properly aligned and decided to initiate a go-around procedure. Few minutes later, a second attempt to land was also abandoned as the crew was unable to establish a visual contact with the runway. During the third attempt to land, the aircraft landed hard, bounced and landed a second time few dozen metres further. The crew taxied to the ramp and to his assigned parking place. Analysis of the aircraft revealed serious structural damages and the aircraft was later considered as damaged beyond repair.

The airplane was on an ILS runway 15 approach and collided in-flight with static wires, approximately 2 miles north of the runway. The wires were located in the airplane's flight path, and in a direct line with the ILS final approach course. At the time of the accident the local control tower was closed. Three other aircraft made the approach prior to N402BK, and the pilots of those aircraft all agreed that at about 500 to 700 feet msl, on the final approach course, they encountered downdrafts and turbulence. All the pilots agreed, the downdrafts caused their airplanes to fall below the glide slope, and that in order to rejoin the glide slope, they had to increase power or change the airplane's pitch attitude. The Otis Air National Guard Base 2155 weather observation was; indefinite ceiling 100 sky obscured, visibility 3/4 miles, light rain and fog, temperature 59° F, dew point 58° F, wind 170°, 14 knots, gust to 19, altimeter 29.96 inches hg.

On final approach to Huambo-Albano Machado Airport, the crew realized that a vehicle was on the runway. Instead of initiating a go-around procedure, the crew landed after the vehicle, too far down a wet runway. Unable to stop within the remaining distance, the aircraft overran and collided with a concrete wall. All 10 occupants escaped uninjured and the aircraft was damaged beyond repair.

After touchdown on runway 20L at Rio de Janeiro-Santos Dumont Airport, the aircraft was unable to stop within the remaining distance (runway 20L is 1,320 metres long). The aircraft overran and came to rest in the Guanabara Bay. All five occupants were injured and the aircraft was damaged beyond repair.

On final approach to Saposoa Airport, the crew realized that someone was walking on the runway. Instead of initiating a go-around procedure, the crew decided to landed long. After touchdown, the aircraft was unable to stop within the remaining distance, overran and came to rest in the Saposoa River. A pilot and seven passengers were killed while 23 other occupants were injured.

The pilot was completing the first leg of an IFR flight in a multi-engine airplane. As the airplane was established on final approach, about 5 miles from the airport, the pilot encountered visual meteorological conditions and canceled his IFR flight plan. Moments later, the right engine began to sputter and then lost power. The pilot said that he switched the fuel selector valves to various positions and positioned the fuel boost pump to high-flow; however, during this time, the left engine also lost power. The pilot attempted to start both engines, but without success. During a forced landing, the airplane struck a pole, then crashed into a condominium. A fire erupted, but all 4 occupants survived the accident. Two occupants in the condominium received minor injuries. The pilot believed that he had moved the fuel selector valves to the auxiliary position for about 1 hour during flight; however, the passengers did not see him move the fuel selectors until after the engine(s) lost power. The right fuel selector handle was found between the right main tank and off positions. The left fuel selector was destroyed by post-impact fire.

The four engine aircraft departed Yuzhno-Sakhalinsk Airport on a cargo flight to Ermolino with two intermediate stops in Ust-Ilimsk and Omsk, carrying 14 passengers, 9 crew members, 8,6 tons of fish, 2 cars and 2 minibuses. The approach to Ust-Ilimsk Airport was completed by night and poor weather conditions (icing conditions) with a visibility below minima due to low clouds. On short final, the aircraft nosed down and crashed on the top of a hill located 2,1 km short of runway. The aircraft was destroyed and all 23 occupants were killed.

The twin engine aircraft was completing a charter flight from Toussus-le-Noble and back with stops scheduled in Nantes, Tours and Saumur. While approaching Saumur-Saint Florent Airport runway 10, the pilot informed ATC he preferred to perform a visual approach to runway 28 due to local patches of stratus west of the airfield. On short final to runway 28, the aircraft adopted a high rate of descent then struck the runway surface and came to rest on its left side, bursting into flames. The aircraft was destroyed and all seven occupants were killed, among them six directors of the French food Group Leclerc.