Landing (descent or approach)

During a dark night cross country in instrument meteorological conditions, the airplane was cleared for a VOR approach to runway 30. Due to unfavorable winds, the pilot elected to circle to land on runway 12. While on a right downwind, visual contact with the runway was lost and not reestablished. The pilot continued the descent on the base leg and impacted the terrain in a slight right turn.

On approach to Bambu Airstrip (runway 410 metres long), the pilot saw the windsock moving but estimated the wind to be relatively calm. While completing the flare, the aircraft was caught by a sudden updraft and landed too far down the runway. Unable to stop within the remaining distance, it overran and came to rest in bushes. All four occupants escaped uninjured and the aircraft was written off. At the time of the accident, weather conditions were considered as fine with overcast at 8,000 feet and good visibility below clouds. The Bambu runway has a gradient of 9,25% and is very short. Here, the pilot should initiate a go-around procedure as a safe landing was not possible in such conditions.

The crew was engaged in a local training flight at Surabaya-Juanda Airport consisting of a series of six landings. On final approach during the 4th landing attempt, the landing gear alarm sounded. Thinking about a technical problem, the pilot-in-command increased engine power and initiated a go-around procedure. In the meantime, the copilot reduced power on both engines, causing the aircraft to lose speed and to stall. It struck the runway surface, veered to the right and eventually came to rest. Both occupants escaped uninjured while the aircraft was damaged beyond repair.

On approach to Kostanay-Narimanovka Airport, at an altitude of 400 metres and about 12 km from the airport, the crew encountered problems with the left engine that was shut down and its propeller feathered. For unknown reasons, the crew failed to inform ATC about his situation and continued the approach in such conditions. On final, the crew was instructed to initiate a go-around for unknown reasons. In a 3,000 metres visibility, the crew increased power on the right engine and initiated a go-around when the aircraft lost height and crashed 162 metres from the runway threshold and 477 metres to the left of its extended centerline. It slid for few dozen metres until the apron where it collided with a parked Antonov AN-24. All 23 occupants escaped uninjured while both aircraft were damaged beyond repair.

The approach to Abidjan-Félix Houphouët Boigny Airport was completed by night with a reduced visibility to 1,250 metres due to low isolated clouds. On short final, the aircraft struck the ground 30 metres short of runway 21 threshold. Upon impact, the undercarriage were torn off and the aircraft slid on its belly for few dozen metres before coming to rest. All six crew members evacuated safely while the aircraft was damaged beyond repair.

On 9th January, 1993 TU-154 aircraft No. 85533 wet leased by Indian Airlines from Uzbekistan Airways was operating flight IC-840 from Hyderabad to Delhi. The aircraft was being flown by Uzbeki operating crew and there were 165 persons on board including the crew. The aircraft touched down slightly outside the right edge of the runway, collided with some fixed installations on the ground, got airborne once again and finally touched down on kutcha ground on the right side of the runway. At this stage the right wing and the tail of the aircraft broke away and it came to rest in an inverted position. During the process, the aircraft caught fire and was destroyed. Most occupants of the aircraft escaped unhurt. Six persons suffered either limb fracture or other serious injuries while 45 persons suffered injuries of a minor nature.

On short final to Surabaya-Juanda Airport, the right engine failed. The aircraft banked to the right and crashed in a swampy area located 800 metres short of runway. 16 occupants were killed while 28 others were injured.

Following an uneventful flight from Mexico City, the crew was cleared for an approach to Hermosillo-General Ignacio Pesqueira Garcia Airport runway 23. During the descent, the crew was alerted by ATC about poor weather conditions and limited visibility. On final, at an altitude of 1,800 feet, the aircraft struck the slope of Mt El Bachoco located 10,4 km short of runway 23. The aircraft was destroyed and all nine occupants were killed.

While approaching Paris-Roissy-CDG Airport by night, at a distance of 13 km from runway 27 threshold, the crew was instructed by ATC to modify the approach trajectory and to descent to runway 28. This late request was necessary because runway 27 was just closed to traffic after a Korean Air B747 contacted the runway surface with its engine n°1. While completing a left turn, the airplane lost height and crashed in a field located 1,800 metres short of runway. Four passengers were killed while 19 other occupants were injured. The aircraft was destroyed. At the time of the accident, the visibility was reduced between 700 and 1,400 metres due to light fog and rain. The copilot was in command and it is believed the crew was disturbed by the late runway change. While on descent heading 265°, 100 seconds before FDR stopped recording, at an altitude of 1,600 feet and a speed of 170 knots, both engine torques were at 20%. Twenty seconds later, both engines torque dropped to zero and the automatic pilot system was deactivated. At this time, the flaps were retracted. The sink rate increased then the aircraft entered a nose-up attitude with its speed decreasing. The aircraft struck the ground at a speed of 110 knots and crashed.

After making a refueling stop, the pilot took off at night and was cruising at FL200. After about 30 minutes of flight, the right engine fuel filter bypass warning light illuminated. About 2 minutes later, the same warning light for the left engine illuminated. Soon thereafter the right engine, then the left engine, lost power. The pilot made a forced landing on a moving ice pack in the Bering sea, which resulted in substantial damage. Ice was found in the engine and main fuel screens. Significant amounts of water and/or ice were found in 3 tanks, which had been refueled before takeoff. A higher than normal amount of water was also found in the fuel sample taken from the nozzle of the refueling tanker. The flight manual required that an approved ice inhibitor be added to the fuel, if not premixed. Fuel at the refueling stop was not premixed and the pilot had no icing inhibitor (prist) with him on this flight. He did not drain fuel from the tanks during preflight, since the temperature was so cold he feared the drain might freeze open.