Airport (less than 10 km from airport)

After exiting the clouds during the landing approach at the uncontrolled airport, the private pilot of the small jet canceled his instrument flight plan with air traffic control. He stated that, although there was no precipitation when he exited the clouds, he suspected the runway may be icy due to the weather conditions. The pilot saw an airplane holding short on the taxiway at the end of the runway and assumed it was preparing to takeoff, which he stated led him to believe that the runway condition was good. Although the pilot announced his location and intentions on the airport's common traffic advisory frequency (CTAF), he did not inquire about the runway condition via CTAF/UNICOM. Witnesses reported that the approach looked normal. After touchdown, the pilot applied brakes and realized he had no braking action. He subsequently retracted the speed brakes, spoilers, and flaps, and added takeoff power. The airplane yawed to the left and the pilot reduced engine power to idle while applying rudder to correct the airplane's track. The airplane continued off the runway, where it traveled through a fence and across a road before coming to rest inverted. The pilot and mechanic seated in the airplane that was holding short of the runway during the landing reported that they were only taxiing to a maintenance facility and did not intend to take off. They reported that the taxiways were icy. A witness who assisted the pilot following the accident reported that the roads at the time were covered in ice and "very slick." Recorded data from the airplane showed that the pilot flew a stabilized approach and that the airplane touched down near the approach end of the runway; however, given the icy runway conditions, the airplane's landing distance required exceeded the available runway by more than 8,000 ft. Airport personnel had not issued a NOTAM regarding the icy runway conditions. The airport manager stated he was not at the airport at the time of the accident, and that he was still trying to learn the new digital NOTAM manager system. The employee who was at the airport was authorized to issue NOTAMs, but had not yet been trained on the new system.

The crew, one Russian and one Congolese, was performing a cargo flight from Bukavu to Shabunda, carrying various goods for a total weight of 1,300 kilos. After touchdown, after a course of about 300 metres, it is believed that the tire on the right main gear burst. The aircraft veered off runway and eventually collided with banana trees. Both pilots were uninjured while the aircraft was damaged beyond repair.

While taking off from runway 12/30 at Sasakwa Airfield, the twin engine aircraft went out of control and crashed, bursting into flames. All six occupants were injured, some seriously, and the aircraft burnt out.

According to the pilot, during the landing roll, the airplane "began to drift sharply to the left." The pilot reported that, although there were no wind gusts reported, he felt as though a wind gust was pushing the airplane to the left. He attempted to maintain directional control with rudder pedal application, and he applied full right aileron. The airplane continued to drift to the left, and the pilot attempted to abort the landing by applying full throttle and 25° of flaps. He reported that the airplane continued to drift to the left and that he was not able to achieve sufficient airspeed to rotate. The airplane exited the runway, the pilot pulled the throttle to idle, and he applied the brakes to avoid obstacles. However, the airplane impacted the runway and taxiway signage and came to rest in a drainage culvert. The airplane sustained substantial damage to both wings. The published METAR for the accident airport reported that the wind was from 290° at 15 knots, and wind gusts exceeded 22 knots 1 hour before and 1 hour after the accident. The pilot landed the airplane on runway 20. The maximum demonstrated crosswind component for the airplane was 17 knots. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

On 25 December 2016, an ATR 72-600 aircraft registered PK-WGW was being operated by PT. Wings Abadi Airlines (Wings Air) as a scheduled passenger flight from Husein Sastranegara International Airport (WICC), Bandung to Ahmad Yani International Airport (WAHS), Semarang with flight number WON 1896. On board the aircraft were two pilots, two flight attendants and 68 passengers. There was no report or record of aircraft system malfunction prior to the departure. The aircraft departed from Bandung at 1734 LT (1034 UTC). The Pilot in Command (PIC) acted as Pilot Flying (PF) and the Second in Command (SIC) acted as Pilot Monitoring (PM). The flight from departure until commenced for landing approach was uneventful. At 1112 UTC, at night condition, the air traffic controller of Semarang Approach unit (approach controller) informed to all traffic that the rain was falling over the airport and the pilot confirmed whether the rain was heavy and was replied that it was slight rain. At 1115 UTC, the flight held over waypoint KENDA for separation with another aircraft and maintained altitude of 4,000 feet. Two minutes later, the flight was approved to descend to altitude of 3,000 feet. At 1118 UTC, the approach controller issued clearance for RNAV approach to runway 13 and advised the pilot to report when leaving waypoint KENDA. One minute later, the pilot reported leaving waypoint KENDA and the approach controller instructed to continue approach and to contact to the air traffic controller of Semarang Tower unit (tower controller). At 1120 UTC, the pilot advised to the tower controller that the aircraft was on final and the runway was in sight. The tower controller instructed to continue the landing approach and advised that the surface wind direction was 190° with velocity of 15 knots, altimeter setting 1,008 mbs and the runway was wet. At 1121 UTC, the tower controller had visual contact to the aircraft and issued landing clearance, the pilot read back the clearance and requested to reduce the approach light intensity. The tower controller reduced the light intensity and confirmed whether the intensity was appropriate then the pilot affirmed. At 1124 UTC, the aircraft touched down and bounced. After the third bounce, the pilot attempted to go around and the aircraft touched the runway. The tower controller noticed that the red light on the right wing was lower than the green light on the left wing. The aircraft moved to the right from the runway centerline and stopped near taxiway D. The tower controller realized that the aircraft was not in normal condition and pressed the crass bell then informed the Airport Rescue and Fire Fighting (ARFF) personnel by phone that there was aircraft accident near the taxiway D. At 1126 UTC, the pilot advised the tower controller that the aircraft stopped on the runway and requested assistance. The tower controller acknowledged the message and advised the pilot to wait for the assistance. While waiting the assistance, the pilot kept the engines run to provide lighting in the cabin. At 1129 UTC, the tower controller advised the pilot to shut down the engines since the ARFF personnel had arrived near the aircraft to assist the evacuation. Passenger evacuation completed at approximately 10 minutes after the aircraft stopped.

The crew was completing a training flight from Kuala Lumpur-Subang Airport when on final approach to Butterworth Airbase, the twin engine aircraft went out of control and crashed, coming to rest against the perimeter fence. The aircraft was partially destroyed by impact forces and one crew member was killed while three other occupants were injured. Weather conditions were considered as good at the time of the accident.

The crew started the takeoff procedure at 1718LT from Puerto Carreño-Germán Olano Airport Runway 07 which is 1,800 metres long. Following a long takeoff roll, the pilot-in-command initiated the rotation when the aircraft overran then rolled for about 95 metres. It collided with two perimeter fences, passed through a road then lifted off. During initial climb, the right main gear was torn off after it collided with a tree and the engine n°3 failed. The airplane continued to climb to an altitude of 790 feet then entered a right turn and eventually crashed in an open field located 7,5 km from the airport, bursting into flames. The flight engineer was seriously injured while five other occupants were killed.

Shortly after takeoff from Lanseria Airport Runway 07, en route to Bazaruto Island in Mozambique, the pilot encountered engine problems. He contacted ATC and was cleared for an immediate return and landing on runway 25. On short final, the single engine airplane hit the perimeter fence and crashed near the runway threshold, bursting into flames. All three occupants were injured and the aircraft was destroyed by a post crash fire. Built in 1975, this Cessna 402B was equipped with a new turbo engine and redesigned as a single engine Cessna (DMI) Falcon 402 (the C402 is usually a twin engine aircraft).

On 13 December 2016, a Beech Aircraft Corporation B200, registered VH-MVL, conducted a medical services flight from Innamincka, South Australia (SA) to Moomba, SA. On board the aircraft were the pilot and two passengers. On arrival at Moomba at about 1250 Central Daylight-saving Time (CDT), the pilot configured the aircraft to join the circuit with flaps set to the approach setting and the propeller speed set at 1900 RPM. They positioned the aircraft at 150–160 kt airspeed to join the downwind leg of the circuit for runway 30, which is a right circuit. The pilot lowered the landing gear on the downwind circuit leg. They reduced power (set 600-700 foot-pounds torque on both engines) to start the final descent on late downwind abeam the runway 30 threshold, in accordance with their standard operating procedures. At about the turn point for the base leg of the circuit, the pilot observed the left engine fire warning activate. The pilot held the aircraft in the right base turn, but paused before conducting the engine fire checklist immediate actions in consideration of the fact that they were only a few minutes from landing and there were no secondary indications of an engine fire. After a momentary pause, the pilot decided to conduct the immediate actions. They retarded the left engine condition lever to the fuel shut-off position, paused again to consider if there was any other evidence of fire, then closed the firewall shutoff valve, activated the fire extinguisher and doubled the right engine power (about 1,400 foot-pounds torque). The pilot continued to fly the aircraft in a continuous turn for the base leg towards the final approach path, but noticed it was getting increasingly difficult to maintain the right turn. They checked the engine instruments and confirmed the left engine was shut down. They adjusted the aileron and rudder trim to assist controlling the aircraft in the right turn. The aircraft became more difficult to control as the right turn and descent continued and the pilot focused on maintaining bank angle, airspeed (fluctuating 100–115 kt) and rate of descent. Due to the pilot’s position in the left seat, they were initially unable to sight the runway when they started the right turn. The aircraft had flown through the extended runway centreline when the pilot sighted the runway to the right of the aircraft. The aircraft was low on the approach and the pilot realised that a sand dune between the aircraft and the runway was a potential obstacle. They increased the right engine power to climb power (2,230 foot-pounds torque) raised the landing gear and retracted the flap to reduce the rate of descent. The aircraft cleared the sand dune and the pilot lowered the landing gear and continued the approach to the runway from a position to the left of the runway centreline. The aircraft landed in the sand to the left of the runway threshold and after a short ground roll spun to the left and came to rest. There were no injuries and the aircraft was substantially damaged.

During the takeoff roll from runway 05 at Saint-Frédéric Airport, the twin engine deviated to the left. The pilot-in-command elected to correct the deviation and to maintain the airplane on the runway centerline but it veered off runway to the left and came to rest in the snow. Both pilots evacuated safely and the aircraft was damaged beyond repair.