Airport (less than 10 km from airport)

Following an uneventful flight, the crew configured the aircraft for landing when he realized that the right main landing gear was stuck in its wheel well. The crew continued the approach and landed on runway 15. The airplane fell on its belly, causing the right wing to struck the ground. The airplane slid for few hundred metres then veered off runway to the left and came to rest in a grassy area. All nine occupants were rescued and the aircraft was damaged beyond repair.

On February 6, 2019, about 1530 Pacific standard time, a Piper PA 46-350P, N997MA, was substantially damaged when it was involved in an accident near Aurora, Oregon. The private pilot and flight instructor were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The pilot reported that the purpose of the flight was to practice commercial pilot maneuvers. After practicing slow flight, chandelles, lazy eights, and eights on pylons, they returned to the airport and discussed how to conduct a practice a power-off 180° landing as they entered the traffic pattern. When the airplane was abeam the 1,000-foot runway markings, the pilot reduced the power to idle and started a left turn toward the runway. He stated that he realized that the airplane was “probably not going to make the runway” and that the airplane was “not on final course.” He recalled the airplane turning sharply to the left as he was pulled up on the control yoke and added right rudder. He could not recall whether he applied power. The pilot did not report any mechanical malfunctions or anomalies with the airplane. A video of the event showed the airplane in a left turn as it descended toward the runway. The airplane’s left bank decreased to a wings-level attitude before the airplane entered a steeper left bank, followed immediately by a right bank as the airplane descended into the ground short of the runway. The airplane’s right wing and fuselage sustained substantial damage.

The single engine airplane departed Cayenne-Rochambeau-Félix Eboué Airport on a cargo flight to Maripasoula, carrying a load of foods on behalf of a restaurant. The pilot was sole on board. Shortly after takeoff, while in initial climb, the engine lost power. The pilot reduced his altitude and attempted an emergency landing on a known open area located near the airport. But on short final, the aircraft struck a embankment and came to rest upside down. The pilot was seriously injured and the aircraft was destroyed.

The two pilots departed in a turbine powered DC-3C at maximum gross weight for a repositioning flight. The airplane was part of a test program for new, higher horsepower engine installation. Soon after liftoff and about 3 seconds after decision speed (V1), the left engine lost total power. The propeller began to auto-feather but stopped feathering about 3 seconds after the power loss. The airplane yawed and banked to the left, descended, and impacted terrain. Recorded engine data indicated the power loss was due to an engine flameout; however, examination of the engine did not determine a reason for the flameout or the auto-feather system interruption. While it is plausible that an air pocket developed in the fuel system during the refueling just before the flight, this scenario was not able to be tested or confirmed. It is possible that the auto-feather system interruption would have occurred if the left power lever was manually retarded during the auto-feather sequence. The power loss and auto-feather system interruption occurred during a critical, time-sensitive phase of flight since the airplane was at low altitude and below minimum controllable airspeed (Vmc). The acutely transitional phase of flight would have challenged the pilots' ability to manually feather the propeller quickly and accurately. The time available for the crew to respond to the unexpected event was likely less than needed to recognize the problem and take this necessary action – even as an immediate action checklist/memory item.

The pilot, copilot, flight attendant, and six passengers departed on a corporate flight to a private airstrip. After leveling off at flight level 280, the flight crew checked the weather conditions at nearby airports. Based on the weather information that they had, the pilot planned for a visual approach to the runway. As the airplane neared the destination, the pilot flew over the runway and entered a left downwind visual traffic pattern to check if any animals were on the runway and what the windsock on the airstrip indicated. The pilot stated that they did not see the windsock as they passed over the runway. The pilot reported that there were turbulence and wind gusts from the hills below and to the west. When the airplane was over the runway about 50 ft above ground level (agl), the pilot reduced the engine power to idle. The pilot reported the airplane then encountered wind shear; the airspeed dropped rapidly, and the airplane was "forced down" to the runway. A representative at the airstrip reported that the airplane hit hard on landing. The pilot unlocked the thrust reversers, applied brakes, and reached to deploy the ground spoilers. As he deployed the thrust reversers, the pilot said it felt like the right landing gear collapsed. He applied full left rudder and aileron, but the airplane continued to veer to the right. The pilot tried using the tiller to steer to the left but got no response. The airplane left the side of the runway and went into the grass, which resulted in substantial damage; the right main landing gear was broken aft and collapsed under the right wing. Postaccident examinations of the airplane revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. A review of weather conditions showed surface winds out of the north to northwest at 15 kts, with some gusts up to 20 kts. There was potential for turbulence and wind shear below 5,000 ft, but there were no direct observations. The area forecast about 30 minutes after the accident called for northwesterly winds at 10 to 17 kts with a few higher gusts in the afternoon for the general area. Data from an onboard enhanced ground proximity warning system (EGPWS) revealed that the crew received a terrain alert just before the airplane crossed the runway threshold. At the time the airplane was over the runway threshold, it was 48 ft agl and in a 1,391 ft per minute rate of descent. The airplane impacted the runway 3 seconds later. Given the pilot's account, the weather information for the area, and the data from the airplane's EGPWS, it is likely that the airplane encountered wind shear while transitioning from approach to landing.

The airplane was completing a flight from Kisangani to Beni, carrying 68 soldiers who should be dispatched in the region of Beni. After touchdown, the airplane encountered difficulties to stop within the remaining distance, overran and went down an embankment. It came to rest in flames, broken into several pieces. While all 72 occupants evacuated safely, 10 of them were injured, the aircraft was destroyed.

The pilot departed on an instrument flight rules flight into instrument meteorological conditions (IMC). Radar data indicated that the airplane entered a left turn after takeoff, consistent with the pilot's instrument clearance. As the airplane climbed to an altitude about 2,410 ft above ground level, its rate of climb increased from about 3,500 ft per minute to 9,600 ft per minute, the stick shaker activated, and the airplane decelerated to about 75 knots. The airplane then entered a descending right turn and rolled inverted before impacting terrain about 1 mile from the airport. All major components of the airplane were located at the accident site, and examination of the wreckage revealed no anomalies with the airplane that would have precluded normal operation. The weather conditions about the time of the accident included an overcast cloud ceiling about 600 ft above ground level. It is likely that the pilot became spatially disoriented after entering the cloud layer, which resulted in the airplane's high rate of climb, rapid loss of airspeed, and a likely aerodynamic stall. The steep descending right turn, the airplane's roll to an inverted attitude, and the high-energy impact are also consistent with a loss of control due to spatial disorientation.

The commercial pilot was conducting a cross-country, business flight with 10 passengers onboard the 8-passenger airplane. He reported that air traffic control cleared the flight for an instrument landing system (ILS) approach to the runway. While descending, the airplane entered instrument meteorological conditions (IMC) at 3,100 ft mean sea level (msl), and ice started to accumulate on the wing's leading edges, empennage, and windshield. The pilot activated the pneumatic deice boots multiple times during the approach and slowed the airplane to 120 knots. The airplane then exited the clouds about 400 ft above ground level (agl), and the pilot maintained 120 knots as the airplane flew over the airport fence; all indications for landing were normal. About 100 ft agl, the airplane started to pull right. He applied left correction inputs, but the airplane continued to pull right. He applied engine power to conduct a goaround, but the airplane landed in grass right of the runway, sustaining damage to the wings and landing gear. Witnesses and passengers reported that the airplane stalled. During examination of the airplane immediately after the accident, about 1/2 to 1 inch of mixed ice was found on the right wing's leading edge, the vertical and horizontal stabilizers, and the angle of attack probe. Ice was also observed on the windshield. The flaps were found in the "up" position. Flight control continuity was established. Although the airplane was originally certificated for two-pilot operation, the pilot was flying the airplane under a single-pilot exemption. The pilot received a logbook endorsement indicating that he had received single-pilot training and was properly qualified under the single-pilot exemption. However, he
had not met the turbine flight time qualifications (1,000 hours) to be properly authorized to conduct the flight under the single-pilot exemption because he only had 500 hours. A review of cockpit voice recorder information indicated that, although the pilot verbalized that the landing gear was "all green," followed by stating "check, check, check," he did not verbalize all the approach or landing checklist items nor did he make any audible comments about activating the pneumatic deice boots or windshield anti-ice. A review of radar data for the flight indicated that, during the last 2 minutes of flight, while the airplane was on final approach to the runway, the indicated airspeed got as low as 99 knots. The last recorded radar return indicated that the airplane had an airspeed of 104 knots at 900 ft msl. The pilot's lack of minimum flight experience required to fly the airplane without a copilot likely led to task saturation as he flew the airplane entered IMC and icing conditions while on an ILS approach. He subsequently failed to lower the flaps during the approach, which resulted in a no-flap approach instead of a full-flap landing. The ice on the leading edges of the wings, the no-flap approach, and the low airspeed likely led to the exceedance of the airplane's critical angle of attack, which resulted in an aerodynamic stall.

The twin engine airplane was completing a flight from Belo Horizonte-Pampulha-Carlos Drummond de Andrade to the Fortaleza de Santa Terezinha Farm (Fazenda Fortaleza de Santa Terezinha) located in Várzea da Palma, Jequitaí, Minas Gerais. On board were three passengers and one pilot. On final approach to runway 20, during the last segment, the airplane collided with a metallic water irrigation system. The pilot initiated a go around procedure when he lost control of the airplane that veered to the left, impacted the ground and crashed in a field located to the left of the runway, about 600 metres from the initial impact, bursting into flames. The aircraft was totally destroyed by impact forces and a post crash fire and all four occupants were killed, among them Mr. Adolfo Geo, owner of the Brazilian group ARG Ltd active in food, oil and construction. He was accompanied by his wife Margarida Janete Geo.

The airplane departed Lima on a schedule service to La Paz with an intermediate stop in Cuzco, carrying 122 passengers and a crew of five. Following an uneventful flight from Cuzco-Alejandro Velasco Astete Airport, the crew completed the approach to La Paz-El Alto Airport. After touchdown, the crew started the braking procedure when both main landing gear collapsed. The airplane slid on its belly for few dozen metres before coming to rest on runway 10. All 127 occupants evacuated safely and no one was injured. It was reported that the touchdown was considered as normal. The airplane was damaged beyond repair.