Landing (descent or approach)

The twin engine aircraft was engaged in a survey flight off the State of Rio de Janeiro and departed Jacarepaguá-Roberto Marinho Airport in the afternoon. While returning to his base, the pilot encountered problems and decided to ditch the aircraft. The airplane came to rest few hundred metres offshore. All three occupants were rescued and the aircraft sank.

Following a skydiving mission, the crew was returning to his base at Bol’shoye Gryzlovo Aerodrome. For unknown reasons, the aircraft landed hard, lost its nose gear and came to rest. Both pilots were seriously injured and the aircraft was damaged beyond repair. The captain died from his injuries three days after the accident and the copilot died on 06 September 2012. DOSAAF is the name given to the Voluntary Society for Cooperation with the Army, Aviation, and Fleet, known till 2009 under the name of ROSTO.

The crew, consisting of a Captain and a co-pilot, took off at around 6 h 00 for a flight between Athens and Istanbul Sabiha Gokcen (Turkey). A cabin aid was also on board the aeroplane. The crew then made the journey between Istanbul and Nice (06) with three passengers. After dropping them off in Nice, the aeroplane took off at 12 h 56 for a flight to Le Castellet aerodrome in order to park the airplane for several days, the parking area at Nice being full. The Captain, in the left seat, was Pilot Monitoring (PM). The copilot, in the right seat, was Pilot Flying (PF). Flights were operated according to US regulation 14 CFR Part 135 (special rules applicable for the operation of flights on demand). The flight leg was short and the cruise, carried out at FL160, lasted about 5 minutes. At the destination, the crew was cleared to perform a visual approach to runway 13. The autopilot and the auto-throttle were disengaged, the gear was down and the flaps in the landing position. The GND SPOILER UNARM message, indicating nonarming of the ground spoilers, was displayed on the EICAS and the associated single chime aural warning was triggered. This message remained displayed on the EICAS until the end of the flight since the crew forgot to arm the ground spoilers during the approach. At a height of 25 ft, while the aircraft was flying over the runway threshold slightly below the theoretical descent path, a SINK RATE warning was triggered. The PF corrected the flight path and the touchdown of the main landing gear took place 15 metres after the touchdown zone - that’s to say 365 metres from the threshold - and slightly left of the centre line of runway 13(3). The ground spoilers, not armed, did not automatically deploy. The crew braked and actuated the deployment of the thrust reversers, which did not deploy completely(4). The hydraulic pressure available at brake level slightly increased. The deceleration of the aeroplane was slow. Four seconds after touchdown, a MASTER WARNING was triggered. A second MASTER WARNING(5) was generated five seconds later. The nose landing gear touched down for the first time 785 metres beyond the threshold before the aeroplane’s pitch attitude increased again, causing a loss of contact of the nose gear with the ground. The aircraft crossed the runway centre line to the right, the crew correcting this by a slight input on the rudder pedals to the left. They applied a strong nose-down input and the nose gear touched down on the runway a second time, 1,050 metres beyond the threshold. The speed brakes were then manually actuated by the crew with an input on the speed brake control, which then deployed the panels. Maximum thrust from the thrust reversers was reached one second later(6). The aircraft at this time was 655 metres from the runway end and its path began to curve to the left. In response to this deviation, the crew made a sharp input on the right rudder pedal, to the stop, and an input on the right brake, but failed to correct the trajectory. The aeroplane, skidding to the right(7), ran off the runway to the left 385 metres from the runway end at a ground speed of approximately 95 knots. It struck a runway edge light, the PAPI of runway 31, a metal fence then trees and caught fire instantly. An aerodrome firefighter responded quickly onsite but did not succeed in bringing the fire under control. The occupants were unable to evacuate the aircraft.

The twin engine aircraft departed Belo Horizonte-Pampulha Airport on a charter flight to Angra dos Reis, carrying one passenger and two pilots. On approach to Angra dos Reis, the crew encountered poor weather conditions with a cold front approaching the area. On short final, while completing a right turn at low height, the right wing struck the water surface and the aircraft crashed in the sea, some 500 metres offshore. The wreckage was found 3 km from the airport. All three occupants were killed and aircraft was destroyed. Visibility was low at the time of the accident with heavy rain falls, low clouds and turbulences. The passenger was the local representative of the Mercedes Benz Group.

The aircraft was returning to El Palomar AFB, near Buenos Aires, carrying three crew members and six passengers, among them General Luis Pozzi, Chief of the Argentinian Army. Upon landing, the left main gear collapsed. The aircraft slid on runway then veered to the right before coming to rest in a grassy area. All 9 occupants escaped uninjured while the aircraft was damaged beyond repair. General Pozzi was returning to El Palomar Air Base following a review of the troops in the Pampa Province.

The crew was completing a local training mission at Migalovo AFB and was performing touch-and-go manoeuvres. By night, the aircraft was approaching in a nose-down attitude when the nose gear landed hard first. It penetrated the floor just behind the cockpit. The aircraft slid for few dozen metres before coming to rest on runway. All four crew members evacuated safely while the aircraft was damaged beyond repair as the fuselage was wrinkled.

The airplane, operated by Oz Gas Aviation LLC, was substantially damaged when it struck a communications tower near Morgantown, West Virginia. The certificated airline transport pilot was fatally injured. No flight plan had been filed for the positioning flight from Nemacolin Airport (PA88), Farmington, Pennsylvania, to Morgantown Municipal Airport (MGW), Morgantown, West Virginia conducted under Title14 Code of Federal Regulations (CFR) Part 91. At 0924 on the morning of the accident, the airplane departed from Rigrtona Airport (13PA), Tidioute, Pennsylvania for PA88 with the pilot and three passengers onboard. The airplane landed on runway 23 at PA88 at 0944. The pilot then parked the airplane; shutdown both engines, and deplaned the three passengers. He advised them that he would be back on the following day to pick them up. After the passengers got on a shuttle bus for the Nemacolin Woodlands Resort, the pilot started the engines. He idled for approximately 2 minutes, and then back taxied on runway 23 for takeoff. At 0957, he departed from runway 23 for the approximately 19 nautical mile positioning flight to MGW, where he was going to refuel and spend the night. After departure from PA88, the airplane climbed to 3,100 feet above mean sea level (msl) on an approximately direct heading for MGW. The pilot then contacted Clarksburg Approach Control and was given a discrete code of 0130. When the airplane was approximately nine miles east of the Morgantown airport, the air traffic controller advised the pilot that he had "radar contact" with him. The airplane then descended to 3,000 feet, and approximately one minute later struck the communications tower on an approximate magnetic heading of 240 degrees. According to a witness who was cutting timber across the road from where the accident occurred; the weather was cloudy with lighting and thunder, and it had just started "sprinkling". He then heard a loud "bang", turned, and observed the airplane descending upside down, and then impact. About 20 minutes later it stopped "sprinkling". He advised that he could still see the top of the tower when it was "sprinkling".

The crew (one instructor and six pilot under training) were engaged in a training flight and departed Jakarta-Halim Perdanakusuma Airport at 1310LT for a local flight consisting of touch-and-go manoeuvres. After a circuit, the pilot-in-command completed a last turn to the left to join the glide for runway 18 when the aircraft stalled and crashed onto several houses located less than one km from the runway threshold. The aircraft was destroyed as well as several houses. Six occupants in the aircraft and four people on the ground were killed while the copilot was critically injured. Unfortunately, he did not survive to his severe injuries and died few hours later at hospital.

Following an uneventful charter flight from Lubumbashi-Lueno Airport, the crew made a steep approach followed by a hard landing. The aircraft bounced and climbed to a height of about 20 feet, landed again and went out of control. It veered off runway to the left, collided with a rocky embankment, lost its undercarriage and came to rest, broken in several pieces. All five occupants escaped uninjured while the airplane was destroyed.

The second-in-command (SIC) was the pilot flying for most of the flight (takeoff, climb, cruise, and descent) and was in the left seat, while the pilot-in-command (PIC) was the pilot monitoring for most of the flight and was in the right seat. Before takeoff, the PIC calculated reference speed (Vref) for the estimated landing weight and flaps 30-degree extension was 120 knots, with a calculated landing distance of 3,440 ft. Further, before takeoff, there were no known mechanical difficulties with the brakes, flaps, antiskid, or traffic alert and collision avoidance (TCAS) systems. After takeoff and for most of the flight, the PIC coached/instructed the SIC, including instructions on how to set the airspeed command cursor, a request to perform the after-takeoff checklist, and a comment to reduce thrust to silence an overspeed warning aural annunciation. When the flight was northwest of Dekalb Peachtree Airport (PDK), Atlanta, Georgia, on a right base leg for a visual approach to runway 20L with negligible wind, air traffic controllers repeatedly announced the location and distance of a Cessna airplane (which was ahead of the Beech 400A on a straight-in visual approach to runway 20R). Because the Beech 400A flight crew did not see the other airplane, the controllers appropriately instructed them to maintain their altitude (which was 2,300 ft mean sea level [msl]) for separation until they had the traffic in sight; radar data indicated the Beech 400A briefly descended to 2,200 ft msl then climbed back to 2,300 ft msl. According to the cockpit voice recorder (CVR) transcript, at 1004:42, which was about 12 seconds after the controller instructed the Beech 400A flight crew to maintain altitude, the on board TCAS alerted "traffic traffic." While the Beech 400A did climb back to 2,300 ft msl, this was likely a response to the air traffic control (ATC) instruction to maintain altitude and not a response to the TCAS "traffic traffic" warning. At 1004:47, the CVR recorded the SIC state, "first degree of," likely referring to flap extension, but the comment was not completed. The CVR recorded an immediate increase in background noise, which was likely due to the landing gear extension. The PIC then advised the local controller that the flight was turning onto final approach. The CVR did not record any approach briefing or discussion of runway length or Vref speed. After landing on runway 20L at Atlanta-DeKalb Peachtree Airport, aircraft did not stop as expected. It overrun the runway, went through a fence and came to rest near a road, broken in two. All four occupants were injured, both pilots seriously.