Embraer ERJ-145

United Express

Following an uneventful flight from Newark on flight UA4933 (CommutAir flight CS4933), the crew started the descent to runway 01 at Presque Isle Airport, Maine. At 1109LT, at an altitude of 2,000 feet, in a limited visibility due to snow falls and freezing rain, the captain decided to initiate a go-around. About 20 minutes later, the crew started a second approach to runway 01. After touchdown, the aircraft went out of control and veered off runway to the right. While contacting snow, both main landing gears collapsed. The left main gear was torn off and collided with the left engine before the airplane came to a stop. A crew member and three passengers were injured. At the time of the accident, the visibility was limited to a half a mile in snow falls and freezing rain. Also, it was reported that both the freezing rain sensor and the Runway Visual Range (RVR) system values were not available at the time of the accident.

China Eastern Airlines

Following an uneventful flight from Huai'an-Lianshui Airport, the crew initiated the approach to Shanghai-Hongqiao Airport in marginal weather conditions with light rain showers. After touchdown ont runway 18L, the crew started the braking procedure when the aircraft deviated to the left and veered off runway. While contacting soft ground, the nose gear collapsed and the aircraft slid for few dozen metres before coming to rest. All 49 occupants evacuated safely and the aircraft was damaged beyond repair.

United Express

At 1406, United Express Flight 3363 (LOF3363), operated by Trans States Airlines LLC (TSA), departed Chicago O’Hare International Airport, Chicago, United States. Before commencing the descent into Ottawa/Macdonald-Cartier International Airport (CYOW), Ontario, the flight crew obtained the automatic terminal information service (ATIS) information Yankee for CYOW issued at 1411. Based on the reported wind speed and direction, the flight crew calculated the approach speed (VAPP) to be 133 knots indicated airspeed (KIAS). Runway 25 was identified in ATIS information Yankee as the active runway. However, as a result of a previous overrun on Runway 07/25 in August 2010, TSA prohibited its flight crews from landing or taking off on Runway 07/25 when the surface is reported as damp or wet. Because rain showers were forecast for CYOW and Runway 32 was the longest runway, the flight crew decided at 1506 to carry out an instrument landing system (ILS) approach to Runway 32. At 1524, the CYOW terminal air traffic controller (ATC) advised the flight crew that it was starting to rain heavily at CYOW. About 2 minutes later, the aircraft intercepted the glideslope for the ILS to Runway 32. Final descent was initiated, the landing gear was extended, and the flaps were selected to 22°. Upon contacting the CYOW tower controller, the flight crew was advised that moderate rain had just started at the airport and the wind was reported as 310° magnetic (M) at 10 knots. The aircraft crossed the GREELY (YYR) final approach fix at 4.3 nautical miles (nm), slightly above the glideslope at 174 KIAS. About 1528, the aircraft passed through 1000 feet above ground level (agl) at 155 knots. Moments later, the flaps were selected to 45°. The airspeed at the time was approximately 145 KIAS. The tower controller advised the flight crew that the wind had changed to 320°M at 13 knots gusting to 20 knots. To compensate for the increased wind speed, the flight crew increased the VAPP to 140 KIAS. About 1 minute later, at 1529, the aircraft crossed the threshold of Runway 32 at about 45 feet agl, at an airspeed of 139 KIAS. As the aircraft crossed the runway threshold, the intensity of the rain increased, so the flight crew selected the windshield wipers to high. When the aircraft was about 20 feet agl, engine power was reduced and a flare was commenced. Just before touchdown, the aircraft encountered a downpour sufficient to obscure the crew’s view of the runway. Perceiving a sudden increase in descent rate, at approximately 5 feet agl, the captain applied maximum thrust on both engines. The master caution light illuminated, and a voice warning stated that the flaps were not in a take-off configuration. Maximum thrust was maintained for 7 seconds. The aircraft touched down smoothly 2700 feet beyond the threshold at 119 KIAS; the airspeed was increasing, and the aircraft became airborne again. The aircraft touched down a second time at 3037 feet beyond the threshold, with the airspeed increasing through 125 KIAS. Airspeed on touchdown peaked at 128 KIAS as the nosewheel was lowered to the ground, and then the thrust levers were retarded to flight idle. The outboard spoilers almost immediately deployed, and about 8 seconds later, the inboard spoilers deployed. The aircraft was about 20 feet right of the runway centreline when it touched down for the second time. Once the nosewheel was on the ground, the captain applied maximum brakes. The flight crew almost immediately noted that the aircraft began skidding. The captain then requested the first officer to apply maximum brakes as well. The aircraft continued to skid, and no significant brake pressure was recorded until about 14 seconds after the outboard spoilers deployed, when brake pressure suddenly increased to its maximum. During this time, the captain attempted to steer the aircraft back to the runway centreline. As the aircraft skidded down the runway, it began to yaw to the left. Full right rudder was applied, but was ineffective in correcting the left yaw. Sufficient water was present on the runway surface to cause the aircraft tires to send a spray of water, commonly known as a rooster tail, to a height of over 22 feet, trailing over 300 feet behind the aircraft. At some point during the landing roll, the captain partially applied the emergency/parking brake (EPB), and when no braking action was felt, the EPB was engaged further. With no perceivable deceleration being felt, the EPB was stowed. The aircraft continued to skid down the runway until about 7500 feet from the threshold, at which point it started skidding sideways along the runway. At 1530, the nosewheel exited the paved surface, 8120 feet from the threshold, at approximately 53 knots, on a heading of 271°M. The aircraft came to rest on a heading of 211°M, just off the left side of the paved surface. After coming to a stop, the flight crew carried out the emergency shutdown procedure as per the company Quick Reference Handbook (QRH), and consulted with the flight attendant on the status of everyone in the passenger cabin. The flight crew determined that there was no immediate threat and decided to hold the passengers on board. When the aircraft exited the runway surface, the tower activated the crash alarm. The CYOW airport rescue and firefighting (ARFF) services responded, and were on scene approximately 3 minutes after the activation of the crash alarm. Once ARFF personnel had conducted a thorough exterior check of the aircraft, they informed the flight crew that there was a fuel leak. The captain then called for an immediate evacuation of the aircraft. The passengers evacuated through the main cabin door, and moved to the runway as directed by the flight crew and ARFF personnel. The evacuation was initiated approximately 12 minutes after the aircraft came to a final stop. After the evacuation was complete, the firefighters sprayed foam around the aircraft where the fuel had leaked.

Dniproavia

Following an uneventful flight from Dniepropetrovsk, the copilot started the approach to Moscow-Sheremetyevo Airport runway 25R with the flaps down at 22°. After touchdown, he started the braking procedure but the aircraft failed to decelerate as expected. The emergency braking systems were activated without any noticeable effect. Approaching the end of the runway at a speed of 70 knots, the copilot turn to the right in an attempt to veer off runway. The airplane ground looped then contacted a grassy area and lost its undercarriage before coming to rest. All 34 occupants escaped uninjured while the aircraft was damaged beyond repair.

Passaredo Linhas Aéreas

While approaching Vitoria da Conquista Airport runway 15, the crew failed to realize his altitude was too low. On short final, the aircraft impacted a small mound located few metres short of runway threshold. On impact, both main landing gears were torn off. The aircraft slid on runway for about 300 metres then veered off runway to the left and came to rest in a grassy area some 35 metres left of the runway with the right engine on fire. All 38 occupants escaped uninjured while the aircraft was damaged beyond repair.

SATENA - Servicio de Aeronavegacion a Territorios Nacionales

After landing on runway 20 (1,760 meters long) at Mitú-Fabio Alberto León Bentley Airport, the aircraft encountered difficulties and was unable to stop within the remaining distance. It overran at a speed of 52 knots, went through a fence, lost its undercarriage and came to rest in a prairie some 163 metres further. All 41 occupants were uninjured while the aircraft was damaged beyond repair. It was registered FAC-1173 (military) and HK-4536 (civil).

Rio-Sul Serviços Aéreos Regionais

On final approach to runway 15, after passing through the last cloud layer, the pilot-in-command realized he was too high on the glide. Rather than initiating a go-around procedure, the captain increased the rate of descent at 1,800 feet per minute and continued with a wrong approach configuration. The aircraft landed with a positive acceleration of 11 gm causing the fuselage to break in two after the wings. The crew continued the braking procedure and vacated the runway before stopping the aircraft on a taxiway. All 40 occupants escaped uninjured while the aircraft was damaged beyond repair.

Continental Express

The pilot-in-command (PIC) was administering a proficiency check flight to the first officer (FO) in a regional jet. One of the required check items was the loss of an engine at "V1" speed. While on takeoff roll with the FO at the controls, the PIC retarded the left engine throttle to idle when "V1" speed was attained. The FO called, "check max thrust," and then called, "positive rate gear up." As the PIC reached for the gear lever, he noticed the airplane roll to the left at a rate which he felt was "excessive and dangerous." He then reached for the flight controls and felt the left rudder "go all the way to the floor." As the PIC took control of the airplane, he applied full right rudder and right aileron. The airplane began recovering from the bank and impacted the ground. Flight recorder data revealed that the time interval between the throttle retarded to idle and ground impact was about 8 seconds. The data showed that the airplane became airborne about 2 seconds after the throttle was retarded, and that the airplane had rolled to a 71 degree left bank within 6 seconds from the throttle reduction. Ground scars and wreckage distribution revealed that the left wing had contacted the ground first and then the right wing prior to the airplane coming to rest. The FO had a total of 15 hours in the type aircraft in the last 90 days. Examinations of the airframe, engines, and flight control system did not reveal any anomalies that could have contributed to the accident. Company flight training policy stated that all check airmen should be ready to take control of the airplane while practicing these types of training maneuvers.