Airport (less than 10 km from airport)

The cargo flight was cleared for a visual approach to the 5,000-foot long, by 150-foot wide asphalt runway. Based on estimated landing weight of the aircraft, the Vref was estimated at 116 KIAS. Air traffic Control (ATC) radar data revealed that the flight maintained a ground speed above 190 knots on final approach, to include the touchdown zone for runway 13. The first evidence of braking was noted at a point 1,247 feet from the departure end of the runway. Braking signatures on the asphalt as well as off the pavement were consistent with an operational anti-skid system. Witnesses at the airport also observed the airplane flying very fast and touching down long. Both crewmembers, the 4,689-hour captain and the 2,873-hour first officer, were familiar with the airport, and the flight was 20 minutes ahead of its scheduled arrival time. The airplane overran the departure end of runway 13, impacted the airport perimeter fence, proceeded across a roadway, took out another fence, and collided with two trees in a cemetery. The airplane was found to be within weight and balance limits for all phases of the flight. The installed cockpit voice recorder (CVR) was found not to be functional.

The pilots were scheduled to fly the aircraft, a BAe Jetstream 32, on scheduled flight EXC403 from Pajala Airport to Luleå/Kallax Airport. This was the third flight together for the day. Before takeoff they noted that the flight was planned without passengers. Since the co-pilot was shortly to undergo an Operator’s Proficiency Check and the commander had long flying experience, including as an instructor, the commander decided to take the opportunity to have the co-pilot train flying with simulated engine failure. The takeoff from Pajala was at 17.57 hrs with the co-pilot as Pilot Flying. During the climb the commander reduced thrust on the right engine to simulate engine failure. This was done by moving the engine control lever to its rear stop. The commander understood this to represent what is termed ”simulated feather” in which an engine generates no drag and causes the least possible resistance. The exercise passed off without problem and the co-pilot had no difficulties in handling the aircraft. It was decided to practise flying with simulated engine failure during the landing as well. During the approach to Luleå/Kallax Airport when the aircraft was at an altitude of about 3500 feet the commander accordingly reduced thrust on the right engine once again. The co-pilot understood that the whole landing, including touchdown, would be with one engine on reduced thrust. However, the commander’s intention was to restore normal thrust on the right engine before touchdown. Prior to landing the reference speed (Vref1) had been calculated at 107 knots IAS2 and the flaps lowered 20°, based on the calculated landing mass of 5 640 kg. During the approach when the aircraft was at about 3500 feet, the commander reduced right engine thrust. According to the FDR recording thrust was reduced initially to just over 19 % and subsequently, for six minutes, further to just under 11% at the same time as altitude decreased to 900 feet. The co-pilot flew the aircraft in a right turn to runway 32 and started his final 2 nautical miles from the runway threshold at a height of 900 feet. The final was entered with a somewhat higher glide angle than normal. As the aircraft approached the runway threshold the thrust on the right engine had decreased to approximately 7%. The approach took place with applied rudder and opposite banking to counteract the lateral forces generated by the asymmetrical thrust. During the approach the co-pilot experienced an inertia in the ailerons that he had never experienced previously. Shortly after the aircraft had crossed the runway threshold and was about 5 metres above the runway, both the co-pilot and the commander felt how the aircraft suddenly yawed and rolled to the right. Neither pilot remembers hearing the stall warning sounding. Despite application of full aileron and rudder the pilots were unable to stop the aircraft’s uncontrolled motion. This continued until the right wing tip hit the ground. The fuselage then struck the ground. The aircraft slid on its belly about 50 metres alongside the runway before stopping. The pilots hastily evacuated the aircraft. The accident was observed by the air traffic controller who immediately alarmed the airport rescue service, which arrived at the accident scene within a minute or so. After its arrival the commander boarded the aircraft and turned off the fuel supply and the main electricity, whereafter the rescue service covered the aircraft with foam. The accident occurred on 17 September 2003 at 18.28 hrs in position 6532N 02207E; 20 m above sea level in daylight.

The aircraft was landing on Runway 31 at Wick Airport. It crossed the threshold at 130 kt which was 21 kt faster than the correct threshold speed. After the co-pilot closed the power levers the aircraft floated about six feet above the runway surface. The aircraft touched down and bounced before touching down a second time more heavily, cracking a wing spar and flexing the aircraft structure sufficient to allow the right propeller to contact the runway. The aircraft bounced again before touching down for the third and final time. The investigation determined that just before the first touchdown, one or both power levers were moved aft of the flight idle position. It was concluded that both the commander and co-pilot were making inputs on the flying controls from that moment onwards until after the second, heavy touchdown. There was no evidence of any technical fault on the aircraft and the weather conditions were well within the limitations set for the aircraft. No safety recommendations were made.

On September 16, 2003, at 1430 central daylight time, an Aero Commander 690 twin-engine airplane, N302WB was destroyed upon impact with trees and terrain while attempting a takeoff from an airstrip near Soto La Marina, in the State of Tamaulipas, in the Republic of Mexico. The commercial pilot, sole occupant of the airplane, was fatally injured. The airplane was registered to the QEAT-4 LLC., in Naples, Florida, and was being operated by the MGS Corporation of Laredo, Texas. Visual meteorological conditions prevailed for the business flight for which no flight plan was filed. The flight's destination was reported to be Laredo, Texas. Local authorities reported that the turboprop powered airplane, serial number 11003, had previously sustained some damage to the nose landing gear and the owner had replaced the nose landing gear prior to attempting to depart from the airstrip.

During the takeoff roll at Lankien Airstrip, the crew saw a cow entering the active 19 runway. The captain abandoned the takeoff procedure and the aircraft was unable to stop within the remaining distance. It overran and came to rest few dozen metres further. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Shortly after takeoff, the twin engine lost height and crashed in a cornfield. All seven occupants were injured and the aircraft was damaged beyond repair.

The aircraft departed Pickle Lake to Summer Beaver, Ontario, on a charter flight with seven passengers and one crew member. The flight proceeded on a direct routing to destination at 3500 feet above sea level under night visual flight conditions. On approaching Summer Beaver, the aircraft joined the circuit on a downwind leg for a landing on Runway 17. When the aircraft did not land, personnel at Summer Beaver contacted the Pickle Lake flight dispatch to inquire about the flight. The aircraft was declared missing following an unsuccessful radio search by the Pickle Lake flight dispatch staff. Search and rescue personnel found the wreckage in a wooded area three nautical miles northwest of Summer Beaver. The aircraft had been nearly consumed by a post-crash fire. All eight people on board had been fatally injured.

Crashed in unknown circumstances in Las Lomitas. Occupant fate unknown.

The airplane was returning to the airport for landing. A witness reported it was flying erratically streaming a whitish "vapor trail" from the left wing. Another witness reported the airplane banked abruptly into a steep turn to the left, the nose pitched up, and the airplane sank from view behind the trees. The witness then heard a crash and saw smoke. Examination revealed no evidence of flight control, engine, or propeller malfunction. The left inboard fuel cap was absent from the filler port, and a ground search found the left inboard fuel cap in the grass beside the runway. The JetProp LLC, JetProp DLX Supplemental Flight Manual, Section 4, Normal Procedures Checklist, states, "Left Wing 4.9e, ... Inboard Fuel Tank ... CHECK Supply Visually & SECURE CAP ..." Examination of the JetProp LLC, JetProp DLX Supplemental Flight Manual and the Piper Malibu PA-46-310P Information Manual revealed the following instructions on how to secure the fuel caps: "Replace cap securely." There was no evidence of mechanical malfunction with the fuel cap or the filler port.

Upon landing at Trollhättan-Målöga Airport, the aircraft nosed over and came to rest upside down. Both occupants escaped uninjured while the aircraft was damaged. It was apparently repaired.