Landing (descent or approach)

Following an uneventful flight from Goma, the twin engine airplane landed on runway 14/32 which is 770 metres long. After touchdown, the aircraft was unable to stop within the remaining distance. It overran, lost its left main gear and came to rest down an embankment with its left wing damaged. All 18 occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft departed Edmonton-City Centre Airport in the early morning on a positioning flight to Edmonton-Intl, carrying two pilots. En route, the crew encountered IMC conditions with moderate icing and the deicing systems were activated. For unknown reasons, the aircraft landed hard on runway 02, causing the right main gear to collapse. The aircraft veered off runway to the right and came to rest in a grassy area. Both pilots escaped with minor injuries and the aircraft was damaged beyond repair.

The twin engine aircraft departed N'Djamena on a flight to Bir Kalait, carrying 15 passengers and two pilots, among them a delegation of the Presidency. On short final, the aircraft named 'Am Djerass' was too low and struck the ground short of runway threshold. Upon impact, the undercarriage were torn off. The aircraft slid on its belly for about 200 metres before coming to rest in a sandy area with all propeller blades separated. The aircraft was damaged beyond repair but all 17 occupants escaped uninjured, among the Idriss Déby, President of the Tchad Republic who was flying to Bir Kalait to take part to the Peace and Development Forum for the Borku-Ennedi-Tibesti Region.

On the 25th of October, 2012 at 17: 48 h, a Cessna Caravan 208B, 5N-BMJ, departed Jalingo for Yola on a Visual Flight Rules (VFR) flight plan with four Persons-On-Board (one crew and three passengers). At 18:00 h, the Airport Manager stationed at Jalingo by Taraba State Government, called Yola Control Tower (CT) by phone to advise that the aircraft had departed Jalingo for Yola. At 18:25 h the pilot reported field in sight. CT then advised him to “continue approach and report final, wind calm” and the pilot acknowledged “will continue approach, to report final”. At 18:27 h CT had the aircraft in sight and advised the pilot to report “final, wind calm”, the pilot acknowledged. At 18:30 h, CT lost visual contact with 5N-BMJ and tried to raise her on radio but there was no response. At 18:37 h, information was received from witnesses, regarding a possible plane crash at Yola-Numan road close to Nigerian National Petroleum Corporation (NNPC) depot. This information was subsequently passed to the fire watch room. Rescue team and other security personnel were mobilized to the location of the crash. However, before the arrival of the rescue team from the airport, the locals had rescued the occupants from the wreckage. The occupants were subsequently taken to Federal Medical Centre (FMC), Yola for medical treatment. The accident occurred at dusk. The aircraft was destroyed.

The aircraft collided with a fence and a ditch when it overran runway 8R (2,272 feet by 38 feet, asphalt) while landing at the Sylvania Airport (C89), Sturtevant, Wisconsin. The commercial pilot was not injured and his passenger received minor injuries. The airplane sustained damage to its fuselage and both wings. The airplane was registered to Direct Action Aviation LLC, and was operated by Skydive Midwest. The accident flight was conducted under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight originated from the Jackson County Airport-Reynolds Field (JXN), Jackson, Michigan, about 1800. The pilot reported that the landing approach was normal and when the airplane crossed the runway threshold it floated and he pulled the engine power levers to the stops. He stated that although he did not remember the airplane bouncing, his passenger told him that it had. He pulled the power levers to reverse, but there was no immediate reverse thrust. He applied brakes and felt the airplane accelerate. He recognized that he would not be able to stop the airplane on the remaining runway and attempted to steer it to the north. The airplane left the runway, impacted two ditches and came to rest on a highway. The pilot stated that he should have recognized that braking action would be significantly reduced with the possibility of hydroplaning, that pulling the power levers to the stops before touchdown induced a lag in realization of reverse thrust, and that he should have executed a go-around when the airplane floated before landing. The pilot reported no mechanical failures or malfunctions of the airplane. At 1853, weather conditions reported at the Kenosha regional Airport (ENW), located 6 miles south of the accident site, included heavy rain.

The four engine aircraft was completing a cargo flight to the Shindand AFB, carrying a load of 4'700 pounds of voting documents intended to the US soldiers based at Shindand AFB. For unknown reasons, the aircraft landed hard and bounced. On the second touchdown, the left main gear was torn off. The aircraft slid for about 1,750 metres then veered off runway to the left and came to rest in a drainage ditch. While all six occupants escaped uninjured, the aircraft was destroyed by impact and a post impact fire. US Federal Voting Assistance Program published a notice on 24OCT2012, informing that mail consisted of voting documents for US soldiers covering the US Presidential Election of 06NOV2012.

The airplane took off from Miami International Airport (KMIA), destined for Viracopos Airport (SBKP), with two pilots and a mechanic on board, on a non-regular cargo transport flight. The flight was uneventful up to the moment its landing in SBKP. On the approach for landing on runway 15, the crew performed the IFR ILS Z procedure. The weather conditions were VMC, with the wind coming from 140º at 19kt. When the aircraft was granted clearance to land, the wind strength was 20kt, gusting up to 29kt. The copilot was the Pilot Flying (PF), and the captain was the Pilot Monitoring (PM) at the moment of landing. When the aircraft touched down on the runway after the flare, the left main landing gear collapsed, causing the aircraft to skid on the runway for approximately 800 meters before stopping. There was substantial damage to the left main gear assembly, to the left wing, and left engine. The aircraft stopped within the runway limits. All three crew members were uninjured.

The crew was performing a training mission off the Crimea coast on behalf of the Black Sea Fleet. En route, an engine failed, forcing the crew to return to Kacha NAS. On short final, the airplane descended fast and landed hard, got airborne and climbed to several meters before stalling and crashing near the runway, bursting into flames. The captain, the copilot and the navigator were killed and the radio operator was seriously injured. The aircraft was destroyed by impact forces and a post impact fire. The antisubmarine seaplane was also registered RF-12008.

The aircraft departed Lucknow Airport in the morning on a flight to New Delhi-Indira Gandhi Airport with a crew of three (two pilot and a cabin crew) and three passengers, among them Shivpal Yadav, Minister by the Uttar Pradesh Government. Following an uneventful flight, the crew completed the approach to runway 27. After touch down, the left main gear collapsed and the aircraft slid on runway for about one km when the right main gear collapsed as well. Out of control, the aircraft veered off runway to the right and came to rest in a grassy area. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft was substantially damaged when it overran runway 28 during landing at Macon Downtown Airport (MAC), Macon, Georgia. The airplane departed from Charleston Air Force Base/International Airport (CHS), Charleston, South Carolina, about 0930. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed. Both Airline Transport Pilots (ATP) and one passenger sustained minor injuries. The airplane was owned by Dewberry, LLC and operated by The Aviation Department. The corporate flight was conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. According to an interview with the pilots, they arrived at DeKalb-Peachtree Airport (PDK), Atlanta, Georgia, which was their home base airport, about 0400, and then drove about 4 1/2 hours to CHS for the 0930 flight. The flight departed on time, the airspeed index bug was set on the co-pilot's airspeed for a decision takeoff speed (V1) of about 102 knots and a single engine climb speed (V2) on the pilot's side of 115 knots. The flight climbed to 16,000 feet prior to beginning the descent into MAC. When the flight was about 11 miles from the airport the flight crew visually acquired the airport and cancelled their IFR clearance with the Macon Radar Approach controller and proceeded to the airport visually. The second-in-command activated the runway lights utilizing the common traffic advisory frequency for the airport. Both crew members reported that about 3 seconds following activation of the lights and the precision approach path indicator (PAPI) lights, the PAPI lights turned off and would not reactivate. During the approach, the calculated reference speed (Vref) was 108 knots and was set on both pilots' airspeed indicator utilizing the index bug that moved around the outside face of the airspeed instrument. The landing was within the first 1,000 feet of the runway and during the landing roll out the airplane began to "hydroplane" since there was visible standing water on the runway and the water was "funneling into the middle." Maximum reverse thrust, braking, and ground spoilers were deployed; however, both pilots reported a "pulsation" in the brake system. The airplane departed the end of the runway into the grass, went down an embankment, across a road, and into trees. They further added that the airplane "hit hard" at the bottom of the embankment. They also reported that there were no mechanical malfunctions with the airplane prior to the landing. According to an eyewitness statement, a few minutes prior to the airplane landing, the airport experienced a rain shower with a "heavy downpour." The witness reported observing the airplane on approach, heard the engine thrust reverse, and then observed the airplane "engulfed in a large ball of water vapor." However, he did not observe the airplane as it departed the end of the runway. Another witness was located in a hangar on the west side of the airport and heard the airplane, looked outside and then saw the airplane with the reverse thrusters deployed. He watched it depart the end of the runway and travel into the nearby woods.