BAe Jetstream 31

Transmandu - Transportes Aéreos Manduca

After touchdown on runway 18/36 at Canaima Airport, the twin engine airplane went out of control, veered off runway and came to rest in the bush, bursting into flames. All occupants evacuated safely while the aircraft was partially destroyed by fire. It was reported that a tire burst upon landing.

Air Century

The twin engine aircraft departed San Juan-Luis Muñoz Marín (Isla Verde) Airport, Puerto Rico, on a charter flight to Punta Cana, carrying two pilots, one flight attendant and 10 crew members from Air Europa positioning to Punta Cana. Following an uneventful flight, the crew completed the approach and landing on runway 08. After a roll of about 1,500 feet, the aircraft deviated to the left, made a 45° turn, veered off runway and came to rest in a wooded area, bursting into flames. All 13 occupants evacuated safely, among them two passengers were slightly injured. The aircraft was destroyed.

LinksAir

G-GAVA took off from Belfast City Airport at 1745 hrs operating a scheduled air service to Doncaster Sheffield Airport with one passenger and a crew of two pilots on board. The commander was the Pilot Flying (PF) and the co-pilot was the Pilot Monitoring (PM). The departure, cruise and approach to Doncaster Sheffield were uneventful. The 1820 hrs ATIS for the airport stated that the wind was from 260° at 5 kt, varying between 220° and 280°. Visibility was greater than 10 km, there were few clouds at 3,000 ft aal, the temperature was 17°C and the QNH was 1,019 hPa. Although Runway 02 was the active runway, the crew requested radar vectors for a visual final approach to Runway 20, a request which was approved by ATC. The load sheet recorded that the aircraft’s mass at landing was expected to be 5,059 kg which required a target threshold indicated airspeed (IAS) of 101 kt. The aircraft touched down at 1836 hrs with an IAS of 102 kt and a peak normal acceleration of 1.3 g, and the commander moved the power levers aft to ground idle and then to reverse. As the aircraft decelerated, the commander moved the power levers forward to ground idle and asked the co-pilot to move the RPM levers to taxi. At an IAS of 65 kt, eight seconds after touchdown, the left wing dropped suddenly, the aircraft began to yaw to the left and the commander was unable to maintain directional control with either the rudder or the nosewheel steering tiller. The aircraft ran off the left side of the runway and stopped on the grass having turned through approximately 90°. The left landing gear had collapsed and the aircraft had come to a halt resting on its baggage pannier, right landing gear and left wing. The commander pulled both feather levers, to ensure that both engines were shut down, and switched the Electrics Master switch to emergency off. The co-pilot transmitted “tower……[callsign]” and the controller replied “[callsign] copied, emergency services on their way”. The commander instructed the co-pilot to evacuate the aircraft. The co-pilot moved into the main cabin where he found that the passenger appeared to be uninjured. He considered evacuating the aircraft through the emergency exit on the right side but judged that the main exit on the left side at the rear of the cabin would be the best option. The left side cabin door released normally but would not open completely because the sill of the doorway was at ground level (Figure 1) but, all occupants were able to evacuate the aircraft. The Aerodrome Controller in the ATC tower activated the Crash Alarm at 1836 hrs while the aircraft was still on the paved surface of the runway. Two Rescue and Fire Fighting Service vehicles arrived on scene at 1838 hrs by which time the occupants were clear of the aircraft.

EasySky

Following an uneventful flight from Roatán, the crew started the approach to San Pedro Sula Airport Runway 04. After touchdown, the pilot applied brake when the aircraft encountered controllability problems. It veered off runway to the left, went through a grassy area, lost its undercarriage and came to rest with its nose in a drainage ditch located 40 metres to the left of the runway. All 19 occupants escaped uninjured and the aircraft was damaged beyond repair.

Vecolair

During the takeoff roll at Salerno AFB, the pilot-in-command decided to abandon the takeoff procedure for unknown reasons. The aircraft went out of control, veered off runway and came to rest. There were no injuries and the aircraft was damaged beyond repair.

Private Venezuelan

While cruising in bad weather conditions, the crew apparently lost his orientation and decided to divert to Útila Airport. On approach, both engines failed due to fuel exhaustion. The aircraft stalled and crashed in a dense wooded area. A pilot was killed while both other occupants were injured. The aircraft was destroyed. A load of 1,500 kilos of cocaine was found in the cabine.

Sky Express

Flight SEH102/103 of 12 February 2009 was a scheduled passenger carrying flight performing the route Heraklion – Rhodes – Heraklion. The crew that was going to perform the flight reported for duty at 16:00 h. The aircraft had earlier on the same day performed, with a different flight crew, four routes (Heraklion – Rhodes – Heraklion and Heraklion – Samos – Heraklion), without any problems being reported. Nothing had been observed during the pre-flight check. The aircraft departed Heraklion at 16:55 h and landed at Rhodes at 17:35 h without incident. At 18:30 h the aircraft departed Rhodes for Heraklion, carrying three crew members and 15 passengers. The pilot flying (PF) this particular sector was the Pilot in Command (PIC). At a distance of 30 nm from Heraklion and at a altitude of 7700 ft on its descent to 3000 ft, the crew informed the Air Traffic Control that it had the runway in sight and requested and was granted clearance to perform a visual approach. The aircraft, fully configured for landing from a distance of 7nm, approached the airport for landing at runway 27. The wind information provided by the Air Traffic Control was 18 kt – 25 kt, from 210°. While approaching the runway, the PF asked the First Officer (FO) to check the angle of descent based on the APAPIs’ of the runway. The FO confirmed the correct angle of descent, saying “one white, one red”. The aircraft crossed the threshold with a speed of 112 kt and after flaring the PF reduced speed to Flight Idle and touched down with a speed of 86 kt. As the speed was being gradually reduced, the PF had difficulty with controlling the aircraft along its longitudinal axis and noticing that the aircraft was leaning somewhat to the right, reported to the FO that “the gear has broken”. Immediately afterwards, the blades of the right propeller of the aircraft struck the runway. As the aircraft continued to move with the left main landing gear wheel operating normally and the collapsed right main landing gear, folded backwards under the wing, being dragged along the runway, the crew stopped the engines, reported to the Airport Control Tower that the right landing gear had broken and requested evacuation. The aircraft stopped in the runway with its nose wheel at 4.6 m to the right of the center line, at a distance of 930 m from the point of the propeller’s first contact with the runway. Immediately afterwards the PF ordered the cabin crew to open the cabin door and evacuated the aircraft, and the FO, who observed some fuel leaking from the right engine, switched off the electrical systems and requested through the Airport Control Tower that the fire trucks, which were on their way, to throw foam on the right wing to prevent any fire being started. The passengers disembarked from the left aft door without any problems with the assistance of the cabin crew, while the fire trucks covered the right wing with foam as a preventive measure. The airport, applying the standing procedures, removed the aircraft and released the runway for operation at 22:30 h. During the period of time that runway 09/27 remained out of operation, two flights approaching the airport for landing were diverted to Chania Airport, and the departures of another three flights were delayed.

Northwestern Air Leasing

The Northwestern Air BAe Jetstream 31 was operating as PLR734 on an instrument flight rules (IFR) flight from Hay River to Fort Smith, Northwest Territories. After conducting an IFR approach to Runway 11, PLR734 executed a missed approach and flew a full procedure approach for Runway 29. At approximately 0.2 nautical miles from the threshold, the crew sighted the approach strobe lights and continued for a landing. Prior to touchdown, the aircraft entered an aerodynamic stall and landed hard on the runway at 1515 mountain standard time. The aircraft remained on the runway despite the left main landing gear collapsing. The two flight crew members and three passengers were uninjured and evacuated the aircraft through the left main cabin door. There was no post-impact fire.

Servicios Aéreos Sucre - SASCA

Upon landing at Los Roques Airport, the left main gear collapsed. The aircraft veered off runway to the left and came to rest on the edge of a lagoon. All 16 occupants escaped uninjured while the aircraft was damaged beyond repair.

Peace Air

The aircraft was conducting an instrument approach to Runway 29 at Fort St. John, British Columbia, on a scheduled instrument flight rules flight from Grande Prairie, Alberta. At 1133 mountain standard time, the aircraft touched down 320 feet short of the runway, striking approach and runway threshold lights. The right main and nose landing gear collapsed and the aircraft came to rest on the right side of the runway, 380 feet from the threshold. There were no injuries to the 2 pilots and 10 passengers. At the time of the occurrence, runway visual range was fluctuating between 1800 and 2800 feet in snow and blowing snow, with winds gusting to 40 knots.

Air Panama

Following an uneventful flight from Panama City, the crew completed the approach and landing at Bocas del Toro Airport. After touchdown on a wet runway following heavy rain falls, the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest in bushes. All occupants were rescued, among them few were slightly injures. The aircraft was damaged beyond repair.

Caribintair

During the takeoff roll at Cap Haïtien Airport, the captain decided to abandon the takeoff procedure. Unable to stop within the remaining distance, the aircraft overran. The left hand side of the fuselage was punctured by propeller parts coming from the left engine. All occupants escaped uninjured while the aircraft was damaged beyond repair. The exact date of the mishap remains unknown, somewhere in January 2006.

Venezolana - Linea Aérea Bolivariana

After landing on runway 09, the twin engine aircraft went out of control, veered off runway to the right and eventually collided with the fire station located between both runways 08 and 09 at Caracas-Maiquetía-Simón Bolívar Airport. Two female passengers were killed while 19 other occupants suffered injuries of various degrees. Few hours later, a third passenger died from his injuries. Weather conditions were poor at the time of the accident with heavy rain falls, and the runway surface was wet.

American Connection

On October 19, 2004, about 1937 central daylight time, Corporate Airlines (doing business as American Connection) flight 5966, a BAE Systems BAE-J3201, N875JX, struck trees on final approach and crashed short of runway 36 at Kirksville Regional Airport (IRK), Kirksville, Missouri. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled passenger flight from Lambert-St. Louis International Airport, in St. Louis, Missouri, to IRK. The captain, first officer, and 11 of the 13 passengers were fatally injured, and 2 passengers received serious injuries. The airplane was destroyed by impact and a post impact fire. Night instrument meteorological conditions (IMC) prevailed at the time of the accident, and the flight operated on an instrument flight rules flight plan.

European Executive Express

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.

Eastern Airways

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.

Servicio Aéreo Vargas España - SAVE

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.

European Executive Express

The aircraft was on its way to Skien with a crew of two and 11 passengers. During the flight, ice was observed on the aircraft’s wings, but the ice was considered to be too thin to be removed. During descent towards runway 19 at Geiteryggen the aircraft’s ground proximity warning system (GPWS) sounded a total of three times. The aircraft was then in clouds and the crew did not have visual contact with the ground. The warnings, combined with somewhat poorly functioning crew coordination, resulted in the crew forgetting to actuate the system for removing ice from the wings. The subsequent landing at 1828 hrs was unusually hard, and several of the passengers thought that the aircraft fell the last few metres onto the runway. The hard landing caused permanent deformation of the left wing so that the left-hand landing gear was knocked out of position, and the left propeller grounded on the runway. The crew lost directional control and the aircraft skewed to the left and ran off the runway. The aircraft then hit a gravel bank 371 metres from the touchdown point. The collision with the gravel bank was so hard that the crew and several of the passengers were injured and the aircraft was a total loss. It was dark, light rain and 4 °C at Geiteryggen when the accident occurred. The wind was stated to be 120° 10 kt. The investigation shows that it is probable that ice on the wings was the initiating factor for the accident. The AIBN has not formed an opinion on whether the ice resulted in the high sink rate after the first officer reduced the power output of the engines, or whether the aircraft stalled before it hit the runway. Investigation has to a large extend focused on the crew composition and training. A systematic investigation of the organisation has also taken place. In the opinion of the AIBN, the company has principally based its operations on minimum standards, and this has resulted in a number of weaknesses in organisation, procedures and quality assurance. These conditions have indirectly led to the company operating the route Skien – Bergen with a crew that, at times, did not maintain the standard that is expected for scheduled passenger flights. The investigation has also revealed that procedures for de-icing of the aircraft wings could be improved.

Aerocaribe - Aerovias Caribe

The aircraft departed Tuxtla Gutiérrez Airport on a regular schedule flight to Mérida with intermediate stops in Villahermosa and Veracruz, carrying 17 passengers and two pilots. En route to Villahermosa-Carlos Rovirosa Pérez Airport, at an altitude of 16,000 feet and about 50 miles from the destination, the crew encountered poor weather conditions and deviated from the V3 Airway to the right for about 24 km. After he initiated the descent, the crew was instructed by ATC to report 25 DME. Shortly later, while descending in clouds, the twin engine aircraft struck the slope of a mountain located near Chulum Juárez, about 80 km southeast of Villahermosa Airport. The wreckage was found at an altitude of 1,890 metres. The aircraft disintegrated on impact and all 19 occupants were killed.

Executive Airlines - 1986

On May 21, 2000, about 1128 eastern daylight time (EDT), a British Aerospace Jetstream 3101, N16EJ, operated by East Coast Aviation Services (doing business as Executive Airlines) crashed about 11 miles south of Wilkes-Barre/Scranton International Airport (AVP), Wilkes-Barre, Pennsylvania. The airplane was destroyed by impact and a post crash fire, and 17 passengers and two flight crewmembers were killed. The flight was being conducted under 14 Code of Federal Regulations (CFR) Part 135 as an on-demand charter flight for Caesar’s Palace Casino in Atlantic City, New Jersey. An instrument flight rules (IFR) flight plan had been filed for the flight from Atlantic City International Airport (ACY) to AVP. The captain checked in for duty about 0800 at Republic Airport (FRG) in Farmingdale, New York, on the day of the accident. The airplane was originally scheduled to depart FRG at 0900 for ACY and to remain in ACY until 1900, when it was scheduled to return to FRG. While the pilots were conducting preflight inspections, they received a telephone call from Executive Airlines’ owner and chief executive officer (CEO) advising them that they had been assigned an additional flight from ACY to AVP with a return flight to ACY later in the day, instead of the scheduled break in ACY. Fuel records at FRG indicated that 90 gallons of fuel were added to the accident airplane’s tanks before departure to ACY. According to Federal Aviation Administration (FAA) air traffic control (ATC) records, the flight departed at 0921 (with 12 passengers on board) and arrived in ACY at 0949. According to passenger statements, the captain was the pilot flying from FRG to ACY. After arrival in ACY, the flight crew checked the weather for AVP and filed an IFR flight plan. Fuel facility records at ACY indicated that no additional fuel was added. The accident flight to AVP, which departed ACY about 1030, had been chartered by Caesar’s Palace. According to ATC records, the flight to AVP was never cleared to fly above 5,000 feet mean sea level (msl). According to ATC transcripts, the pilots first contacted AVP approach controllers at 1057 and were vectored for an instrument landing system (ILS) approach to runway 4. The flight was cleared for approach at 1102:07, and the approach controller advised the pilots that they were 5 nautical miles (nm) from Crystal Lake, which is the initial approach fix (IAF) for the ILS approach to runway 4. The pilots were told to maintain 4,000 feet until established on the localizer. At 1104:16, the approach controller advised that a “previous landing…aircraft picked up the airport at minimums [decision altitude].” The pilots were instructed to contact the AVP local (tower) controller at 1105:09, which they did 3 seconds later. The airplane then descended to about 2,200 feet, flew level at 2,200 feet for about 20 seconds, and began to climb again about 2.2 nm from the runway threshold when a missed approach was executed (see the Airplane Performance section for more information). At 1107:26 the captain reported executing the missed approach but provided no explanation to air traffic controllers. The tower controller informed the North Radar approach controllers of the missed approach and then instructed the accident flight crew to fly runway heading, climb to 4,000 feet, and contact approach control on frequency 124.5 (the procedure published on the approach chart). The pilots reestablished contact with the approach controllers at 1108:04 as they climbed through 3,500 feet to 4,000 feet and requested another ILS approach to runway 4. The flight was vectored for another ILS approach, and at 1110:07 the approach controller advised the pilots of traffic 2 nm miles away at 5,000 feet. The captain responded that they were in the clouds. At 1014:38, the controller directed the pilots to reduce speed to follow a Cessna 172 on approach to the airport, and the captain responded, “ok we’re slowing.” The flight was cleared for a second approach at 1120:45 and advised to maintain 4,000 feet until the airplane was established on the localizer. At 1123:49 the captain transmitted, “for uh one six echo juliet we’d like to declare an emergency.” At 1123:53, the approach controller asked the nature of the problem, and the captain responded, “engine failure.” The approach controller acknowledged the information, informed the pilots that the airplane appeared to be south of the localizer (off course to the right), and asked if they wanted a vector back to the localizer course. The flight crew accepted, and at 1124:10 the controller directed a left turn to heading 010, which the captain acknowledged. At 1124:33, the controller asked for verification that the airplane was turning left. The captain responded, “we’re trying six echo juliet.” At 1124:38, the controller asked if a right turn would be better. The captain asked the controller to “stand by.” At 1125:07, the controller advised the pilots that the minimum vectoring altitude (MVA) in the area was 3,300 feet. At 1125:12, the captain transmitted, “standby for six echo juliet tell them we lost both engines for six echo juliet.” At that time, ATC radar data indicated that the airplane was descending through 3,000 feet. The controller immediately issued the weather conditions in the vicinity of the airport and informed the flight crew about the location of nearby highways. At 1126:17, the captain asked, “how’s the altitude look for where we’re at.” The controller responded that he was not showing an altitude readout from the airplane and issued the visibility (2.5 miles) and altimeter setting. At 1126:43, the captain transmitted, “just give us a vector back to the airport please.” The controller cleared the accident flight to fly heading 340, advised the flight crew that radar contact was lost, and asked the pilots to verify their altitude. The captain responded that they were “level at 2,000.” At 1126:54, the controller again advised the flight crew of the 3,300-foot MVA and suggested a 330° heading to bring the airplane back to the localizer. At 1127:14 the controller asked, “do you have any engines,” and the captain responded that they appeared to have gotten back “the left engine now.” At 1127:23, the controller informed the pilots that he saw them on radar at 2,000 feet and that there was a ridgeline between them and the airport. The captain responded, “that’s us” and “we’re at 2,000 feet over the trees.” The controller instructed the pilots to fly a 360° heading and advised them of high antennas about 2 nm west of their position. At 1127:46, the captain transmitted, “we’re losing both engines.” Two seconds later the controller advised that the Pennsylvania Turnpike was right below the airplane and instructed the flight crew to “let me know if you can get your engines back.” There was no further radio contact with the accident airplane. The ATC supervisor initiated emergency notification procedures. A Pennsylvania State Police helicopter located the wreckage about 1236, and emergency rescue units arrived at the accident site about 1306. The accident occurred in daylight instrument meteorological conditions (IMC). The location of the accident was 41° 9 minutes, 23 seconds north latitude, 75° 45 minutes, 53 seconds west longitude, about 11 miles south of the airport at an elevation of 1,755 feet msl.

Alberta Citylink

At 1700 MST, Alberta Citylink flight 933, C-FBIE, a British Aerospace Jetstream 31, serial number 815, took off from Calgary, on a scheduled flight to Lloydminster, Alberta. The aircraft carried a two-pilot crew, 13 passengers, and 250 pounds of freight and baggage. A non-precision automatic direction finder (ADF) approach was conducted to runway 25. The first officer was flying the approach, and when the runway environment became visual, the captain took control, requested 35 degrees of flap, and commenced the final descent to the runway. On touchdown, the left main landing gear collapsed and both propellers struck the runway surface. The aircraft slid along the runway on the belly pod for about 1 800 feet, and when the left wing contacted snow on the edge of the runway, the aircraft turned about 160 degrees. The passengers and crew evacuated through the over-wing exit. There was no fire and no injuries. The Board determined that an unstabilized approach resulted in a heavy landing because the captain changed the configuration of the aircraft, and the high rate of descent was not arrested before contact was made with the runway surface. Contributing to the high rate of descent were the reduction of engine power to flight idle, airframe ice, and the time available for the final descent. Contributing to the damage on landing was the left-to-right movement of the aircraft.

American Eagle

Flight 3379 departed Greensboro at 18:03 with a little delay due to baggage rearrangement. The aircraft climbed to a 9,000 feet cruising altitude and contacted Raleigh approach control at 18:14, receiving an instruction to reduce the speed to 180 knots and descend to 6,000 feet. Raleigh final radar control was contacted at 18:25 and instructions were received to reduce the speed to 170 knots and to descend to 3,000 feet. At 18:30 the flight was advised to turn left and join the localizer course at or above 2,100 feet for a runway 05L ILS approach. Shortly after receiving clearance to land, the n°1 engine ignition light illuminated in the cockpit as a result of a momentary negative torque condition when the propeller speed levers were advanced to 100% and the power levers were at flight idle. The captain suspected an engine flame out and eventually decided to execute a missed approach. The speed had decreased to 122 knots and two momentary stall warnings sounded as the pilot called for max power. The aircraft was in a left turn at 1,800 feet and the speed continued to decrease to 103 knots, followed by stall warnings. The rate of descent then increased rapidly to more than 10,000 feet/min. The aircraft eventually struck some trees and crashed about 4 nm southwest of the runway 05L threshold. Five passengers survived while 15 other occupants were killed.

Northwest Airlink

While on a localizer back course approach the airplane collided with trees and the terrain approximately 3 miles from the runway threshold. The captain delayed the start of the descent that subsequently required an excessive descent rate to reach the FAF and MDH. The captain's actions led to distractions during critical phases of the approach. The flightcrew lost altitude awareness and allowed the airplane to descend below mandatory level off points. The captain's record raised questions about his airmanship and behavior that suggested a lack of crew coordination during flight operations, including intimidation of first officers. Company management did not address these matters adequately. The airline's flight operations management failed to implement provisions to adequately oversee the training of their flight crews and the operation of their aircraft. FAA guidance to their inspectors concerning implementation of ops bulletins is inadequate and has failed to transmit valuable safety information as intended to airlines. The aircraft was totally destroyed and all 18 occupants were killed.

United Express

The company chief pilot/check pilot was giving a check flight to a company first officer (f/o). An FAA inspector was aboard to observe the check pilot's ability to give proficiency check flights. Soon after liftoff on the 2nd takeoff, the check pilot simulated an engine failure. The f/o, who was wearing a vision limiting device, allowed the airplane to drift to the left, but the FAA inspector noted that the f/o successfully regained directional control. The inspector then looked away from the cockpit, and when he looked back, the airplane was descending. Moments later, it collided with the ground. The FAA inspector reported that the check pilot was looking to the left, outside of the aircraft, and did not have his hand near the power quadrant. Review of the CVR tape revealed that, from the time the f/o was given the simulated left engine failure until impact, the check pilot did not say anything to the f/o. No maintenance discrepancy or material deficiency was noted during the investigation. The f/o had 3925 hours in this make/model of aircraft.

British Aerospace Corporation

The crew departed Prestwick Airport on a training flight to East Midlands Airport. Shortly after takeoff, while in initial climb, the crew simulated an engine failure. The aircraft nosed up and adopted a high angle of attack with the gear still down. Ten seconds after liftoff, the copilot was still attempting to determine which engine failed and the pilot/instructor reminded him that the gear were still down. When the stall warning sounded, the pilot took over control within 2 seconds and increased engine power but the aircraft rolled to the right and crashed inverted. Both occupants were killed.

CC Air

After a series of instrument procedures, the flight returned to Knoxville and landed. On the next takeoff, the first officer dropped the airplane's checklist and the check airman elected to continue the flight without using the checklist. On the next visual approach, the check airman and first officer attempted a landing without lowering the landing gear. The airplane touched down and both propeller assemblies struck the concrete runway surface. The pilot reported the gearup touchdown to the control tower and elected to go around. During the climbout the check airman lowered the landing gear, established a teardrop pattern for the opposite runway and feathered the right propeller. Crash fire rescue (cfr) equipment was alerted and was in position for the second landing attempt. While on short final, the check airman called for max power, a reduction in the flap setting, and initiated a single engine go-around below 200 feet. There is no operational procedure for a single engine go-around below 200 feet. The airplane climbed briefly and crashed inverted about 7,500 feet from the approach end of the runway. Both pilots were killed.

CC Air

Aircraft was dispatched with inoperative airframe deice system, tho an operational deice system was required for flight in known icing conditions. During descent to land, aircraft encountered light icing conditions. Capt believed aircraft could 'handle it' and continued descent. As he began ILS final approach, he noted significant increase of ice accumulation and used higher than normal approach speed. As full (50°) flaps were set, aircraft began buffet and pitched nose down. Capt corrected with full back pressure on control column, but aircraft landed hard, gear collapsed and aircraft slid about 3,600 feet to a stop. No preimpact mechanical anomaly was found, except for inoperative deice system. Investigation revealed pilots had received printout of weather from company computer system with surface observation and terminal forecast, but no area forecast (FA). Pilots and ground personnel were not aware that FA was available at company weather terminal. FA forecasted light and occasional moderate rime and mixed icing in clouds and precipitation above freezing level. Weather deteriorated, but pilots did not require inflight weather info or pireps. Flight mnl noted tailplane ice may cause nose down trim change with flap extension. There was evidence of tail plane stall, lack of company training in cold weather operations, deficiencies in use of deicing systems, and lack of FAA surveillance.

United Express

During arrival for an ILS runway 21R approach, the aircraft encountered icing conditions for about 9-1/2 minutes. As the aircraft was vectored for the approach, the Seattle ARTCC controller used an expanded radar range and did not provide precise positioning of the aircraft to the final approach course. The flight crew attempted to continue on a steep, unstabilized approach for a landing. Recorded radar data showed that the aircraft was well to the right of the ILS course line and well above the glide slope as it passed the outer marker/final approach fix (faf). It did not intercept the localizer course until it was about 1.5 mile inside the faf. Also, it was still well above the ILS glide slope were recorded altitude data was lost when the aircraft was abt 2.5 miles from the airport. The tower had closed, but the controller saw the aircraft in a higher than normal rate of descent in a wings level attitude. Before reaching the runway, the aircraft nosed over and crashed in a steep descent. There was evidence that ice had accumulated on the airframe, including the horizontal stabilizers, which may have resulted in a tail plane stall. All six occupants were killed.

Royal Saudi Air Force

On final approach to Dhahran Airport, the twin engine aircraft lost height and crashed on the top of a hill located few km from the airfield. The aircraft was destroyed and all five occupants were killed.

American Eagle

The copilot was flying the aircraft as it was being ferried after minor maintenance. As they were in a descent and were approaching the destination airport, the captain noted a left engine torque fluctuation of 20% to 30% and elected to secure the engine, although no yawing was noticed. During shutdown, the left propeller did not feather and drag increased until the aircraft would not sustain level flight. An attempted restart of the left engine was unsuccessful, so the captain tried to feather it again. However, the left propeller still did not feather. Subsequently, the pilots were forced to land in an open field on uneven terrain and the aircraft was damaged. An extensive investigation was made, but no cause could be found for the torque fluctuation, nor could the condition be duplicated, however, the investigation did note that the air and ground procedures for engine shutdown were similar. A variation in the ground shutdown procedures allowed for engagement of the start latches.

Jetstream International Airlines

A company designated instructor and two f/o trainees were conducting a far 135 training flight. The third approach was terminated with a go-around initiated over the runway threshold at about 50 feet. After climbing to about 150 feet, the aircraft was observed to oscillate in yaw, followed by pitch, and then roll to the right. The aircraft impacted in a near-vertical descent attitude. The investigation revealed that the right engine was operating, but at reduced power. The left engine was at full power. There was no indication of aircraft system malfunction or failure. Company pilots indicated that the captain had a history of demeaning cockpit behavior and roughness with students. The f/o, was small in stature and had 100 hours of multi-engine time and no turboprop time. Company pilots reported the f/o trainee was consistently behind the aircraft in prior flights. Examination of the aircraft revealed the flaps in the retracted position contrary to aircraft handbook. Company pilots further indicated the captain had history of requiring low altitude 1-engine go arounds and delaying offers of assistance to students. All three crew members were killed.

Northwest Airlink

The captain stated that he had planned the approach at a higher-than-normal airspeed and altitude due to a reported low level windshear. At 400 feet agl the aircraft entered a light downdraft but the crew corrected the descent profile with power. At 200 feet agl the aircraft suddenly, according to the captain, pitched down before impacting the runway. Witnesses stated that the aircraft pitched down on short final, leveled off, then slammed onto the runway on all wheels. It then bounced, pitched down again and impacted the runway nose-first. A subsequent inspection, operational test, and teardown of the airplane's stall protection system found it to be functioning satisfactorily. The two powerplants also tested within normal parameters.

Continental Express

Taxi clearance was received at 16:35 and the flight left gate 14B for runway 19. The airplane was cleared for takeoff at 16:44. Shortly after lifting off, at 200 feet above the ground, the engine torque gauges began to fluctuate erratically and the plane began to yaw back and forth. The captain believed the TTL (Torque Temperature Limiting) system may have been bypassing fuel to the engines (a situation that could occur when power levers are advanced too far forward). He then slightly decreased the power settings which resulted in even greater torque oscillations and greater yawing. The captain believed both engines were malfunctioning for some unknown reason and landed back on runway 19, because a 90° turn for runway 28 seemed impossible. The aircraft overran the runway, struck a 6 feet high chain link fence, struck a concrete barrier and skidded across the Route 61 highway before coming to rest on a parking lot.

Jetstream International Airlines

While parked at Erie Airport, the BAe Jetstream 31 was hit by a private Cessna 441 registered N117EA. Both aircraft caught fire and were destroyed. There were no casualties.