Airport (less than 10 km from airport)

The cargo flight collided with mountainous terrain in controlled flight while executing an instrument approach procedure. Two pilots were aboard; the company's training and check captain/pilot-in-command in the right seat, and a newly hired commercial pilot in left seat, who was in training for captain The flight had been cleared for the VOR or GPS-B approach via the 7 DME arc. According to the approach plate, the transition to the approach is via a DME arc at 9,000 feet with no procedure turn. The flight is to track inbound on the 127 degree radial, descending down to, but no lower than, 7,700 feet to the initial approach fix (IAF). After crossing the IAF, the flight is to turn to 097 degrees for 10 nautical miles and descend to 6,900 feet. The remainder of the 1.5 nautical miles to the runway is to be flown under visual conditions. Documentation of the accident site indicated that the aircraft collided with trees and subsequently the mountainous terrain on a heading of approximately 127 degrees and about 6,900 feet mean sea level. The initial impact point was located approximately nine nautical miles on a magnetic bearing of 130 degrees from the IAF. Documentation of the horizontal situation indicator (HSI) on the left side instrument panel indicated that the course arrow was positioned to approximately 127 degrees, the inbound heading to the IAF. The copilot (right side) course arrow was positioned to 115 degrees. The location of the wreckage and the 127 degree heading on the HSI indicate that the pilots failed to follow the approach procedure and turn to a heading of 097 degrees after crossing the IAF. Instrument meteorological conditions were reported in the area consisting of icing conditions, heavy snow fall, with poor visibility and mountain obscuration. No pre-impact mechanical malfunctions or failures were identified.

The crew was completing a positioning flight from Kenya to Old Fangak Airport. After landing, the twin engine aircraft was unable to stop within the remaining distance. It overran, lost its right main gear and came to rest. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft landed hard on runway 27 at Bangalore-Hindustan Airport. After touchdown, it veered off runway and came to rest. All 44 occupants escaped uninjured while the aircraft was damaged beyond repair. Brand new, it was delivered four months ago.

After landing on runway 13R, directional control was lost and the aircraft veered off runway to the right. While contacting soft ground, the nose gear collapsed and the aircraft came to rest. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin-engine medical transport airplane was on a positioning flight when the pilot reported a loss of power affecting one engine before impacting terrain 0.6 miles west of the approach end of the runway. The airplane was at 2,600 feet and in a shallow descent approximately 8 miles northwest of the airport when the pilot checked in with the tower and requested landing. Three and a half minutes later, the pilot reported that he had lost an engine and was in a righthand turn. Radar data indicated that the airplane was 2 miles southwest of the airport at 1,200 feet msl. The radar track continued to depict the airplane in a descent and in a right-hand turn, approximately 1.9 miles west of the approach end of the runway. The altitude fluctuated between 400 and 600 feet, the track turned right again, and stabilized on an approximate 100- degree magnetic heading, which put the airplane on a left base for the runway. The track entered a third right-hand turn at 500 feet. The pilot's last transmission indicated that one engine was not producing power. The last radar return was 6 seconds later at 200 feet, in the direct vicinity of where the wreckage was located. Using the radar track data, the average ground speed calculations showed a steady decrease from 134 knots at the time of the pilot's initial report of a problem, to 76 knots immediately before the airplane impacted terrain. The documented minimum controllable airspeed (VMC) for this airplane is 68 knots. The zero bank angle stall speed varied from 78 knots at a cruise configuration to 70 knots with the gear and flaps down. A sound spectrum study using recorded air traffic control communications concluded that one engine was operating at 2,630 rpm, and one engine was operating at 1,320 rpm. Propeller damage was consistent with the right engine operating at much higher power than the left engine at the time of impact, and both propellers were at or near the low pitch stops (not feathered). Examination and teardown of both engines did not reveal any evidence of mechanical malfunction. Investigators found that the landing gear was down and the flaps were fully deployed at impact. In this configuration, performance calculations showed that level flight was not possible with one engine inoperative, and that once the airspeed had decreased below minimum controllable airspeed (VMC), the airplane could stall, roll in the direction of the inoperative engine, and enter an uncontrolled descent. The pilot had been trained and had demonstrated a satisfactory ability to operate the airplane in slow flight and single engine landings. However, flight at minimum controllable airspeed with one engine inoperative was not practiced during training. The operator's training manual stated that during single engine training an objective was to ensure the pilot reduced drag; however, there was no procedure to accomplish this objective, and the ground training syllabus did not specifically address engine out airplane configuration performance as a dedicated topic of instruction. The operator's emergency procedures checklist and manufacturer's information manual clearly addressed the performance penalties of configuring the airplane with an inoperative engine, propeller unfeathered, the landing gear down, and/or the flaps deployed. The engine failure during flight procedure checklist and the engine inoperative go-around checklist, if followed, configure the airplane for level single engine flight by feathering the propeller, raising the flaps, and retracting the landing gear.

The aircraft departed from its home base at Vancouver, British Columbia, with two crew members on board. The aircraft was being repositioned to Powell River (a 30-minute flight) to commence a freight collection route. On arriving at Powell River, the crew joined the circuit straight-in to a right downwind for a visual approach to Runway 09. A weather system was passing through the area at the same time and the actual local winds were shifting from light southwesterly to gusty conditions (11 to 37 knots) from the northwest. The aircraft was lower and faster than normal during final approach, and it was not aligned with the runway. The crew completed an overshoot and set up for a second approach to the same runway. On the second approach, at about 1639 Pacific standard time, the aircraft touched down at least halfway down the wet runway and began to hydroplane. At some point after the touchdown, engine power was added in an unsuccessful attempt to abort the landing and carry out an overshoot. The aircraft overran the end of the runway and crashed into an unprepared area within the airport property. The pilot-in-command suffered serious injuries and the first officer was fatally injured. A local resident called 911 and reported the accident shortly after it occurred. The pilot-in-command was attended by paramedics and eventually removed from the wreckage with the assistance of local firefighters. The aircraft was destroyed, but there was no fire. The ELT (emergency locator transmitter) was automatically activated, but the signal was weak and was not detected by the search and rescue satellite.

Prior to departure from Bali to Surabaya, the crew was informed that the left engine's thrust reverser system was out of service. Following an uneventful flight, the crew completed a normal approach to runway 10 then landed according to procedures. After touchdown, the crew activated the thrust reverser when the airplane deviated to the right. The crew elected to counteract but the aircraft veered off runway, lost its undercarriage and came to rest in a grassy area. All 144 occupants evacuated safely while the aircraft was damaged beyond repair.

En route from Moscow-Domodedovo to Luton, while cruising over Germany, the crew declared an emergency following smoke spreading in the cabin and the cockpit. The crew was cleared to divert to Kiel-Holtenau Airport. After landing by night on runway 26 which is 1,265 metres long, the aircraft was unable to stop within the remaining distance. It overran and came to rest in a ravine. All 6 occupants escaped uninjured while the aircraft was damaged beyond repair.

After landing at Aweil Airport, both tyres on the nose gear burst. The aircraft went out of control, veered off runway and collided with a building, bursting into flames. The aircraft was destroyed and all 7 crew and 13 passengers (Sudanese soldiers) were killed.

On February 7, 2006, about 2359 eastern standard time, United Parcel Service Company flight 1307, a McDonnell Douglas DC-8-71F, N748UP, landed at its destination airport, Philadelphia International Airport, Philadelphia, Pennsylvania, after a cargo smoke indication in the cockpit. The captain, first officer, and flight engineer evacuated the airplane after landing. The flight crewmembers sustained minor injuries, and the airplane and most of the cargo were destroyed by fire after landing. The scheduled cargo flight was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Night visual conditions prevailed at the time of the accident.