Airport (less than 10 km from airport)

The pilot made four missed ILS approaches at the airport. He stated that he did not see the approach lights during any of the approaches and did not feel comfortable making a landing. The reported visibility during these approaches was 1/2-statute mile. On the fifth approach the pilot said he had '...mistaken closely inline cars and a road for the MALSR and runway.' He pilot stated the airplane continued to descend after initiating a go-around. He said he saw oncoming traffic in front of him, and turned the airplane to the right. He said he lost altitude and the right wing struck the ground. The pilot's employers operations specification require a 1/4- mile increase in visibility for an ILS approach that does not have an operating approach lighting system. The approach lights were checked by the airport manager and were confirmed to be in working order. An on-scene investigation revealed no pre-accident airframe or engine anomalies that would have prevented normal flight.

The Short Brothers SD3-60 cargo flight was being vectored for the VOR/DME RWY 28R approach to the Billings Logan International airport during instrument meteorological conditions. Weather conditions one minute before the accident were winds 020 at 13 knots, light snow and mist, and visibility was deteriorating rapidly. The co-pilot (occupying the right seat) was flying the aircraft, and the PIC (occupying the left seat) was handling radio communications. At 0812:25, having crossed the final approach fix, the aircraft descended through 100 feet above the MDA (3,940 feet or 426 feet above the runway threshold), and immediately thereafter the crew visually acquired the runway. At 0813:01 the aircraft's GPWS alert of 'SINK RATE' was heard, followed 2 seconds later by the PIC calling for 'POWER,' and a 2 second delay to ground impact. The co-pilot had logged a total of 103 hours in the SD3-60 (all within the previous 90 days,) while the PIC had just begun flying the aircraft in Montana's late fall weather after a 6 year assignment flying in the Hawaiian islands. The left main landing gear collapsed in overload during the ground impact.

Few minutes after takeoff from La Ceiba-Goloson Airport, while climbing, the aircraft collided with a bird that struck the right engine. The crew decided to return to La Ceiba for an emergency landing when the right engine caught fire and detached. On final, the aircraft went out of control and crashed on a soccer field. All 12 occupants were injured and the aircraft was damaged beyond repair.

During the takeoff roll at La Ceiba-Goloson Airport, the twin engine aircraft struck a rut in the ground. The crew heard a loud bang when the rotation was completed shortly later. During initial climb, the crew informed ATC about the situation and was cleared to return for an emergency landing. On touchdown, the nose gear collapsed and the aircraft slid on its nose for few dozen metres before coming to rest. All 11 occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft was f1ying from Entebbe (Uganda) to Mwanza (Tanzania) for the purpose of uplifting some cargo of fish fillet which was bound for Ostend, Belgium. It was carrying a crew of four including two pilot s and two engineers. The Commander said that the flight from Entebbe to Mwanza was normal except for the n°1 generator warning light which came on 10 minutes after takeoff from Entebbe. The relevant generator was subsequently switched off and the flight was continued. The aircraft flew IFR, cruising at FL250. Shortly before landing at Mwanza the commander obtained the weather information from the Mwanza Tower. The wind was calm. The controller who was handling the flight said that whilst approaching runway 12 of Mwanza airport the aircraft was swaying from side to side. When EL-WVD touched down on the runway a loud bang was heard and one engine was observed to separate and roll down the runway whilst it was on fire. Examination of the impact and tire marks showed that the right wing tip impacted the runway first followed by the n°4 engine. The right main landing gear subsequently contacted the grass surface off the left edge of the runway followed by the left main landing gear. The aircraft continued to roll in a direction almost parallel to the runway centreline for 250 metres before it crossed the runway at an angle. It was also evident from the tyre marks that as it reached the runway the aircraft made a 180° turn to point in the opposite direction whilst sliding sideways at an angle with the centreline under its own momentum. As it did so, the main landing gear collapsed and three wing pylons sheared causing the engines to separate. EL-WVD finally settled at the edge of the runway pointing 310° with the right wing projecting 2.5 metres inside the runway. There was fuel leakage but no fire. The four crew members disembarked with minor injuries.

The flight departed Wewak Airport at 1000LT on a flight to Madang. En route, a warning light came on in the cockpit panel, informing the crew about technical problems. The crew experienced difficulties with testing the lift dumper and wheel brake antiskid systems. The pilot decided to divert to Lae-Nadzab which offered a longer runway and fire fighting facilities. After touchdown, the left main gear collapsed. The crew lost control of the airplane that veered off runway to the left and came to rest in a ditch. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.

The twin engine airplane crashed in unknown circumstances while approaching Erfurt-Weimar Airport. The wreckage was found 3 km from the airport. All four occupants were killed, three Swiss and one German.

The pilots reported they experienced an engine fire during a missed approach in night, IMC conditions, and feathered the propeller and shut down the engine. On an approach to another airport, the airplane touched down short of the runway, traveled onto the runway, and then departed the left side of the runway. The pilot reported he could not maintain altitude due to ice accumulations, and the lack of power with one engine shut down. Examination of the wreckage revealed rotational damage to both engines and propellers consistent with operating engines. Neither propeller was in the feathered position. The pilot had been briefed about known moderate icing conditions, and isolated severe icing. The AFM recommended a minimum speed in icing conditions of 140 knots, and at less than 140 knots, ice could accumulate on the wings in unprotected areas. The pilot reported he flew the approach at 114 knots.

During an IFR arrival, vectors were provided for an ILS runway 16L approach. While on assigned heading and altitude of 270 degrees and 3,000 feet, about 8 miles north of the final approach fix, the pilot was told to turn left to 185 degrees and maintain 2,200 feet until established on the localizer, then he was cleared for the approach. The pilot acknowledged the instructions. About 1 minute later, communication and radar contact with the airplane were lost. Eye witnesses near the accident site observed the airplane as it descended below the cloud layer. The airplane was described as being in a steep left bank with the nose down. Witnesses also stated that the engines were revving. Within seconds of the visual sighting, the airplane crashed. Examination of the airframe failed to disclose a mechanical problem. No fire or smoke was seen coming from the airplane before it crashed. The pilot did not report experiencing a problem with the airplane to the tower controller. Toxicology tests of the pilot indicated O.323 mcg/ml chlorpheniramine (a sedating antihistamine) in liver fluid and 0.073 mcg/ml chlorpheniramine in kidney fluid. Also, unspecified levels of dextromethorphan (a cough suppressant), pseudoephedrine (a decibgestabt), and phenylpropanolamine (a decongestant) were reported in kidney and liver fluids. All medications are available in over-the-counter cold remedies.

The aircraft was completing a cargo flight from Istanbul to Bryansk, carrying one passenger, eight crew members and a load of various goods. On approach to Bryansk Airport, the crew encountered poor weather conditions with fog. The horizontal visibility was estimated to be 450 metres, the vertical visibility 80 metres with a RVR of 1,000 metres. On final approach, the pilot-in-command was unable to establish a visual contact with the runway so he decided to initiate a go-around procedure. Few minutes later, the crew attempted a second approach in similar weather conditions. Nevertheless, the crew continued the approach when the aircraft landed hard. Out of control, it veered off runway and came to rest. All nine occupants were injured and the aircraft was damaged beyond repair.