Airport (less than 10 km from airport)

The airplane was substantially damaged when it impacted an open field about 1-1/2 miles south of the destination airport. The pilot had executed an instrument approach and was circling to land when the accident occurred. Night instrument meteorological conditions prevailed at the time. The area south and east of the airport was sparsely populated. The pilot reported that he obtained the Automated Weather Observing System (AWOS) broadcast for the destination via the aircraft radio while en route. He stated the reported visibility was above that required for the Non-Directional Beacon (NDB) approach, however, the ceiling was below the minimum descent altitude (MDA). He reported that he attempted to contact air traffic control (ATC) with the intention of diverting. He was not able to contact ATC and elected to continue to the destination. The pilot reported that he flew the entire NDB approach and stated: "When I arrived at the MDA, I saw the runway, directly below and a little to my left. My plan, at the time, was to circle left and land." He stated after that point he had no further recollection of the events surrounding the accident. The pilot reported that there were no failures or malfunctions associated with the aircraft. Two witnesses reported seeing lights from an airplane near the airport. One recalled that the weather was "foggy and a heavy mist." The other witness stated: "When I saw the plane it was very low but I thought it was going around for the landing because it looked like the plane had its right wing higher, and I could see part of the belly of the plane, which made it look like it was banking around." Flight control continuity was confirmed during a post-accident examination. The airport AWOS recorded an overcast sky at 400 feet above ground level (agl). The MDA for the instrument approach as 694 feet above field elevation.

The 14,000-hour airline transport pilot was hired to fly the owner of the airplane and his mother on a cross country flight. Approximately 3 hours and 15 minutes into the flight, the pilot reported that he had a rough running engine and declared an emergency. A review of ATC voice communications revealed that the pilot had changed his mind several times during the emergency about diverting to a closer airport or continuing to the intended destination. Prior to his last communication, the pilot informed ATC that he, "was not gonna make it." The sole survivor of the accident reported that the flight was normal until they approached their destination. He said, "all of a sudden the engines did not sound right." The right engine sounded as if the power was going up and down and the left engine was sputtering. The airplane started to descended and the pilot made a forced landing in wooded area. The cockpit, fuselage, empennage, and the right wing were consumed by post-impact fire. A review of fueling records revealed that the pilot had filled the main tanks prior to the flight for a total of 213.4 gallons; of which 206 gallons were usable (103 gallons per side). During the impact sequence, the left wing separated at the wing root and did not sustain any fire damage. No fuel was found in the tank, and there was no discoloration of the vegetation along the left side of the wreckage path or around the area where the wing came to rest. The left fuel selector was found set to the LEFT MAIN tank, and the right fuel selector valve was set between the LEFT and RIGHT MAIN tanks. This configuration would have allowed fuel to be supplied from each tank to the right engine. A review of the airplane's Information Manual, Emergency Procedures Engine Failure During Flight (speed above air minimum control speed) instructed the pilot to re-start the engine, which included placing both fuel selector handles to the MAIN tanks (Feel for Detent). If the engine did not start, the pilot was to secure the engine, which included closing the throttle and feathering the propeller. The propellers were not feathered. Examination of the airplane and engine revealed no mechanical deficiencies.

A Northern Dene Airways Ltd. Metro III (registration C-FIPW, serial number AC524), operating as Norcanair Flight KA1051, departed Stony Rapids, Saskatchewan, with two crew members and nine passengers on a day, visual flight rules flight to La Ronge, Saskatchewan. On arrival in La Ronge, at approximately 1410 central standard time, the crew completed the approach and landing checklists and confirmed the gear-down indication. The aircraft was landed in a crosswind on Runway 18 and touched down firmly, approximately 1000 feet from the threshold. On touchdown, the left wing dropped and the propeller made contact with the runway. The aircraft veered to the left side of the runway, despite full rudder and aileron deflection. The crew applied maximum right braking and shut down both engines. The aircraft departed the runway and travelled approximately 200 feet through the infield before the nose and right main gear were torn rearwards; the left gear collapsed into the wheel well. The aircraft slid on its belly before coming to rest approximately 300 feet off the side of the runway. Three of the passengers suffered minor injuries from the sudden stop associated with the final collapsing of the landing gear; the other passengers and the pilots were not injured.

The aircraft was on a Domestic Charter flight (IFR) from Bloemfontein Aerodrome to George Aerodrome when the crew elected to execute an ILS approach for landing onto Runway 11. At 1,000 feet from the threshold of Runway 11 with the undercarriage selected down and at full flaps for landing at an IAS of 120kt when he advised the copilot that was the flying pilot at the time, to continue visually with the approach for Runway 11. Shortly thereafter they heard a loud impact sound and the right hand engine failed. The aircraft suddenly yawed and banked severely to the right and the flying pilot commented that they had experienced a bird strike on the right hand engine. The pilot-in-command immediately took over the controls and attempted to arrest the yaw to the right but the aircraft kept yawing to the right. He then made a blind transmission on frequency 118.9 MHz and called for a go-around. The co-pilot then selected full power on both engines retracted the undercarriage, whilst the pilot-in-command feathered the right-hand propeller. According to the pilot-in-command, the aircraft continued to yaw to the right and with the stall aural warning sounding with a loss of altitude, he pulled the left-hand engine stop and feather control and was committed to execute a forced landing on a cattle farm The pilot-in-command stated that aircraft was approximately just outside the boundary fence. Both wings collided with the gum poles of a telephone and wire fence causing extensive damage to the wings and fuselage under-surface. Both occupants sustained no injuries.

On approach to Villahermosa-Capitán Carlos Rovirosa Pérez Airport runway 26, the crew encountered poor visibility due to low clouds. As he was unable to locate the runway, the captain decided to initiate a go-around procedure. Few minutes later, while on a second attempt to land, the crew descended below the MDA until the aircraft impacted the ground and crashed near a wooded area located 3 km short of runway, bursting into flames. Both pilots were killed.

After landing at Kiev-Borispol Airport, the aircraft went out of control and veered off runway. The undercarriage collapsed and the aircraft came to rest. All five crew members escaped uninjured.

Shortly after takeoff from Sevilla-San Pablo Airport runway 27, while in initial climb, the twin engine aircraft suffered a right engine failure. It rolled to the right then lost height and crashed 1,500 metres from the runway end, bursting into flames. The aircraft was destroyed by impact forces and a post crash fire and all three occupants were killed.

On 30 August 2004, shortly before 1200 Western Standard Time, the owner-pilot of a twin-engine Cessna Aircraft Company 421C Golden Eagle (C421) aircraft, registered HB-LRW, commenced his takeoff from runway 32 at El Questro Aircraft Landing Area (ALA). The private flight was to Broome, where the pilot intended resuming the aircraft delivery flight from Switzerland to Perth. The available documentation indicated that the flight segments en route to Australia had all been to international or major aerodromes. The pilot of a Cessna Aircraft Company 210 (C210) and his two passengers in the runway 32 parking area witnessed the takeoff. Those witnesses reported that the C421 pilot carried out a pre-flight inspection of the aircraft prior to boarding for the takeoff. During that inspection, he was observed preparing for, and conducting a fuel drain check under the left wing, and to have removed some weed-like material from the right main wheel. He then loaded a small amount of personal luggage into the aircraft cabin, before he and the sole passenger boarded. The C210 pilot witness, who reported having observed a number of twin-engine aircraft operations at another aerodrome, did not comment on the nature of the pilot's start and engines run-up checks. The passenger witnesses reported that the pilot of the C421 made a number of unsuccessful attempts to start the left engine, before reverting to starting the right engine. He then started the left engine and moved the aircraft clear of the C210 in order to conduct his engine run-up checks. The passenger witnesses reported that during those checks they heard a 'frequency vibration' as the C421 pilot manipulated the engines' controls. The witnesses at the parking area reported that the C421 pilot taxied the aircraft onto the runway and applied power to commence a rolling takeoff. They, together with a hearing witness located to the north of the ALA indicated that the engines sounded 'normal' throughout the takeoff. Witnesses who observed the takeoff reported that the aircraft accelerated away 'briskly'. The pilot witness stated that the take-off roll and lift-off from the runway appeared similar to other twin-engine aircraft takeoffs that he had observed. The witnesses at the parking area also stated that, shortly after lift-off from the runway, the aircraft banked slightly to the left at an estimated 10 to 15 degrees angle of bank and drifted left before striking the trees along the side of the runway and impacting the ground. There was no report of any objects falling from the aircraft, or of any smoke or vapour emanating from the aircraft during the takeoff. The aircraft was destroyed by the impact forces and post-impact fire. The pilot and passenger were fatally injured.

The aircraft departed Kinshasa-N'Djili Airport on a cargo flight to Goma, carrying five passengers, three crew members and a load consisting of telecommunications equipment for the Company Celtel. While approaching Goma, the crew was informed by ATC about the deterioration of the weather conditions at destination and a landing was not possible. Following a holding circuit, the crew was low on fuel and decided to divert to Gisenyi Airport, Rwanda. After landing on runway 01/19 which is 1,000 metres long, the aircraft went out of control, veered off runway and came to rest, bursting into flames. All eight occupants escaped uninjured while the aircraft was destroyed by fire.

The pilot stated that he was proceeding to a nearby airport to refuel, and during the takeoff from his departure airport, about 3 to 4 seconds after rotating, the right engine ceased operating due to fuel exhaustion. He said that the airplane drifted to the right, and he feathered the right propeller and turned to the right in order to return to the runway. After leveling, he said the airplane started to climb so he reduced power, and as he did so the airspeed dropped to 80 knots, and the stall warning light was activated. He said he added full power to recover, and the aircraft veered radically to the right in the direction of the hangars. Keeping the landing gear in the up position, he said he performed a belly landing and the airplane incurred damage.