Landing (descent or approach)

Shortly after takeoff from runway 06 at Nairobi-Eastleigh Airport (Moi Air Base), while in initial climb, the left engine failed and its propeller autofeathered. The captain contacted ATC, declared an emergency and was cleared to turn left. Following a left hand circuit, the crew again turned to the left and prepared to land on runway 06 when the aircraft entered an area of low clouds. The crew momentarily lost visual contact with the runway when the aircraft stalled and crashed onto several houses located in the district of Kaloleni, less than 2 km short of runway 06 threshold. The aircraft and few houses were destroyed. All 46 occupants as well as 6 people on the ground were killed.

While descending to Goroka Airport in marginal weather conditions, the twin engine aircraft struck the slope of a mountain located 16 km from the airport, near Daulo Pass. Four passengers were seriously injured while 11 other occupants were killed.

The airplane disappeared from radar about 1-1/2 mile short of the airport during a VOR runway 13 approach. Radar data shows that the altitudes, descent rates, and ground speeds were consistent with the approach profile. The last radar position of the airplane was at 100 feet on the runway extended centerline. The debris path was aligned on a 130° magnetic heading. Witnesses stated that the visibility was near zero in fog. Both occupants were killed.

On approach to Bajkovo Airfield under VFR mode, the crew encountered poor visibility with local fog banks. At an altitude of about 300 metres, while flying in fog, the twin engine aircraft struck a hill and crashed 5 km from the airstrip. A propeller detached and penetrated the fuselage, killing one passenger. All other occupants were rescued and the aircraft was damaged beyond repair.

The aircraft, under an IFR (°) flight plan, was flying from Luxembourg to Kano (Nigeria), carrying freight. It took off from Luxembourg aerodrome at 07.14 hrs with the peak load of 150 tonnes (38 tonnes of freight, 116 000 pounds of fuel). The crew was composed of three men, the captain, the first officer, and the flight engineer. Two passengers were on board; a maintenance man, and a cargo supervisor. The aircraft, on a heading of 199°, when passing "VILAR" and the VOR of Martigues, over the Drôme province, was authorized by le Centre Régional de Navigation Aérienne sud-est : CRNA/SE (South-East Aircraft Navigation Regional Center), to leave flight level 290 and climb to flight level 330. This flight section was performed in IMC, in turbulent air. With the throttles at climb power and automatic pilot engaged, the aircraft was flying at an indicated air speed (IAS) of 280 kt passing the flight level 320. It flew over the far south-east of the Drôme area, 20 NM to the west of Sisteron. At this moment, the crew was experiencing severe turbulence and heard a "double bang". The aircraft suddenly rolled to the right. The captain disengaged the automatic pilot and struggled to keep control by "countering" with the control stick and the rudder pedals. The continuous fire warning system sounded. According to the visual warning, this corresponded to a fire on engine n°4. A short time later, a visual warning lit up to report a fire on engine n°3. The crew noted that the throttles of these engines had moved forwards on their own. The cockpit noise level was extremely significant dominated by the engine fire warning that the flight engineer could not switch off despite the fact he repeatedly pressed the cap on the panel. Another warning system sounded at the same time to indicate the cabin depressurization and continued for most of the flight and until the landing (intermittent warning horn). The cockpit voice recorder (CVR), as well as the crew members' additional information enabled identification of the essential actions respectively executed in this emergency situation by the captain, the first officer, the flight engineer and both passengers. It should be noted that these actions ended in the successful landing at a diversion field. The captain was worried about the origin of the "fire" warning. The first officer announced that engine n°4 (right outboard) "had separated from the wing" and immediately sent out the distress call "MAYDAY MAYDAY". A short time later, he specified that, in fact, both right engines "had gone". The flight engineer suggested lightening the aircraft by fuel dumping. The captain immediately agreed. While the first officer was in charge of radio communications and determining the nature of the aircraft's damage, the captain, who was struggling at the flight controls, asked for the meteorological conditions in Marseilles and ordered the gear extension. Then, a descent towards Marseilles was initiated. The flight engineer, helped by the maintenance man, extended the gear according to the emergency drill and continued with fuel dumping. The first officer checked that the emergency drill recommended in case of engine separation was in progress and, still being in charge of the ATC communications, attempted to obtain the meteorological conditions in Marseilles. At the captain's request, the first officer specified to air traffic control that they were capable of only limited manoeuvring. The first officer noticed "an airfield ahead", and asked for its identification. This airfield proved to be the Istres military field. Then, he asked about the length of the runway (4000 meters) and quickly got from Marseilles air traffic control the landing clearance. He asked for a left hand circuit so as to land on runway 15 (downwind runway 33). The Istres controller immediately agreed. By listening to the cockpit voice recorder, it was apparent how difficult it was for the captain to complete the last turn before alignment. The first officer encouraged him by repeating six times "left turn". During this last turn, the controller informed the crew that the aircraft was on fire. The landing took place slightly to the left of the centreline, the aircraft touching down on the runway at 190 kt. The first officer and the flight engineer helped the captain during this phase. The first officer held the left engines throttles. The captain specified that there were "no hydraulic brakes!", and thus resorted to the "emergency brake system". The left main gear tyres burst. The flight engineer selected maximum reverse power on engine n°2. The aircraft, after a 2,300-meter-ground roll, went out off the left side of the runway and stopped 250 meters further on, heading approximately 90° from the runway axis. The firemen extinguished the fire with their high-capacity fire vehicles (fire brigade: SSIS). The crew members evacuated the aircraft through the cockpit side window panels with the help of escape ropes. Both passengers went out through the left front door. The crew members only realized that the right wing was on fire when the aircraft landed and stopped. In particular, it appeared that the first officer had not heard the remark of the controller. The landing took place at 08.35 hrs, that is to say approximately 24 minutes after the loss of the two right engines.

Belly landed at Iwo Jima Airport and was damaged beyond repair. There were no casualties.

The crew completed the approach to runway 09 with a tailwind component of 11 knots. The aircraft landed hard 50 metres past the runway threshold, bounced and landed hard a second time 360 metres further. All tires burst and the fuselage broke in two between sections 756 and 760. The aircraft came to rest and all 99 occupants were evacuated, among them 26 were injured, four seriously. A positive acceleration of 4,49 g was recorded on the first impact and 4,79 g on the second impact.

After landing at Iquitos-Coronel Francisco Secada Vignetta runway 06, the crew started the braking procedure when, at a speed of about 100 knots, the nose gear collapsed. The aircraft slid for few dozen metres before coming to rest. All six occupants escaped uninjured and the aircraft was damaged beyond repair.

Suffered a landing accident at Brest-Guipavas Airport. There were no casualties.

On approach to Tumaco-La Florida Airport, at a height of about 100 feet, the aircraft entered an uncontrolled descent and struck the runway surface. The crew was able to complete the braking procedure, vacated the runway and stopped the aircraft on the apron. All 92 occupants evacuated when the right wing partially failed. Few passengers were injured and the aircraft was later considered as damaged beyond repair.