Airport (less than 10 km from airport)

Flight 5401 departed Mayagüez, Puerto Rico, for San Juan about 14:15. The captain was the nonflying pilot for the flight, and the first officer was the flying pilot. The takeoff, climb, and en route portions of the flight were uneventful. At 14:37, as the flight approached the San Juan traffic area, the ATIS reported that winds were 060 degrees at 17 knots and gusting at 23 knots. Shortly thereafter, the captain briefed a Vref (the minimum approach airspeed in the landing configuration before the airplane reaches the runway threshold) of 95 knots and told the first officer to "stand by for winds." At 14:43 SJU Terminal Radar Approach Control cautioned the pilots of possible wake turbulence from a preceding Boeing. The captain told the first officer to slow down to about 140 kts. At 14:46, the local controller cleared the airplane to land on runway 08. The first officer turned the airplane left toward runway 08 and transitioned to the visual approach slope indicator. At 14:49, the captain stated, "you better keep that nose down or get some power up because you're gonna balloon." The airplane descended below the glideslope, causing a GPWS "glideslope" alert. The airplane was about 45 feet above ground level and traveling at 110 knots indicated airspeed when it crossed the runway 08 threshold. After the airplane crossed the runway threshold, the captain stated, "power in a little bit, don't pull the nose up, don't pull the nose up." At 14:49:39, the captain stated, "you're ballooning," and the first officer replied, "all right." The airplane touched down for the first time about 14:49:41 and about 1,600 feet beyond the runway 08 threshold with vertical and lateral loads of about 1.3 Gs and -0.10 G, respectively. Upon touchdown the captain stated, "get the power," and, 1 second later, "my aircraft." The first officer responded, "your airplane." The airplane had skipped to an altitude of about 4 feet and touched down again two seconds later about 2,200 feet beyond the runway 08 threshold. The airplane then pitched up to an angle of 9° while climbing to an altitude of 37 feet and the engine torque increased from 10 to 43 percent. About 14:49:49, the pitch angle decreased to -3°, and the engine torque started to decrease to 20 percent with the pitch angle decreasing to -10°. The airplane touched down a third time about 14:49:51 at a bank angle of 7° left wing down and about 3,300 feet beyond the runway 08 threshold and with vertical and lateral loads of about 5 Gs and 0.85 G. The ATR pitched up again to 24 feet and landed a fourth time about 14:49:56 (about 15 seconds after the initial touchdown) and about 4,000 feet beyond the runway 08 threshold. This time the airplane pitched down to -7° and that it was banked 29° left wing down. The airplane came to a complete stop on a grassy area about 217 feet left of the runway centerline and about 4,317 feet beyond the runway threshold.

The crew of the 4 engine airplane started its engines for a positioning flight from a remote mining airstrip. Following the startup of the engines, an explosion occurred in the left wing area aft of the number 1 engine firewall and number 1 auxiliary fuel tank. The airplane was parked next to the mine's fuel storage tank, and the pilot added power on the remaining engines to move away from the storage tank. Within seconds of beginning to move, the number 1 engine fell off the burning wing, followed by separation and aft folding of the outboard end of the left wing. The outboard end of the wing, however, was still attached via control cables. The pilot taxied the airplane about 200 feet, dragging the partially burning left wing segment to a pond of water and shut down the remaining engines. The crew evacuated with no injuries. Water was applied to the airplane until the fire was extinguished, about 3 1/2 hours later. NTSB and FAA personnel did not travel to the scene, and the airplane was not recovered from the mining strip. The airplane's left wing powerplant and fuel system consists of the number 1 and 2 engines. Each engine is separated from the wing by a firewall. Within the wing, from outboard to inboard, the fuel tank system consists of the number 1 fuel tank, the left wing auxiliary fuel tank, and the number 2 fuel tank. Each wet-wing type fuel tank contains a submerged electrical boost pump, sump drain valves and fuel quantity transmitters. The fuel system has selector valves, crossfeed valves, and shut-off valves for each tank. An FAA inspector examined portions of the airplane that the operator supplied. The inspector examined a portion of the upper wing surface that had been blown away from the airplane during the initial explosion. He noted that the inside of the upper wing surface, normally positioned over the auxiliary tank, was not charred or sooted. A separated portion of the lower wing surface, near the auxiliary boost pump, was sooted and charred. The aft side of the number 1 engine firewall was not charred. A portion of the number 1 engine nacelle was oily, but not sooted or charred. The operator located the auxiliary in-tank boost pump and sent it to the FAA. The boost pump impeller, encased in a small wire cage, was not melted and could be turned by hand. The body of the pump was sooted but not thermally damaged. Its wire connectors and one fuel line were melted. A smaller line, what appeared to be a return line, was not melted.

The aircraft was chartered by a Sudanese Development Unit to deliver medics and other supplies to a school project in Ayod. Shortly after takeoff from Jiech Airport, while in initial climb, the twin engine aircraft stalled and crashed. One pilot and five passengers were killed while four other occupants were injured. Both pilots were New Zealand's citizens. It seems that the cargo shifted after takeoff, causing the aircraft to stall and crash.

The aircraft was engaged in a local post maintenance test flight at Fort-de-France-Le Lamentin Airport, carrying five technicians and three crew members on behalf of the Escadron de Transport Outremer 58. After engine startup, the crew started to taxi when a fire erupted. The aircraft was stopped on the ramp and all eight occupants escaped uninjured. Within three minutes, fire bombers were on site and extinguished the fire. Nevertheless, the aircraft was damaged beyond repair.

Following an uneventful flight from Bogotá-El Dorado Airport, the crew started the approach to Carepa-Los Cedros Airport, the copilot was the pilot-in-command. On final approach, the captain took over controls and continued the descent when the GPWS alarm sounded seven times. For unknown reasons, the captain failed to respond to this situation and did not proceed with any corrective actions. On short final, at a height of about 200 feet, one of the engine failed. The crew failed to follow the published procedures, causing the aircraft to stall and to crash about 100 metres short of runway 33. Two passengers were seriously injured while five other occupants were killed.

Following an uneventful cargo flight from Miami-Intl Airport on behalf of Lineas Aéreas Suramericanas, the crew started a night approach to Bogotá-El Dorado Airport. On final, the aircraft was unstable and too low when the GPWS alarm sounded five times. The captain increased engine power and elected to gain height, causing the aircraft to continue over the glide. At an excessive speed of 180 knots, the aircraft landed 1,500 feet past the runway 13L threshold (runway 13L is 3,800 metres long). After touchdown, the crew started the braking procedure but unable to stop within the remaining distance, the aircraft overran. It lost its undercarriage, collided with the ILS equipment, lost both engines n°1 and 3 and eventually came to rest few hundred metres further in a grassy area. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

The crew departed Buenos Aires-Ezeiza-Ministro Pistarini Airport on a night cargo service to Campinas-Viracopos with an intermediate stop in Porto Alegre. While cruising at an altitude of 17,000 feet, smoke was detected in the cargo compartment. The crew elected to extinguish the fire but without success. The crew contacted ATC, declared an emergency and attempted to divert to Montevideo Airport but ATC suggested the crew to divert to Melo which was the nearest airport. As this airfield was closed to traffic at this time, ATC contacted a night guard who switched on the runway lights and alerted the local emergency services. The aircraft landed 340 metres past the runway 07 threshold and stopped 640 metres further. The crew evacuated via the cockpit windows and was uninjured. The aircraft was damaged beyond repair.

Following an uneventful flight from Rome-Ciampino Airport and a normal landing at Trieste-Ronchi dei Legionari Airport runway 09, the crew vacated the runway and continued via taxiway Bravo to the apron. The copilot was the pilot-in-command and he was facing sun while approaching the ramp. At the last moment, the captain noticed a dump truck on the right side of the taxiway. He took over controls and elected to turn to the left but the aircraft collided with the truck. The outer part of the right wing was torn off for about 3,5 metres and the fuselage was bent. Also, a fuel tank ruptured, causing a spill on the taxiway. The captain immediately stopped the airplane and all 96 occupants evacuated safely. It appeared that construction works were in progress near the taxiway Bravo. A Notam was not issued about this and the tower controller had not informed the crew either.

Shortly after takeoff from Nampula Airport, while in initial climb, the aircraft went out of control and crashed, killing both occupants. They were engaged in a geological mission on behalf of the Mozambican government in the north part of the country.

The Beechcraft A100, registration C-FMAI, operated by Myrand Aviation Inc., was on a chartered instrument flight rules flight from QuÈbec/Jean Lesage International Airport, Quebec, to Chibougamau/Chapais Airport, Quebec, with two pilots and three passengers on board. The copilot was at the controls and was flying a non-precision approach for Runway 05. The pilot-in-command took the controls less than one mile from the runway threshold and saw the runway when they were over the threshold. At approximately 1018 eastern daylight time, the wheels touched down approximately 1500 feet from the end of Runway 05. The pilot-in-command realized that the remaining landing distance was insufficient. He told the co-pilot to retract the flaps and applied full power, but did not reveal his intentions. The co-pilot cut power, selected reverse pitch and applied full braking. The aircraft continued rolling through the runway end, sank into the gravel and snow, and stopped abruptly about 500 feet past the runway end. The aircraft was severely damaged. None of the occupants were injured.