De Havilland DHC-8-400 (Dash-8)

Bluebird Aviation

After landing at Beledweyne-Haji-Sheikh Mahmud Hasan (Ugas Khalif) Airport, the aircraft went out of control and came to rest against several earth mounds, bursting into flames. All three crew members managed to escape while the aircraft was destroyed by fire. The crew was completing a cargo flight from Djibouti City on behalf of the African Union Mission to Somalia (AMISOM) and it is believed that the aircraft was carrying food supplies.

Biman Bangladesh Airlines

The route of the aircraft on that day was DAC-RGN-DAC. At (18:03) the Bombardier DHC-8-402 aircraft, registered (S2-AGQ) contacted Yangon control tower and at (18:16) had ILS established and reported to the Yangon control tower. Due to adverse weather, Yangon control tower asked them to execute a go-around and the aerodrome operations was closed for the aviation safety for 2 hours. When the weather condition got better, the aerodrome operations was opened. And then the DHC-8-402 aircraft, registered S2-AGQ made RNP approach because only localizer was available at that moment. While the Bombardier DHC-8-402 aircraft was and making approach to runway 21, it was a bit higher than on slope 3 degree and landed on runway 21, remaining on the ground for upwards of 7 seconds, but the aircraft ran parallel to the runway, and then it flew up in the air up to 44 ft above the ground and sank again and collided with runway 03 and slid forward out of the runway and came to a complete stop on the over-run of the runway 03. There was no fire. All gears were collapsed and fuselage was broken into three sections. All 33 occupants were evacuated, among them 20 were injured. The aircraft was destroyed.

Alaska Airlines

On August 10, 2018, about 2043 Pacific daylight time, a De Havilland DHC-8-402, N449QX, was destroyed when it impacted trees on Ketron Island, near Steilacoom, WA. The noncertificated pilot was fatally injured. The airplane was registered to Horizon Air Industries, Inc,. and was being operated by the noncertificated pilot as an unauthorized flight. Visual meteorological conditions prevailed in the area at the time of the event, and no flight plan was filed. The airplane departed from the Seattle-Tacoma International Airport, Seattle, Washington, about 1932. Horizon Air personnel reported that the noncertificated pilot was employed as a ground service agent and had access to the airplanes on the ramp. The investigation of this event is being conducted under the jurisdiction of the Federal Bureau of Investigation (FBI). The NTSB provided requested technical assistance to the FBI, and any material generated by the NTSB is under the control of the FBI. The NTSB does not plan to issue an investigative report or open a public docket.

US-Bangla Airlines

On March 12, 2018, a US Bangla Airlines, Bombardier DHC-8-402, S2-AGU, flight number BS211 departed Hazrat Shahjalal International Airport, Dhaka, Bangladesh at 06:51 UTC on a schedule flight to Tribhuvan International Airport (TIA), Kathmandu, Nepal. The aircraft overflew part of Bangladesh and Indian airspace en-route to Nepal. At 0641, Dhaka Ground Control contacted the aircraft requesting for its Bangladesh ADC number which was recently made mandatory a few weeks ago by Bangladesh authority for all international outbound flights. The crew provided the ADC number as 2177 as provided in the Flight Plan. The Ground Controller again asked the crew if they had the ADC for Bangladesh. At 0642, PIC then contacted the Operations to confirm the Bangladesh ADC number. As per the CVR records, changes in the PIC’s vocal pitch and language used indicated that he was agitated and experiencing high levels of stress at the time while communicating with Dhaka Ground Control and airlines operations. The aircraft finally took off at 0651. As the aircraft was in a climb phase, the PIC overheard a communication between Operations and another US Bangla aircraft regarding the fuel onboard but the PIC without verifying whether the message was meant for him or not, engaged in some unnecessary conversation with the Operations staff. The Captain's vocal pitch and language used indicated that he was very much emotionally disturbed and experiencing high level of stress. The aircraft established its first contact with Kathmandu Control at 0752:04. At 0807:49 the First Officer contacted Kathmandu Control and requested for descent. Kathmandu Control gave descend clearance to FL160 with an estimated approach time of 0826 which was acknowledged by the First Officer. At 0810 the flight was handed over to Kathmandu Approach. At 0811, Kathmandu Approach instructed the aircraft to descend to 13,500 ft and hold over GURAS. The crew inserted the HOLD in the Flight Management System. At 0813:41 Kathmandu Approach further instructed the aircraft to reduce its speed and descend to 12500 ft. At 0816 Kathmandu Approach instructed the aircraft to further descend to 11500 ft., and cleared for VOR approach RWY 02 maintaining minimum approach speed. Both the crew forgot to cancel the hold on the FMS as they were engaged in some unnecessary conversation. Upon reaching GURAS, the aircraft turned left to enter the holding pattern over GURAS, it was noticed by PIC and FO and immediately PIC made correction and simultaneously this was alerted to the crew by Approach Control also. Once realizing the aircraft flying pattern and ATC clearance, the PIC immediately selected a heading of 027° which was just 5° of interception angle to intercept the desired radial of 202° inbound to KTM. The spot wind recorded was westerly at 28kt. The aircraft continued approach on heading mode and crossed radial 202° at 7 DME of KTM VOR. The aircraft then continued on the same heading of 027° and deviated to the right of the final approach course. Having deviated to the right of the final approach path, the aircraft reached about 2-3 NM North east of the KTM VOR and continued to fly further northeast. At 0827, Kathmandu Tower (TWR) alerted the crew that the landing clearance was given for RWY 02 but the aircraft was proceeding towards RWY 20. At 0829, Tower Controller asked the crew of their intention to which the PIC replied that they would be landing on RWY 02. The aircraft then made an orbit to the right. The Controller instructed the aircraft to join downwind for RWY 02 and report when sighting another Buddha Air aircraft which was already on final for RWY 02. The aircraft instead of joining downwind leg for RWY 02, continued on the orbit to the right on a westerly heading towards Northwest of RW 20. The controller instructed the aircraft to remain clear of RWY 20 and continue to hold at present position as Buddha air aircraft was landing at RW 02 (from opposite side) at that time. After the landing of Buddha Air aircraft, Tower Controller, at 08:32 UTC gave choice to BS211 to land either at RW 20 or 02 but the aircraft again made an orbit to the right, this time northwest of RWY 20. While continuing with the turn through Southeastern direction, the PIC reported that he had the runway in sight and requested tower for clearance to land. The Tower Controller cleared the aircraft to land but when the aircraft was still turning for the RWY it approached very close to the threshold for RWY 20 on a westerly heading and not aligned with the runway. At 08:33:27 UTC, spotting the aircraft maneuvering at very close proximity of the ground and not aligned with the RWY. Alarmed by the situation, the Tower Controller hurriedly cancelled the landing clearance of the aircraft by saying, "Takeoff clearance cancelled". Within the next 15-20 seconds, the aircraft pulled up in westerly direction and with very high bank angle turned left and flew over the western area of the domestic apron, continued on a southeasterly heading past the ATC Tower and further continued at a very low height, flew over the domestic southern apron area and finally attempted to align with the runway 20 to land. During this process, while the aircraft was turning inwards and momentarily headed towards the control tower, the tower controllers ducked down out of fear that the aircraft might hit the tower building. Missing the control tower, when the aircraft further turned towards the taxi track aiming for the runway through a right reversal turn, the tower controller made a transmission by saying, "BS 211, I say again...". At 08:34 UTC the aircraft touched down 1700 meters down the threshold with a bank angle of about 15 degrees and an angle of about 25 degrees with the runway axis (approximately heading Southeast) and to the left of the center line of runway 20, then veered southeast out of the runway through the inner perimeter fence along the rough down slope and finally stopped about 442 meters southeast from the first touchdown point on the runway. All four crew members (2 cockpit crew and 2 cabin crew) and 45 out of the 67 passengers onboard the aircraft were killed in the accident. Two more passengers succumbed to injury later in hospital during course of treatment. The aircraft caught fire after 6 seconds of touchdown which engulfed major portions of the aircraft.

Ethiopian Airlines

During the takeoff roll from runway 15/33 at Dire Dawa-Aba Tenna Dejazmach Yilma Airport, the aircraft collided with wild animals. The captaint abandoned the takeoff procedure and initiated an emergency braking manoeuvre when the aircraft veered off runway and came to rest. All 80 occupants evacuated safely and the aircraft was damaged beyond repair.

SpiceJet

Bombardier Q-400 aircraft VT-SUC belonging to M/s Spice jet Ltd. was involved in wild life strike accident during landing roll at Jabalpur while operating scheduled flight SG2458 from Mumbai to Jabalpur on 04.12.2015. The aircraft was under the command of pilot holding ATPL & duly qualified on type with First Officer also an ATPL holder and qualified on type. There were 49 passengers and 02 cabin crew on board the aircraft. The aircraft VT-SUC took-off from Mumbai for Jabalpur at around 1200 UTC. The enroute flight was uneventful. The aircraft came in contact with ATC Jabalpur at around 1323 UTC. The ATC reported prevailing weather at Jabalpur as surface winds calm, visibility 5000 meters, weather Haze, nonsignificant clouds, and temp 24° C. At 1342 UTC the pilot requested ATC for visual approach runway 06. The ATC cleared VT-SUC for visual approach runway 06 and asked to confirm when runway in sight. At 1347 UTC the pilot confirmed the runway in sight and requested for landing clearance and the same was acknowledged by ATC. The aircraft landed on runway 06 and about 05 to 06 seconds after touch down at around 1350 UTC the aircraft hit wild boars on the runway. The pilot stated that as it was dawn they did not see the wild boars on runway during approach, and saw the wild boars only after touch down and when they were very close to them, also they did not had adequate time to react so as to take any evasive action. Hence, one of the wild boars on runway impacted with LH main landing gear due which the LH Main landing gear got collapsed and the aircraft started drifting towards left. Thereafter LH engine propeller blades came in contact with ground and got sheared off. The aircraft dragged on its belly for around 182 feet and in the process the nose landing gear also collapsed. The aircraft then veered to the left of the center line and subsequently exited the runway onto the left side and came to final halt position in Soft Ground. The pilot then confirmed with first officer about fire and once getting assured that there was no fire gave evacuation call outs. The pilot then contacted ATC for assistance and informed that there were 10 to 11 pigs on the runway and the aircraft had hit the pig and gone off the runway. The Crash Fire Tender (CFT) team along with operational jeep reached the accident site. The pilot shut down the engines. All the passengers were then evacuated safely from the RH side. There was no injury to any of the occupants on board the aircraft and there was no fire.

Luxair

On the day of the accident, the crew of four was deployed for flights from Luxembourg (LUX) via Saarbrucken (SCN) to Hamburg (HAM) and back again via Saarbrucken to Luxembourg with a Bombardier DHC-8-402. The crew stated that they had met at about 0530 hrs for pre-flight preparations. The flights up until the take-off in Saarbrucken had occurred without incident. All in all the working atmosphere had been good and relaxed and they had been ahead of schedule. Saarbrucken was the destination airport for 14 passengers. The remaining 16 passengers’ destination airport was Luxembourg. According to the Cockpit Voice Recorder (CVR), the Flight Data Recorder (FDR), and the radio communication recordings, the engine start-up clearance was issued at 1009:47 hrs approximately 25 minutes ahead of schedule. At 1015:03 hrs while taxiing on taxiway C take-off clearance was issued. The Into Position Check was conducted at 1015:33 hrs on runway 09. The Pilot in Command (PIC) was Pilot Flying (PF) and the co-pilot Pilot Non Flying (PNF). The plan was to conduct take-off with reduced engine thrust (81%). During take-off the following callouts were made: 1016:24 PF take off, my controls 1016:25 PNF your controls 1016:27 PNF spoiler is closed 1016:30 PNF autofeather armed 1016:33 PF looks like spring 1016:35 PNF yeah, power is checked 1016:36 PNF 80 knots 1016:37 PF checked 1016:40 PNF V1, rotate 1016:42 Background click sound, probably gear lever UP 1016:43 PNF upps, sorry During the rotation phase with approximately 127 KIAS and a nose-up attitude of approximately 5°, the landing gear retracted. At 1016:44 hrs the airplane’s tail had the first ground contact (tail strike). The tail strike warning light illuminated. Approximately 875 m after the initial ground contact the airplane came to a stop after it had bounced three times and skidded on the fuselage. The cabin crew stated that due to smoke and fume development in the cabin the airplane was evacuated right away. All passengers and the crew were uninjured and left the severely damaged airplane without help.

SpiceJet

On 08.03.2015 M/s Spice Jet Ltd. Bombardier Q-400 aircraft VT-SUA, was operating a scheduled flight from Bangalore to Hubli under the command of ATPL license holder endorsed on type with duly qualified First Officer on type. There were 78 passengers and 4 crew members on board the aircraft. Previous to the accident flight, the aircraft VT-SUA had operated a flight Chennai – Bangalore with the same PIC. The flight was uneventful and there was no snag reported by the PIC on the completion of the flight. Subsequently the aircraft was scheduled for SG-1085, Bangalore - Hubli on 08.03.2015 at around 13:00 UTC. The aircraft took off from Bangalore at around 1300 UTC and the visibility reported for Hubli was 10 km. When the aircraft came in contact with Mangalore ATC, Mangalore ATC cleared aircraft direct to Hubli and informed heavy rains and thunder showers over Hubli with visibility 3000 m. Since the weather at Hubli had deteriorated, the PIC reduced aircraft speed for reassuring the flight parameters. As there is no refueling facility available at Hubli, the sector is a tankering sector hence the aircraft had enough fuel for holding. While approaching into Hubli the pilot requested latest weather from ATC Hubli. At around 60 nm from Hubli, the weather reported by ATC Hubli was heavy rain and visibility 4000 meters. The ATC cleared aircraft for NDB approach runway 26, however the PIC preferred to carry out VOR DME trial procedure for runway 26. The runway condition was neither asked by the cockpit crew nor intimated by the ATC. The descent was commenced and about 25 nm short of Hubli, ATC again advised visibility has reduced to 3000 m due heavy rain and thunderstorm. Thereafter the crew decided to hold over Hubli until the weather improves. 20 minutes into holding, the ATC again informed that visibility has improved to 4000m in moderate rain. Subsequently descent was requested by the pilot for runway 26. The PIC stated that he had established visual reference with runway at about 6 nm on the final approach course. The crew also selected vipers on short finals to have a better visibility. The aircraft landed normally. The PIC had stated that after touch down and reducing power to DISC, as he was concentrating on the far end of the runway as the runway was wet, he did not realize that the aircraft was drifting to the left of the center line. He further mentioned that he selected full reverse on both the engines to maintain the aircraft on the center line however the aircraft veered toward the left side of the runway and in the process overrun the runway edge light followed by LH landing gear collapsed. After the left landing gear collapsed the left propeller blades hit the runway surface and sheared off from the root attachment. The PIC maneuvered the aircraft however the nose wheel tyre failed under over load conditions and the nose landing gear collapsed and the aircraft belly came in contact with the runway surface. Subsequently, the aircraft exited the runway on the left side on Kutcha and came to the final stop at round 52 meters away from the runway center line. The cockpit crew switched off the engines and the electrical power supply and cockpit door and announced evacuation. The cabin crew opened and the cabin doors on the right for evacuation. The ATC had alerted the fire services and the fire vehicles reached the aircraft after it came to final halt position. The fire personnel also assisted in the safe evacuation of all the passengers from the RH side. There was no injury to any of the occupants on board the aircraft. There was no postaccident fire.

Continental Connection

On February 12, 2009, about 2217 eastern standard time, a Colgan Air, Inc., Bombardier DHC-8-400, N200WQ, operating as Continental Connection flight 3407, was on an instrument approach to Buffalo-Niagara International Airport, Buffalo, New York, when it crashed into a residence in Clarence Center, New York, about 5 nautical miles northeast of the airport. The 2 pilots, 2 flight attendants, and 45 passengers aboard the airplane were killed, one person on the ground was killed, and the airplane was destroyed by impact forces and a post crash fire. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121. Night visual meteorological conditions prevailed at the time of the accident.

Scandinavian Airlines System - SAS

The aircraft departed Copenhagen-Kastrup AIrport on a flight to Palanga with 48 passengers and a crew of 4 on board. Following an uneventful flight, the crew started the descent. At an altitude of about 2,000 feet, the crew selected the landing gear down. However, the right-hand main gear extended but did not lock down and the landing gear doors did not close. The approach was abandoned and the crew initiated a go-around. During the second attempt to land, the crew recycled the system but the warning remained so the decision was taken to divert to Vilnius. On approach, the crew attempted to release the undercarriage using a backup system, but the undercarriage control panel still showed an unsafe warning. The right engine was shut down and the propeller was feathered prior to landing. Upon touchdown, the right main gear collapsed. The aircraft veered off runway and came to rest 40 metres further, some 1,150 metres pas the runway threshold. All 52 occupants evacuated safely and the aircraft was damaged beyond repair.

Scandinavian Airlines System - SAS

The accident flight was a scheduled domestic flight from Copenhagen Airport, Kastrup (EKCH) to Aalborg Airport (EKYT). The flight was uneventful until the landing gear was selected down during the approach to EKYT runway 26R. The nose landing gear and the left main landing gear (MLG) indicated down and locked. The right MLG indicated “in transit” (not down and locked). The Aalborg Tower was informed about the problem with the right MLG indication. A go-around was initiated at 1100 feet MSL with a climb towards 2000 ft. The flight crew consulted the Quick Reference Handbook (QRH). An alternate landing gear procedure was initiated. The right MLG indication remained in “transit”. A mayday call was made to Aalborg Tower and they were informed about the unsafe landing gear. The flight crew reset the alternate gear extension system and subsequently they tried to make a normal gear up selection. The nose landing gear and the left MLG retracted normally, however the right main landing gear indication remained in “transit”. A second attempt to use the alternate landing gear extension procedure was performed without any changes to the right MLG indication. The aircraft entered a holding pattern in order to reduce the amount of fuel and at the same time to brief the passengers about the situation and to prepare the passengers for an emergency landing. Passengers seated at rows 6, 7 and 8 seats D and F were reseated away from the right propeller area. During the approach the flaps were selected to 10° and the landing gear horn started. The warning horn continued throughout the remaining flight. During the emergency landing the left MLG touched down on the runway first, followed by the right MLG. Shortly after the right MLG contacted the runway the right MLG collapsed. The aircraft departed the runway to the right and came to rest on a heading of 340° at 1357:26 hrs.

Jeju Air

On 12 August 2007, about 05:20, the flight crew showed up and prepared for the flight of Gimpo/Jeju/Gimhae/Gimpo at the crew lounge of the Gimpo Airport. For a flight duty of the flight 103 (Gimpo to Jeju section), the flight crew departed from the Gimpo Airport at about 06:50 and arrived at the Jeju Airport at about 08:15. For the flight 502 (Jeju to Gimhae section), they departed the Jeju Airport at 08:49. While the aircraft passing through an altitude of 9,500 feet), RUD CTRL caution lights and #2 RUD HYD caution lights illuminated. Accordingly, the pilots followed and carried out the procedures) of QRH (Quick Reference Handbook). Referring to the pilots’ statements, #2 RUD HYD caution lights illuminated constantly during the flight; however, RUD CTRL caution lights illuminated intermittently. As it reached a cruising altitude of 15,000 feet, the pilots notified the condition of malfunctions and actions taken according to the QRH to a mechanic stationed at the Gimhae Airport. The pilots received a clearance from the Gimhae Approach Control for ILS RWY 36L then circling approach to RWY 18R. At the final approach course of ILS DME RWY 36L, after visually identifying the runway, the captain received a clearance for conducting a circling approach on initial contact with the Gimhae Control Tower. Referring to the pilots’ statements and the data of Flight Data Recorder (hereinafter referred to as "FDR"), from 09:33:57 until 09:34:03 (for the time of turning from the final approach course of ILS to enter a downwind for circling approach), the caution lights of Elevator Feel, RUD CTRL, Pitch Trim and other warning lights illuminated on the caution and warning lights panel. However, the pilots stated that they couldn’t recall all the caution lights illuminated at the time, and did not take any measures considering the illuminating lights as "nuisance.") The first officer who was a pilot flying continued the circling approach, and aligned his aircraft with the runway 18R on the final approach course. After aligned with runway 18R, the aircraft heading was at 178 degrees magnetic. At that time, according to the ATIS information, the wind direction/speed was 130 degrees at 13 knots gusting to 18 knots, ceiling 4,000 feet, and it was mostly cloudy. According to FDR record, at 09:38:08, about 2 feet above the runway, the rudder started to be applied to the right side. Concurrently, the pilot moved the control wheel to the right. At that time, the aircraft heading changed from 174 degrees to 175 degrees. At 09:38:09, the main landing gear of the aircraft touched down on the runway, and the aircraft heading was at 174 degrees. From the point where the main landing gear touched down, the aircraft continued to drift left into the wind. Initially the pilots applied right rudder in an attempt to maintain runway center-line. Rather then apply left wing down, the control wheel input was toward the right. According to the Cockpit Voice Recorder (hereinafter referred to as "CVR"), at 09:38:11, as the captain kicked onto the rudder pedal and said, "Why, why, Ah?" and the first officer replied, "it doesn’t respond.") At 09:38:13, the nose landing gear touched down, and the pilots started to apply brakes. At 09:38:15, all of sudden, the deceleration rate dropped. According to the tire marks, the aircraft departed the left edge of the runway at 3,500 feet from the end of runway. At 09:38:19, the groaning sound of one of the pilots, "Uh. Uh" was recorded on CVR. After 09:38:15, the heading direction of the aircraft was increasing to the left. According to CVR, at 09:38:25, there was a recorded voice of the captain, "Oh, no, Gosh,"and then at 09:38:27, with a sound of crash, the captain’s screaming sound, "Ah!" was recorded. The aircraft collided into a concrete drainage ditch, which is located 340 feet away from the centerline of the runway 18R and 4,600 feet away from the end of runway, and then it came to rest. When the aircraft stopped in the concrete drainage ditch, the pilots shut off the right engine, declared emergency to the air traffic control tower, and instructed the passengers to perform emergency evacuation.

Changan Airlines

Two engineers took over the airplane for an engine test run at Xi'an Airport. While parked on the apron, the aircraft started to roll on a slippery ground and eventually collided with the main terminal. Both occupants escaped uninjured while the aircraft was damaged beyond repair. It was reported that snow fell during the preceding days and that the tarmac was slippery.