Landing (descent or approach)

During descent into Billings, the Citation was sequenced behind a Boeing 757, and both airplanes were eventually cleared for visual approaches. About 1-1/2 mile from the runway the Citation was observed to roll rapidly to the inverted position and descended almost vertically into the ground. According to ATC transcripts and the airplane's cockpit voice recorder, the crew of the Citation had maintained visual awareness of the position of the B757 throughout the approach. At the time of the upset, the vertical separation between airplanes was 600 - 1,000 feet, and the horizontal separation was decreasing below 2.6 miles. One of the Citation captain's last comments was 'almost ran over a seven fifty seven.' Winds were 5 knots. All eight occupants were killed.

After landing in the west part of the Turks & Caicos Islands, the seaplane collided with reef and sank in deep water. All four occupants were rescued.

During the second ILS approach the airplane descended below the glidepath and impacted the terrain 2,500 feet short of the intended landing runway. The pilot indicated that a failure in the approach lighting system contributed to the accident. A post accident functional check of the approach lighting system failed to reveal any anomalies.

En route to Goma, while cruising at FL190, the crew was cleared to descent successively to FL150, FL110 then FL085. Preparing for an approach to runway 36, the crew descended prematurely when, at an altitude of 8,800 feet, the aircraft struck the slope of a mountain located 40 km southwest of Goma. The aircraft disintegrated on impact and all 37 occupants were killed.

The single engine airplane was completing a flight from Ventsy (krai of Krasnodar) to Maykop, carrying two pilots and one mechanic. On approach to Maykop Airport, the crew encountered below minima weather conditions with clouds down to 100 metres and a visibility of 1 km. The crew was unable to establish a visual contact with the runway and when ATC suggested the crew to return to Ventsy, the crew said he was short of fuel. Shortly later, the engine failed; the aircraft lost height and crashed in an open field located 3 km from the airport, bursting into flames. All three occupants were killed.

The descent to Quito-Mariscal Sucre Airport was completed by night and poor weather conditions. On short final, the crew failed to realize his altitude was insufficient when the aircraft struck a 10-floor building under construction and crashed about 3 km short of runway 35. All 10 occupants as well as three people on the ground were killed, among them General Carlomagno Andrade, Chief of the Ecuadorian Armed Forces.

On final approach to Leutkirch-Unterzeil Airport, the twin engine aircraft entered an uncontrolled descent and crashed on a railway road located less than 500 metres short of runway 06 threshold. The aircraft was destroyed and all four occupants were killed.

The accident flight was the final one of a series of sales demonstration flights. The demonstration pilot occupied the right seat and a potential customer was handling the aircraft from the left seat. The handling pilot was qualified and current on helicopters but had only 100 hours of fixed wing flying experience and had not flown a fixed wing aircraft as-pilot-in-command for some eight years; he controlled the aircraft throughout the flight, under the instruction of the demonstration pilot. After some general handling, including turns and a demonstration of the final approach configuration, F-GLBD returned to the local circuit. The first approach to runway 20 was slightly steep and the landing was firm but satisfactory. During the ground roll the demonstration pilot reconfigured the aircraft and the handling pilot applied power and made a take-off for another circuit. The second approach which was for a final landing was initially stable and on the glideslope. However, on short finals the aircraft went below the glideslope and the nose attitude was too high. There was a crosswind from the right and F-GLBD was on the left of the extended centerline. The demonstration pilot put his left hand on the power lever below that of the handling pilot and, as he did so, told the handling pilot to increase power. When no power was apparent the demonstration pilot repeated his instruction and also applied pressure to the power lever. As the aircraft approached the flare the handling pilot released the power lever and put both hands on the control wheel; the power lever moved quickly to the fully open position under the hand pressure of the demonstration pilot. The aircraft rolled rapidly to approximately 20° to 30° angle of bank to the left and the demonstration pilot took control with both hands on the control wheel. However, the left wing tip and the outboard trailing edge of the left flap struck the ground; the wing tip impact mark was off the runway to the left and the flap impact mark was just on the runway. The left main wheel then made contact with the runway, closely followed by the right main wheel. As the aircraft left the runway at an angle of approximately 230° to the left, the demonstration pilot closed the power lever, the aircraft continued across the grass for a distance of approximately 350 metres. It passed through and destroyed part of the PAPI installation, crossed runway 30 and came to a stop. At the time of the accident, it was dark and the weather was good; the surface wind was 230°/5 knots. All six occupants escaped uninjured and the aircraft was damaged beyond repair.

The pilot supervised the loading of the airplane. According to info from a person that helped load the plane, the bill of loading, and actual weights and measurements of the cargo after the accident, the plane was loaded to a gross weight of 11,979 lbs with the cg 2.7 inches behind the aft limit. At the destination, the flight was vectored for an ILS runway 10 approach. About 3 miles from the runway, the pilot was told to make a missed approach due to inadequate separation from traffic. The pilot acknowledged, but soon thereafter, radar contact with the plane was lost. Witnesses saw the plane descend from a low cloud layer before it crashed. One witness said its wings were moving from side to side and the plane was falling faster than it was moving forward. There was evidence the plane had impacted in a flat attitude with little forward movement. Four cargo straps were found loose with no sign of tensile overload; 3 others and a restraining board were found loose as if they had not been used. No preimpact mechanical problem was found. The wind was from 090° at 21 gusting 32 kts. The pilot, sole on board, was killed.

The approach and landing to Yerevan-Zvartnots Airport was completed in poor weather conditions. Upon landing, the aircraft was not properly aligned with the centerline and landed too far to the right of the runway. Out of control, it veered off runway and eventually collided with a concrete wall. All 154 occupants evacuated safely while the aircraft was damaged beyond repair.