Landing (descent or approach)

The private pilot of the multiengine airplane was in cruise flight at 23,000 ft mean sea level (msl) in day visual meteorological conditions when he reported to air traffic control that the airplane was losing altitude due to a loss of engine power. The controller provided vectors to a nearby airport; about 7 minutes later, the pilot reported the airport in sight and stated that he would enter a downwind leg for runway 14. By this time, the airplane had descended to about 3,200 ft above ground level. Radar data indicated that the airplane proceeded toward the runway but that it was about 400 ft above ground level on short final. The airplane flew directly over the airport at a low altitude before entering a left turn to a close downwind for runway 21. Witnesses stated that the airplane's propellers were turning, but they could not estimate engine power. When the airplane reached the approach end of runway 21, it entered a steep left turn and was flying slowly before the left wing suddenly "stalled" and the airplane pitched nose-down toward the ground. Postaccident examination of the airplane and engines revealed no mechanical deficiencies that would have precluded normal operation at the time of impact. Examination of both propeller systems indicated power symmetry at the time of impact, with damage to both assemblies consistent with low or idle engine power. The onboard engine monitor recorded battery voltage, engine exhaust gas temperature, and cylinder head temperature for both engines. A review of the recorded data revealed that about 14 minutes before the accident, there was a jump followed by a decrease in exhaust gas temperature (EGT) and cylinder head temperature (CHT) for both engines. The temperatures decreased for about 9 minutes, during which time the right engine EGT data spiked twice. Both engines' EGT and CHT values then returned to normal, consistent with both engines producing power, for the remaining 5 minutes of data. It is possible that a fuel interruption may have caused the momentary increase in both engines' EGT and CHT values and prompted the pilot to report the engine power loss; however, the engine monitor did not record fuel pressure or fuel flow, and examination of the airplane's fuel system and engines did not reveal any mechanical anomalies. Therefore, the reason for the reported loss of engine power could not be determined. It is likely that the pilot's initial approach for landing was too high, and he attempted to circle over the airport to lose altitude. While doing so, he exceeded the airplane's critical angle of attack while in a left turn and the airplane entered an aerodynamic stall at an altitude too low for recovery.

While approaching Campo de Marte Airport by night following an uneventful flight from Videira, the crew encountered technical problems with the landing gear and was cleared to complete two low passes over the runway to confirm visually the problem. While performing a third approach, the twin engine airplane rolled to the left then overturned and crashed inverted about 100 metres to the left of runway 30, bursting into flames. Six occupants were injured and one pilot was killed.

The pilot reported that, following a precautionary shutdown of the No. 2 engine, he diverted to an alternate airport that was closer than the original destination. During the landing in tailwind conditions, the airplane touched down "a little fast." The pilot added that, as the brakes faded from continuous use, the airplane was unable to stop, and it overran the end of the runway, which resulted in substantial damage to the fuselage. The pilot reported that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The aircraft departed Inírida on a humanitarian flight to San Felipe, carrying nine passengers, three crew members and various goods and equipment dedicated to the victims of the recent floods. Following an uneventful flight, the crew landed on runway 18. After touchdown, the aircraft deviated to the left. It pivoted to the left, lost its left main gear and the left propeller and came to a halt on the runway edge. All 12 occupants were rescued, among them one passenger was slightly injured. The aircraft was damaged beyond repair.

On Tuesday 10 July 2018, at approximately 1439Z, two crew members and 17 passengers took off on a ZS-BRV aircraft for a scenic flight from Wonderboom Aerodrome (FAWB) destined for Pilanesberg Aerodrome (FAPN) when the accident occurred. During take-off, the left engine caught fire, however, the crew continued with the flight. They declared an emergency by broadcasting ‘MAYDAY’ and requesting to return to the departure aerodrome. The crew turned to the right with the intention of returning to the aerodrome. However, the left engine fire intensified, causing severe damage to the left wing rear spar and left aileron system, resulting in the aircraft losing height and the crew losing control of the aircraft and colliding with power lines, prior to crashing into a factory building. The footage taken by one of the passengers using their cellphone showed flames coming from the front top side of the left engine cowling and exhaust area after take-off. The air traffic control (ATC) on duty at the time of the accident confirmed that the left engine had caught fire during take-off and that the crew had requested clearance to return to the aerodrome. The ATC then activated the crash alarm and the aircraft was prioritized for landing. During the accident sequence that followed, one passenger (engineer) occupying the jump seat in the cockpit was fatally injured and 18 others sustained injuries. The investigation revealed that during take-off, the left engine had caught fire and the crew had continued with the flight without securing the left engine as prescribed in the aircraft flight manual (AFM). The crew had then declared an emergency and attempted to return to the aerodrome, however, they lost control of the aircraft and collided with power lines prior to crashing into a factory building. Owned by Rovos Air (part of the South African Rovos Rail Group), the aircraft was donated to the Dutch Museum Aviodrome based in Lelystad and has to be transferred to Europe with a delivery date on 23 July 2018. For this occasion, the aircraft was repaint with full Martin's Air Charter colorscheme. Part of the convoy program to Europe, the airplane was subject to several test flights, carrying engineers, technicians, pilots and also members of the Aviodrome Museum.

Following a technical maintenance, a test flight was scheduled with two engineers and two pilots. The twin engine airplane departed Mumbai-Juhu Airport and the crew completed several manoeuvres over the city before returning. On approach in heavy rain falls, the aircraft went out of control and crashed at the bottom of a building under construction located in the Ghatkopar West district, some 3 km east from Mumbai Intl Airport, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and all four occupants were killed as well as one people on the ground.

On June 14, 2018, according to the flight assignment, BAY 4406 charter flight en-route Antalya - Kyiv (Zhulyany) on MD-83 aircraft, state and registration number UR-CPR of Bravo Airways, was operated by PIC, co-pilot and five flight attendants. According to PIC’s Statement, the flight was delayed by 6 hours (departure time - 03:30 pm.) The Investigation Team did not establish the departure time from Antalya Airport. According to the PIC, the crew arrived at the airport at 02:00 pm. The takeoff time was 03:41 pm. The airline said the flight was delayed because of the aircraft non-arrival. Bravo Airways is the aircraft operator responsible for the flight and technical operation of the aircraft, maintaining its airworthiness and ensuring the flight safety. The Pilot Flying duties were performed by the PIC, and the Pilot Monitoring was the co-pilot. In accordance with the flight assignment, the PIC cross checked the copilot. According to his Statement, the flight preparation of the crew was carried out one and a half hours before the actual departure at Antalya Airport (PIC received aeronautical and meteorological information from a representative of Turkish Ground Services), after which, the PIC took a decision to perform the flight. Climb and level flight were performed in a normal mode. Landing approach was carried out to RW08 in the conditions of thunderstorm activity with ILS system. At 05:40 pm, at landing on the aerodrome of the Kyiv International Airport (Zhulyany) (hereinafter – Kyiv (Zhulyany) Aerodrome), during the landing run, at the distance of 1260 m from the entrance threshold, the aircraft suffered a runway excursion to the left of the air strip and stopped outside the cleared and graded area of the air strip at the distance of 123 m from the runway center line (according to the tire footprints at the occurrence site.) As a result of the accident, the aircraft has sustained substantial damage, in particular, to the structural elements. None of passengers or crew members received serious injuries.

The aircraft departed Figari-Sud-Corse Airport on a positioning flight to Saint-Tropez-La Môle, carrying one passenger and one pilot. Weather conditions at destination were poor with ceiling at 1,800 feet and rain. The pilot contacted Nice Approach and was cleared to descend to 6,000 feet and to report over EM for an approach to La Môle Airport Runway 24. On final approach, the pilot was unable to establish a visual contact with the runway and initiated a go-around procedure. Few minutes later, he completed a second approach and landed the airplane 200 metres past the runway threshold at a speed of 136 knots. Spoilers were deployed but the airplane was unable to stop within the remaining distance. It veered slightly to the left, departed the end of the runway, crossed a river and came to rest against an embankment located about 100 metres past the runway end. The pilot escaped unhurt while the passenger was slighlty injured. The aircraft was damaged beyond repair.

The accident occurred during a private VFR flight from EDXR (Rendsburg-Schachtholm) to Endelave (EKEL). When arriving overhead EKEL, the pilot made a visual inspection of the airstrip conditions. Upon a low approach at a shallow angle to runway 29 at EKEL, the pilot on short final reduced engine power and initiated the flare. Approximately 10 meters in front of the beginning of runway 29, the aircraft landed in a wheat field, and the main landing gear touched down at and collided with an upslope roadside next to a road crossing perpendicularly to the beginning of runway 29. When colliding with the upslope roadside, the left main landing gear collapsed. The aircraft started veering uncontrollably to the left and ran off the side of the airstrip. In the grass parking area next to the airstrip, the left wing of the aircraft collided with the nose landing gear of a parked aircraft. The aircraft continued veering to the left, impacted with a tree and a farm building, and came to rest. After impact with the tree and the farm building, the aircraft caught an explosive fire. Witnesses observing the landing and the impact with the tree and the farm building initiated a rescue mission. The aircraft was totally destroyed by a post crash fire and all four occupants were injured.

Following an uneventful paratroopers mission over the area of Biskra, the crew was returning to Biskra-Mohamed Khider Airport. On final approach, the airplane stalled and crashed few hundre metres short of runway, coming to rest broken in two. All nine crew members were injured and the aircraft was destroyed. A day later, one of the survivor died from his injuries.