Airport (less than 10 km from airport)

Following an uneventful flight from Bridgetown-Grantley Adams Airport, the pilot landed at Castries-George F. L. Charles (Vigie) Airport. Upon touchdown, the left main gear collapsed. The aircraft veered off runway and came to rest against a fence. The pilot was uninjured and the aircraft was damaged beyond repair.

The twin-engine airplane was scheduled for a routine night cargo flight. Witnesses and radar data described the airplane accelerating down the runway to a maximum ground speed of 97 knots, then entering an aggressive climb before leveling and pitching down. The airplane subsequently impacted a parallel taxiway with its landing gear retracted. Slash marks observed on the taxiway pavement, as well as rotation signatures observed on the remaining propeller blades, indicated that both engines were operating at impact. Additionally, postaccident examination of the wreckage revealed no evidence of any preimpact mechanical failures or malfunctions of the airframe or either engine. The as-found position of the cargo placed the airplane within the normal weight and balance envelope, with no evidence of a cargo-shift having occurred, and the as-found position of the elevator trim jackscrew was consistent with a neutral pitch trim setting. According to the airframe manufacturer's prescribed takeoff procedure, the pilot was to accelerate the airplane to an airspeed of 85 knots, increase the pitch to a climb angle that would allow the airplane to accelerate past 96 knots, and retract the landing gear before accelerating past 128 knots. Given the loading and environmental conditions that existed on the night of the accident, the airplane's calculated climb performance should have been 1,800 feet per minute. Applying the prevailing wind conditions about time of the accident to the airplane's radar-observed ground speed during the takeoff revealed a maximum estimated airspeed of 111 knots, and the airplane's maximum calculated climb rate briefly exceeded 3,000 feet per minute. The airplane then leveled for a brief time, decelerated, and began descending, a profile that suggested that the airplane likely entered an aerodynamic stall during the initial climb.

On approach to West Palm Beach Airport, the crew encountered technical problems with the undercarriage that could not be lowered. The crew decided to return to his base in Fort Lauderdale. On final, the crew was again unable to lower the gear so the decision was taken to complete a wheels-up landing. The airplane landed on its belly on runway 08 then slid for few dozen metres before coming to rest. The occupants escaped uninjured and the aircraft was damaged beyond repair.

The pilot reported that he performed a stabilized visual approach with a right crosswind. The airplane touched down on the centerline and subsequently drifted to the right. The pilot overcorrected for the drift and the airplane veered hard to the left. The airplane continued off the left side of the runway and skidded to a complete stop. The right main landing gear collapsed and the right wingtip hit the ground, which resulted in substantial damage to the fuselage and wing. A postaccident inspection of the airplane revealed no preimpact anomalies. The pilot additionally reported that there was no mechanical malfunction or failure.

On final approach to Kinshasa-N'Djili Airport, the crew encountered very poor weather conditions and decided to make a go around. After a climb process of 12 seconds, the aircraft nosed down and at a speed of 180 knots, hit the ground 170 meters to the left of the displaced threshold of runway 24. The aircraft slid for 400 meters before coming to rest in flames upside down. Three passengers were seriously injured and evacuated but of them died from their injuries few hours later. Finally, only one passenger survived the accident. Aircraft was performing a special flight from Kisangani to Kinshasa on behalf of the United Nations Organization Stabilization Mission in the Democratic Republic of the Congo (MONUSCO). The only survivor reported that the aircraft suddenly plunged into the earth while on final approach. At the time of the accident, weather conditions were marginal with storm activity, heavy rain showers, scattered at 2,200 feet and cumulonimbus at 1,500 feet.

The single engine aircraft departed Ravenna-La Spreta Airport on a local skydiving mission, carrying nine skydivers, one child and one pilot. After takeoff from runway 08, while climbing to an altitude of about 50 feet, the aircraft turned to the left then lost height and crashed in an open field located 380 metres from the runway end. All 11 occupants were injured, five of them seriously. The aircraft was destroyed.

On April 2, 2011, about 0934 mountain daylight time, an experimental Gulfstream Aerospace Corporation GVI (G650), N652GD, crashed during takeoff from runway 21 at Roswell International Air Center, Roswell, New Mexico. The two pilots and the two flight test engineers were fatally injured, and the airplane was substantially damaged by impact forces and a post crash fire. The airplane was registered to and operated by Gulfstream as part of its G650 flight test program. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident. The accident occurred during a planned one-engine-inoperative (OEI) takeoff when a stall on the right outboard wing produced a rolling moment that the flight crew was not able to control, which led to the right wingtip contacting the runway and the airplane departing the runway from the right side. After departing the runway, the airplane impacted a concrete structure and an airport weather station, resulting in extensive structural damage and a post crash fire that completely consumed the fuselage and cabin interior.

A witness reported and radar data showed the airplane approaching the runway at a higher‐than‐normal speed. As the airplane leveled low over the runway, the propeller began striking the runway surface. The damage from repetitive propeller strikes resulted in a loss of the thrust and airspeed necessary for flight. The airplane impacted the ground and subsequently caught fire. The postaccident examination of the wreckage confirmed that the airplane was configured with the landing gear and flaps retracted. No mechanical anomalies were observed that would have precluded normal operation of the airplane. Weight and balance estimates of the airplane indicated that the pilot was operating the airplane outside of its certified weight and center of gravity limits. Forensic toxicology performed on the pilot showed the presence of Hydrocodone and Dihydrocodeine, indicative of the pilot using disqualifying sedating cough or pain medications. These medications can impair performance in high workload environments. The level of medication found in the pilot’s blood at the time of the accident could not be determined. Additionally, Nortriptyline was detected in the pilot’s tissues. While the medications could have had degrading effects on the pilot’s performance, the investigation was not able to determine what role they may have played in the accident sequence.

While on a straight-in global-positioning-system approach, the airplane broke out of the clouds directly over the end of the runway. The pilot then remained clear of the clouds and executed a no-flap circling approach to the opposite direction runway. The pilot said that his airspeed was high when he touched down. The landing was hard, and the right main landing gear tire blew out, the airplane departed the runway to the left, and the left main landing gear collapsed. No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.

The crew was preparing the aircraft to perform a cargo flight to Calgary (flight NRL920). While taxiing, the aircraft went out of control, collided with a parked Ameriflight Piper PA-31 before coming to rest against a metallic fence. Both pilots were uninjured while the aircraft was damaged beyond repair.