Airport (less than 10 km from airport)

Following an uneventful flight from Manaus, the crew started the descent to Rio Branco-Presidente Médici Airport runway 06 in marginal weather conditions with limited visibility due to fog. After passing the MDA at 1,150 feet, the crew continued the approach with an excessive rate of descent of 1,222 feet per minute. At a height of 57 feet, the aircraft struck trees located 360 metres short of runway 06 threshold. The engines lost power, the aircraft lost speed and height then struck the ground about 100 metres short of runway. Upon impact, the undercarriage were torn off and the aircraft slid on a distance of 600 metres before coming to rest. All 95 occupants escaped uninjured while the aircraft was destroyed.

The twin engine aircraft was returning from Busia to Nairobi, carrying a delegation of the Kenyan Government who made a local visit in Busia following the national elections. Shortly after takeoff from runway 13/31 which is 3,281 feet long, the aircraft encountered difficulties to gain height. It struck power cables and crashed onto a house. Both pilots and a passenger, the Labour Minister Ahmed Mohamed Khalif were killed while nine other occupants were seriously injured. The aircraft was destroyed. There were no casualties on the ground.

The airplane impacted a dirt field and a power line following a loss of control during a simulated engine failure while on a Part 135 proficiency check flight. Both pilots were seriously injured and could not recall any details of the flight after the simulated engine failure. Witnesses observed the airplane flying on a westerly heading at an altitude of 100 to 200 feet, and descending. They heard the sound of an engine “surging” and observed the airplane’s wings bank left and right. The airplane continued to descend and impacted the ground and power lines before becoming inverted. A pilot-rated witness reported that he observed about ¼ inch of clear and rime ice on the airplane’s protected surfaces (deice boots) and about ½ inch of ice on the airplane’s unprotected surfaces. An NTSB performance study of the accident flight based on radar data indicated that the airplane entered a descent rate of 1,300 feet per minute (fpm) about 1,100 feet above the ground. This rate of descent was associated with a decrease in airspeed from 130 knots to 92 knots over a span of 30 seconds. The airplane’s rate of descent leveled off at the 1,300 fpm rate for 45 seconds before increasing to a 2,000 fpm descent rate. The true airspeed fluctuated between a low of 88 knots to 102 knots during the last 45 seconds of flight. According to the aircraft manufacturer, the clean, wing flaps up stall speed was 78 knots. However, after a light rime encounter, the Pilot’s Operating Handbook (POH) instructed pilots to maintain additional airspeed (10 to 20 KIAS) on approach “to compensate for the increased pre-stall buffet associated with ice on the unprotected areas and the increased weight.” With flaps up, a minimum approach speed of 105 KIAS was recommended. The POH also stated that a significantly higher airspeed should be maintained if ½ inch of clear ice had accumulated on the wings.

The airplane collided with obstructions following a loss of power in one engine during a missed approach. Following the collision sequence the airplane came to rest upright about 500 feet from the approach end of the runway and was destroyed in a post-impact ground fire. The pilot told a responding sheriff's deputy and a Federal Aviation Administration (FAA) inspector that he made the ILS approach to land and initiated a missed approach. When he added power, the left engine sputtered and the airplane veered to the left. He activated the fuel boost pump, but the airplane contacted obstructions and crashed. The responding sheriff's deputy also observed the accident. He heard an engine of an airplane making unusual sounds. The engine "seemed to get quiet and then revved higher as if to climb." He looked in the direction of the sound and saw a series of blue flashes and then an orange fireball. The deputy reported that there was a dense fog in the area at the time. At the time of the accident, the airport's weather conditions were reported as 100 feet overcast and 1/4-mile visibility in fog. The landing minimums for the ILS approach are 200 feet and 1/2-mile. According to the operator's records, when the airplane departed from Ukiah, its gross takeoff weight was about 5,909 pounds. The pilot operating handbook (POH) for the airplane lists the following items in the single engine go around checklist: 1) Throttle full forward; 2) wing flaps up; 3) when positive climb rate achieved, gear up; 4) ensure the inoperative engine is feathered. For a gross weight of 5,900 pounds, and the existing atmospheric conditions, the single engine climb performance chart shows an expected positive rate of climb of 500 feet per minute if the airplane was configured correctly. The chart also lists the following subtractions from that performance for the listed condition: 1) -400 fpm for wind milling inoperative engine; 2) -350 feet for landing gear down; 3) -200 fpm for flaps extended to 15 degrees. Examination of the wreckage disclosed that neither engine's propeller was feathered, the landing gear was down and the flaps were extended to 10 degrees. Without the airplane configured correctly for the single engine missed approach, the net climb performance would be a negative 400 feet per minute. There were no discrepancies noted with the airframe examination. The engine examination revealed no mechanical anomalies with either engine that would have precluded normal operation. 14 CFR 135.224 states that a pilot cannot initiate an approach if the weather conditions are below landing minimums if the approach is started outside of the final approach fix. The pilot can continue the landing if they are already established on the approach and the airport goes below landing minimums. According to the operator's FAA approved operating specifications, the operator had not been approved for lower than standard landing minimums.

Shortly after takeoff, about 300 feet agl, the engine lost all power. The pilot activated the electric fuel pump, and moved the fuel selector several times. However, the engine did not regain power, and the pilot performed a forced landing into trees. After the accident, the pilot stated to a police officer that he might have departed with the fuel selector positioned to an empty tank. The pilot subsequently stated that both fuel gauges indicated "1/4" full, and he could not remember which tank was selected during the takeoff. Additionally, a passenger stated that he did not smell or observe fuel when he exited the airplane. The passenger added that in the past, the pilot had exhausted one fuel tank, then switched to the other tank and the engine re-started. Examination of the wreckage by an FAA inspector revealed that fuel selector was positioned to the right tank. The right fuel tank contained some fuel, and left fuel tank had ruptured. Following the accident, a successful engine test-run was performed.

Two maintenance technicians where on board Northwest Airlines' Airbus A319 N313NB which was taxied from a maintenance area to Gate 10. When they arrived in the vicinity of gate 10, the mechanic who was steering the plane, activated the parking brake and waited for ground personnel and a jetway operator to arrive. After the ground personnel arrived he released the parking brake. The airplane did not move and he advanced the throttles out of their idle detents "a couple of inches, about halfway." The airplane began to move at a "fairly decent speed," and he realized the throttles were still out of the idle detent position. He pulled the throttle back and applied brakes; however, the airplane did not slow and continued until it struck the concrete support column of the jetway, and the left wing contacted the right side of a Boeing 757-251 (N550NW, parked at gate 9). The nose gear sheared off the Airbus, and the right side of the Boeing sustained a 6-foot long, 2-foot wide gash, just aft of the R1 door. The mechanic estimated that the airplane was about halfway down the parking line when he pulled back the throttles. Initial review of the flight data recorder for the time period surrounding the accident revealed that about 10 seconds after the parking brake was released, the thrust lever angles for both engines were increased to about 17 degrees for about 8 seconds, before they were returned to the idle position. During that time, the engines N1 and N2 speeds increased to about 71, and 85 percent, respectively.

The aircraft was under maintenance test at Columbus-John Glenn Airport (Port Columbus) and under the control of three technicians. While performing an engine run, the aircraft collided with a hangar and was damaged beyond repair. All three technicians escaped uninjured while the aircraft was damaged beyond repair.

After landing on runway 15 at Melilla Airport, the pilot-in-command noticed that he could not engage the ground idle/reverse of both propellers, and that the aircraft did not brake normally. The aircraft started to deviate to the left of the runway axis while both pilots were applying brakes. After tyre n°3 burst, the deviation continued until the aircraft left the paved surface of the runway and finally fell through an embankment with around 15 metres of height located at the end of runway 15. The aircraft was destroyed and the pilot-in-command and other nine people suffered minor injuries. There was no fire.

During the takeoff roll on runway 35, at a speed of 125 knots, after a course of 2,110 metres, both tyres on the left main gear burst. The crew rejected the takeoff procedure but the aircraft was unable to stop within the remaining distance (runway 35 is 3,120 metres long). It overran, causing the nose gear to collapse, and came to rest 81 metres further. All 77 occupants escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll at Yacuiba Airport, at V2 speed, the right engine lost power. The captain decided to continue the takeoff procedure. During initial climb, decision was taken to return for an emergency landing and the crew shut down the right engine and feathered its propeller. After touchdown on runway 20, the aircraft was unable to stop within the remaining distance, overran, lost its nose gear and collided with bushes and small trees, coming to rest about 50 metres past the runway end. All 21 occupants escaped uninjured while the aircraft was damaged beyond repair.