Swearingen SA226 Metro II

Key Lime Air

On May 12, 2021, at 1023 mountain daylight time, a Cirrus SR22, N416DJ, and a Swearingen SA226TC, N280KL, collided in flight while approaching to land at Centennial Airport (APA), Englewood, Colorado. There were no injuries on either airplane. N416DJ was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight, and N280KL was operated as a Title 14 CFR Part 91 positioning flight. N416DJ departed APA for a local flight about 0921, and N280KL departed the Salida Airport (ANK), Salida, Colorado, about 0956. A review of preliminary air traffic control (ATC) communications and Automatic Dependent Surveillance-Broadcast (ADS-B) data provided by the Federal Aviation Administration (FAA) revealed that, N416DJ was performing a right-hand traffic pattern for runway 17R at APA, and N280KL was on final approach for runway 17L at APA, when the collision occurred. Both airplanes were in communication with air traffic control during their respective approaches to the airport. About 1022:43, N280KL was about 5.5 nm from APA and had completed a right turn to align with the final approach course to runway 17L. At this same time, N416DJ was on the downwind leg of the righthand traffic pattern for runway 17R just before he commenced a right turn to the base leg of the traffic pattern. N280KL continued its approach and remained aligned with runway 17L. N416DJ continued the right-hand traffic pattern through the base leg, and then began to turn toward the final approach course for the runway as depicted in Figure 1. The airplanes collided at 1023:53 when they were about 3.2 nm from APA. N280KL was aligned with runway 17L while N416DJ was turning from base to final and heading about 146° when the collision occurred. After the impact, N280KL declared an emergency, continued to APA, and landed successfully on runway 17L without further incident. The pilot of N416DL reported that the airplane was not controllable after the impact and he deployed the Cirrus Airframe Parachute System (CAPS). N416DJ came to rest about 3 nm north of APA.

Aeronaves TSM

The twin engine aircraft was engaged in a post-maintenance test flight out from Santiago de Querétaro Airport, carrying three engineers and two pilots. It departed runway 09 at 1421LT and the crew was cleared to climb to FL125. While approaching the altitude of 12,000 feet, the aircraft entered an uncontrolled descent and crashed on a motorway located 11 km southwest of the airport, bursting into flames. The aircraft was totally destroyed by impact forces and a post crash fire and all five occupants were killed.

African Skies Aviation

Two flight crew members accompanied by thirteen passengers departed from FALA to FAPP. The flight was uneventful until during the approach to land on Runway 05 at FAPP. The flight crew selected landing gear down and observed a red light which indicate undercarriage unsafe. The flight crew reported the situation to FAPP Air Traffic Control (ATC). FAPP ATC gave instruction to do a missed approach at low level fly-past. The intention was to conduct a visual inspection of the undercarriage to determine its condition. The ATC observed that the left main gear had not extended. FAPP ATC gave an instruction to the flight crew, to hold over the beacon (BHV), where they could attempt to extend the gear by means of normal and emergency procedure. The flight crew was not successful and undercarriage remained retracted. The flight crew returned to FALA with the intention to carry out an emergency landing. FALA ATC give instructions to the flight crew to hold over the beacon (LIV), to again attempt the normal and emergency undercarriage extension procedures. But jet again; the flight crew was unsuccessful to lower the left main gear. ATC then instructed that the aircraft should execute the emergency landing on Runway 24R. During short finals overhead the threshold, prior to touchdown, the flight crew shut down both engines, feathered the propellers and switched off all the electronics. The aircraft landed and came to a gradual stop on its lower fuselage on the centreline of the runway.

Perimeter Aviation

The aircraft was on a flight from Winnipeg, Manitoba, to Norway House, Manitoba, with two crew members and seven passengers on board. After touchdown on Runway 05, when propeller reverse was selected, the aircraft veered to the left. The crew attempted to regain directional control; however, the aircraft departed the left side of the runway surface, entered an area of loose snow, traversed a shallow ditch, climbed a rocky embankment, and came to rest on its belly with all three landing gears collapsed. The crew and passengers exited the aircraft through the main door stairway and the over-wing exits. There were no reported injuries. The accident occurred during daylight hours at 0834 central standard time.

TriCoastal Air

While in cruise flight at 16,000 feet, the pilot requested from ATC and was cleared to make a 360-degree turn to the left. Shortly after this, the pilot requested a 360-degree turn to the right. The pilot then requested radar vectors to the closest airport and was given this. ATC asked the pilot if he had an emergency and the pilot reported he had an asymmetric fuel condition. The pilot then asked for a lower altitude and was cleared by ATC to 4,000 feet. About a minute later the pilot transmitted "Mayday" six times and shortly after this radar and radio contact with the flight was lost. Recorded radar data showed that at 1803:13 the accident airplane was proceeding on a southerly heading at 16,100 feet mean sea level (MSL). At 1803:53 the airplane turned left to a southeasterly heading. At 1804:13 the airplane turned right returning to its original southerly heading. At 1805:14 the accident airplane turned to the right on a southwesterly heading, and maintained that heading until 1809:04 at which time the airplane turned due west and was at an altitude of 15,400 feet. The last radar contact was at 1810:06 at an altitude of 13,800 feet. The airplane wreckage was located due north from this last recorded radar contact. Witnesses observed the airplane descend in a near vertical attitude, collide with the ground, and then explode. Components from all areas of the aircraft structure and flight control surfaces were located at the crash site along with components from both engines and propellers. Impact and post crash fire damage precluded the examination of the airplanes fuel system and components.

Perimeter Aviation

erimeter Aviation flight 914, a Metro II with 17 people on board, was on approach at Thompson, MB. The first officer flew the aircraft during the approach, and encountered turbulence and fluctuating airspeed. The captain took control at 200 feet agl. The aircraft was high and left of centreline. The captain added power, continued the approach and landed hard on runway 23 near the intersection with runway 32. After the aircraft arrived at the apron, a fuel leak was noted. The aircraft was inspected and damage was found in the wheel wells, wing leading edge, engine mounts and a wing-fuselage attachment point. No injuries were reported. Reported winds at 1400Z were 010 at 15-20 kts; 1500Z winds were 350 at 9 kts.

Victor Echo

The crew was completing a positioning flight from Reus to Barcelona for maintenance purposes. During take off roll on runway 07, at a speed of 80 knots, the nose gear collapsed. The aircraft slid on its nose for few dozen metres before coming to rest on the runway. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

Key Lime Air

The accident involved 2 Swearingen airplanes. The pilot of the first airplane reported that he had taxied north for departure. There were several company aircraft in front of him in line for departure so he came to a complete stop. The pilot of the second airplane reported that he was also taxiing north for departure. He had seen the lights from an aircraft holding short of runway 17R; however, he did not see the lights of the first airplane until it was too late. The pilot of the second airplane reported he applied full brakes and used reverse thrust but was unable to avoid hitting the first airplane. Both airplanes were substantially damaged.

Key Lime Air

According to the pilot, he was told to enter left base and was cleared to land. The pilot stated that, when he reduced the airspeed to lower the landing gear, he "heard the gear come down," and he verified "three green in the [landing] gear indicator." He landed the airplane on its "main [landing gear] wheels first" and slowly let the nose of the airplane drop. Although both main landing gear assemblies remained down and locked, the nose landing gear collapsed, allowing the nose of the airplane and both propellers to strike the runway. The airplane slid approximately 3,000 feet, coming to a stop on the right edge of the runway. Several fractured propeller pieces impacted the left and right sides of the fuselage substantially damaging two fuselage station bulkheads. The fuselage bulkhead, forward of the nose landing gear well, was also substantially damaged due to contact with the runway. The pilot said that, during the approach, from base to final, he did not hear a landing gear warning horn. An air traffic control specialist, stated that he told the pilot to enter a left base and that he was cleared to land. The specialist stated that he observed the airplane roll out on a 2-mile final "with the gear down." As the airplane was rolling down the runway the "nose wheel collapsed." An FAA inspector examined the airplane and noted that, according to the Fairchild SA226 Maintenance Manual, the nose landing gear's up-lock mechanism was not properly lubricated, a "critical clearance" measurement between the nose landing gear's bell crank roller and positioning cam was found to be out of tolerance, and when the throttles were retarded, the landing gear warning horn activated, but it was "barely audible." According to the Fairchild SA226 Maintenance Manual, the landing gear should be lubed every 200 hours. The FAA inspector stated that the approved maintenance inspection sheet for the operator, did not show the requirement for the main landing gear or nose landing gear to be lubed every 200 hours.

Ryan Blake Air Charter

The twin engine aircraft departed Nairobi-Wilson Airport at 1558LT on a charter flight to Samburu, carrying 12 passengers (all US citizens) and two pilots. En route, the crew decided to make a tour over the Mt Kenya before continuing to Samburu. While cruising at an altitude of 16,500 feet in clouds, the aircraft struck the eastern slope of Mt Point Lenana (third highest peak of Mt Kenya). The wreckage was found 450 feet below the summit and all 14 occupants were killed.

Superior Aviation

The flight was following a heavy jet on landing approach. The crew agreed to fly the approach at a slightly higher altitude than normal to avoid any possible wake turbulence. The first officer, who was flying the airplane, called for the landing gear to be lowered. When the captain placed the gear handle in the DOWN position, he noted red IN-TRANSIT lights. He recycled the landing gear, but got the same result. He consulted the emergency checklist and thought he had manually extended the landing gear because he "heard the normal 'clunk feel' and airspeed started to decay." In addition, when power was reduced to FLIGHT IDLE, the GEAR UNSAFE warning horn did not sound. The first officer agreed, noting 2,000 pounds of hydraulic pressure. The airplane landed wheels up. Propeller blade fragments penetrated the fuselage, breaching the pressure vessel. Postaccident examination revealed the nose gear had been partially extended but the main landing gear was retracted. The crew said the GEAR UNSAFE indication had been a recurring problem with the airplane. The problem had previously been attributed to a frozen squat switch in the wheel well.

Aerocassa

Following an uneventful flight from Buenos Aires-Ezeiza-Ministro Pistarini Airport, the crew started a night approach to Bahía Blanca-Comandante Espora Airport. The approach and landing on runway 34R were considered as normal. After touchdown, the crew started the braking procedure and the aircraft rolled for a distance of 1,200 metres when it started to deviate to the right. It veered off runway, rolled for 150 metres then lost its nose gear and came to a halt. All three occupants escaped uninjured while the aircraft was damaged beyond repair.

Perimeter Aviation

Perimeter Airlines Flight PAG962, a Fairchild SA226TC (Metroliner), with two pilots and a flight nurse on board, departed Gods Lake Narrows, Manitoba, at approximately 2300 central daylight time, on a MEDEVAC flight to Shamattawa. Approaching Shamattawa, the crew began a descent to the 100 nautical mile minimum safe altitude of 2300 feet above sea level (asl) and, when clear of an overcast cloud layer at about 3000 feet asl, attempted a night, visual approach to Runway 01. The aircraft was too high and too fast on final approach and the crew elected to carry out a missed approach. Approximately 30 seconds after the power was increased, at 2333, the aircraft flew into trees slightly to the left of the runway centreline and about 2600 feet from the departure end of Runway 01. The aircraft was equipped with a cockpit voice recorder (CVR) that indicated the crew were in control of the aircraft; they did not express any concern prior to impact. The aircraft broke apart along a wreckage trail of about 850 feet. Only the cabin aft of the cockpit retained some structural integrity. The captain and first officer were fatally injured on impact. The flight nurse was seriously injured but was able to exit the wreckage of the cabin. A post-crash fire was confined to the wings which had separated from the cabin and cockpit wreckage.

Superior Aviation

The airplane was destroyed on impact with trees and terrain after takeoff. A post-impact fire ensued. A courier stated that he put 14 cases and 5 bags into the airplane and that "everything took place as it normally does." A witness stated, "I heard a very low flying aircraft come directly over my house. ... It sounded very revved up like a chainsaw cutting through a tree at high speed." The accident airplane's radar returns, as depicted on a chart, exhibited a horseshoe shaped flight path. That chart showed that the airplane made a left climbing turn to a maximum altitude of 2,479 feet. That chart showed the airplane in a descending left turn after that maximum recorded altitude was attained. The operator reported the pilot had flown about 75 hours in the same make and model airplane and had flown about 190 hours in the last 90 days. The weather was: Wind 090 degrees at 7 knots; visibility 1 statute mile; present weather light rain, mist; sky condition overcast 200 feet; temperature 9 degrees C; dew point 9 degrees C. No pre-impact engine anomalies were found. NTSB's Materials Laboratory Division examined the annunciator panel and recovered light assemblies and stated, "Item '29' was a light assembly with an identification cover indicating that it was the '[Right-hand] AC BUS' light. Examination of the filaments in the two installed bulbs revealed that one had been stretched, deformed and fractured and the other had been stretched and deformed." The airplane manufacturer stated that the airplane's left-hand and right-hand attitude gyros are powered by the 115-volt alternating current essential bus. Two inverters are installed and one inverter is used at a time as selected by the inverter select switch. The inverter select switch is located on the right hand switch panel. The airplane was not equipped with a backup attitude gyro and was not required to be equipped with one. The airplane was certified with a minimum flight crew of one pilot. Subsequent to the accident, the operator transitioned "from the single pilot operation of our Fairchild Metroliner to the inclusion of a First Officer."

Mapiex Aero

Upon landing at Bocas del Toro, in unclear circumstances, the aircraft went out of control and veered off runway. It lost its undercarriage and came to rest in a sugarcane field. All eight occupants escaped uninjured while the aircraft was damaged beyond repair.

Kaikén Linéas Aéreas

After takeoff from Lago Argentino Airport, a red warning light came on in the cockpit panel, informing the crew about the incomplete retraction of the left main gear. The crew proceeded to a visual inspection and after confirmation that the left main gear was properly secured in its wheel well, the crew decided to continue to Río Gallegos. On approach, the left main gear did not deploy. After the crew failed to extend it manually, he raised the other landing gear and completed a belly landing. On short final, just prior to flare, both engines were shut down and their propellers were feathered. The aircraft landed on its belly, slid for few dozen metres and came to rest. All seven occupants escaped uninjured and the aircraft was damaged beyond repair.

PropAir

On the morning of 18 June 1998, Propair 420, a Fairchild-Swearingen Metro II (SA226-TC), C-GQAL, took off for an instrument flight rules flight from Dorval, Quebec, to Peterborough, Ontario. The aircraft took off from Runway 24 left (L) at 0701 eastern daylight time. During the ground acceleration phase, the aircraft was pulling to the left of the runway centreline, and the right rudder was required to maintain take-off alignment. Two minutes later, Propair 420 was cleared to climb to 16 000 feet above sea level (asl). At 0713, the crew advised the controller of a decrease in hydraulic pressure and requested to return to the departure airport, Dorval. The controller immediately gave clearance for a 180° turn and descent to 8000 feet asl. During this time, the crew indicated that, for the moment, there was no on-board emergency. The aircraft initiated its turn 70 seconds after receiving clearance. At 0713:36, something was wrong with the controls. Shortly afterward came the first perceived indication that engine trouble was developing, and the left wing overheat light illuminated about 40 seconds later. Within 30 seconds, without any apparent checklist activity, the light went out. At 0718:12, the left engine appeared to be on fire, and it was shut down. Less than one minute later, the captain took the controls. The flight controls were not responding normally: abnormal right aileron pressure was required to keep the aircraft on heading. At 0719:19, the crew advised air traffic control (ATC) that the left engine was shut down, and, in response to a second suggestion from ATC, the crew agreed to proceed to Mirabel instead of Dorval. Less than a minute and a half later, the crew informed ATC that flames were coming out of the 'engine nozzle'. Preparations were made for an emergency landing, and the emergency procedure for manually extending the landing gear was reviewed. At 0723:10, the crew informed ATC that the left engine was no longer on fire, but three and a half minutes later, they advised ATC that the fire had started again. During this time, the aircraft was getting harder to control in roll, and the aileron trim was set at the maximum. Around 0727, when the aircraft was on short final for Runway 24L, the landing gear lever was selected, but only two gear down indicator lights came on. Near the runway threshold, the left wing failed upwards. The aircraft then rotated more than 90° to the left around its longitudinal axis and crashed, inverted, on the runway. The aircraft immediately caught fire, slid 2500 feet, and came to rest on the left side the runway. When the aircraft crashed, firefighters were near the runway threshold and responded promptly. The fire was quickly brought under control, but all occupants were fatally injured.

Ibertrans Aérea

Few minutes after a night takeoff from Barcelona Airport, en route to Brussels, the copilot informed ATC about technical problems and was cleared to return for an emergency landing. After been cleared for an approach to runway 07, the crew descended to 6,000 feet and 3,000 feet successively. At 0000:15 seconds, the aircraft passed over the outer marker at an altitude of 1,500 feet and a speed of 170 knots. At a distance of six km from the runway threshold, the aircraft started to deviate from the approach path to the right and one minute later, it struck the ground at a speed of 130 knots, crashing in a palmgrove located 3,2 km short of runway and bursting into flames. The aircraft was destroyed by a post crash fire and both pilots were killed.

Servicios y Transportes Aéreos Petroleros - STAP

After takeoff from runway 01/19 at La Vertiente Airport, both engines lost power. The aircraft lost height, struck trees and crashed in a field some 300 metres past the runway end. A crew member and nine passengers were killed while nine other occupants were injured. The aircraft was completing a charter flight to Santa Cruz-Viru Viru Airport on behalf of Servicios Aéreos Vargas de España (SAVE), carrying employees of the Tesoro Bolivia Petroleum Company based in San Antonio, Texas.

Perimeter Aviation

Following a firm touchdown on a gravel airstrip at Island Lake Airport, the crew heard a noise when the left wing dropped. Suspecting a left main gear failure, the captain initiated a go-around procedure and decided to divert to another airport with better facilities. Shortly later, the hydraulic pressure was lost and fuel quantity began to drop rapidly. The crew decided to return to land at Island Lake. Upon touchdown, the left main gear collapsed and the aircraft veered off runway to the left before coming to rest. All 11 occupants escaped uninjured while the aircraft was damaged beyond repair. slid off the runway. The pilot reported a very strong cross wind and that he touched down with crab.

Superior Aviation

During a landing approach, the pilot noted that the right engine remained at a high power setting, when he moved the power levers to reduce power. He executed a missed approach and had difficulty keeping the airplane straight and level. The pilot maneuvered for a second approach to land. After landing, he could not maintain directional control of the airplane and tried to go around, but the airplane went off the end of the runway and impacted the localizer antenna. The pilot did not advise ATC of the problem nor did he declare an emergency. The Pilot's Operating Handbook stated that for a power plant control malfunction, the affected engine should be shut down, and a single engine landing should be made. The power control cable was found disconnected from the anchoring point. A safety tab was broken off the housing, allowing it to unscrew. About one month before the accident, maintenance had been performed on the right engine to correct a discrepancy about the right engine power lever being stiff. The mechanic re-rigged the right engine power cable.

North American Airlines

The flight crew were properly licensed and certified to conduct the flight. The pilot had a total flying time of approximately 2,240 hours, of which 1,930 were on the occurrence aircraft type. The co-pilot received his commercial pilots license in 1988 and had approximately 500 hours total flying time. He completed his instrument rating on 15 December 1996 and his initial training on the SA226-TC was completed in March 1997 in British Columbia with a different company. He had not flown for 44 days at the time his recurrent training was completed on 09 June 1997. This was the co-pilot=s third day of operational flying for the company; he had accumulated approximately 55 hours total time on the aircraft type. The co-pilot was flying the aircraft for a radar-vectored, localizer/back-course approach to runway 25 of the Ottawa/Macdonald-Cartier airport. Descending out of 10,000 feet above sea level, the crew completed a briefing for the approach. The weather conditions at the time did not necessitate a full instrument approach briefing because the crew expected to fly the approach in visual conditions. Air traffic control requested that the crew fly the aircraft at a speed of 180 knots or better to the Ottawa non-directional beacon (NDB), which is also the final approach fix (FAF) for the approach to runway 25. At approximately eight nautical miles from the airport the aircraft was clear of cloud and the crew could see the runway. In order to conduct some instrument approach practice, the pilot, who was also the company training pilot, placed a map against the co-pilot=s windscreen to temporarily restrict his forward view outside the aircraft. The approach briefing was not amended to reflect the simulated instrument conditions for the approach. The co-pilot accurately flew the aircraft on the localizer to the FAF, at which point, he began to slow the aircraft to approximately 140 knots and requested that the pilot set 2 flap, which he did. Once past the FAF, the copilot=s workload increased, and he had difficulty flying the simulated approach. On short final to runway 25, the pilot removed the map from the co-pilot=s windscreen. The co-pilot noted that the aircraft was faster and higher than normal and he tried to regain the proper approach profile. By the time the aircraft reached the threshold of the runway 25, it was approximately 500 feet above ground, and at a relatively high speed, so the pilot took control of the aircraft for the landing. The pilot attempted to descend and slow the aircraft as it proceeded down the length of the runway and stated that he had just initiated an overshoot when he heard the first sounds of impact. Runway 25 is 8,000 feet long. The first signs of impact on the runway were made by the propellers, with propeller marks beginning about 4,590 feet from the threshold of runway 25. The aircraft came to rest about 6,770 feet from the threshold, and a fire broke out in the area of the right engine. The co-pilot opened the main door of the aircraft while the pilot shut down the aircraft systems, and both exited the aircraft uninjured. The maximum speed for extending the landing gear on this aircraft is 176 knots, and the company standard operating procedures (SOPs) for a normal instrument approach stipulate that the aircraft should cross the final approach fix at a speed of 140 knots, with a 2-flap setting, and with the landing gear lowered. The company SOPs require that all checklist items, from the after start checks through to the after landing checks inclusive, be actioned through a challenge and response method with each item called individually. The first item of the before landing checks is a landing gear .....Down/3 [email protected] The co-pilot did not recall being challenged for the landing gear check, and the pilot could not remember selecting the landing gear switch to the down position. Neither pilot checked for the three green lights prior to the occurrence. The pilot stated that it was his habit to check if the landing lights were on prior to landing because it was his habit to turn them on only after the landing gear had been extended. He remembered checking to see that the landing lights were on and so was satisfied that the gear was down. The co-pilot assumed that, because the aircraft had passed the NDB, the before landing checks had been completed; they are normally completed before or at that point during an approach. Neither pilot recalled hearing a gear warning horn prior to the impact. When the aircraft systems were inspected, the landing gear selector was found in the up position. Tests were conducted on the landing gear warning system which revealed that the gear warning horn did not function. A closer examination of the system revealed a faulty diode. The diode was replaced and when the warning system was checked again, it functioned properly. The pilot stated that the gear warning horn on the aircraft had functioned properly during the training for the co-pilot one week earlier.

Aero Cuahonte

After touchdown at Uruapan-General Ignacio López Rayón Airport, the crew started the braking procedure and activated the reverse thrust systems when control was lost. The aircraft veered off runway to the right, lost a landing gear and came to rest. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair.

Perimeter Aviation

On final approach to Gods River Airport runway 27, the right main gear struck a snow berm located 105 metres short of runway threshold. The crew continued the approach and the aircraft landed 99 metres past the runway threshold. On touchdown, the right main gear collapsed. The aircraft slid fore few dozen metres then veered off runway to the right and came to rest. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

PropAir

Propair flight 450, a Swearingen SA226TC (serial number TC-215E) with 13 persons on board, was on a charter flight from La Grande Rivière, Quebec, to Puvirnituq, Quebec. The co-pilot was in the right-hand seat and was flying the aircraft. Following an instrument approach to runway 19, the aircraft broke through the cloud layer and the co-pilot switched to visual for the final approach. As soon as the nose gear touched down on landing, the aircraft veered left. The co-pilot applied full right rudder and throttled back to GROUND IDLE in preparation for reversing thrust. A short time later, the pilot-in-command took the controls of the aircraft and left the throttle levers on GROUND IDLE. He then observed that the aircraft was drifting further to the left and that, even when he applied full right rudder, he was unable to correct the drift. As a last resort, he pressed the PARK button for the nosewheel steering system, but the aircraft continued its course toward the runway edge and crashed at the bottom of the embankment. The investigation established that the aircraft left the runway about 2,000 feet from the threshold after turning left 90 degrees relative to the runway centre line. The nose gear and main landing gear separated from the aircraft when the aircraft fell from the runway shoulder to the bottom of the embankment.

Servicios y Transportes Aéreos Petroleros - STAP

After touchdown at Cuiabá-Marechal Rondon Airport, the crew started the braking procedure. After few seconds, the crew deactivated the reverse thrust system when control was lost. The aircraft veered off runway to the right, lost its undercarriage and came to rest few dozen metres further. All 15 occupants escaped uninjured while the aircraft was damaged beyond repair.

Aero Cuahonte

While descending to Uruapan-General Ignacio López Rayón Airport, the crew encountered poor weather conditions and limited visibility due to the night and rain falls. ATC instructed the crew to carry out an instrument approach but the pilots insisted for a visual approach to runway 02. Because the crew was unable to establish a visual contact with the runway, he decided to initiate a go-around procedure, completed a right turn and attempted a second approach few minutes later that was also abandoned for the same reasons. This time, the captain initiated a turn to the left in an attempt to make a visual approach to runway 20, which was non compliant with the published procedures. Shortly later, while at an altitude of 1,200 metres, the twin engine aircraft struck the slope of a mountain located 5,9 km northwest of the airport. The aircraft was destroyed upon impact and all nine occupants were killed.

Swiftair

Following an uneventful cargo flight from Palma de Mallorca, the crew started a night approach to Madrid-Barajas Airport. On final, the crew forgot to lower the gear and the aircraft landed on its belly and slid for few dozen metres before coming to rest. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

Aviation Services

On an approach to land at the destination, the second-in-command (sic) was flying the airplane. The plane touched down with the landing gear retracted, and the propeller blades contacted the runway. The sic initiated a go-around (aborted landing). Witnesses saw the airplane in a steep left bank just before impact in a river next to the airport. Propeller strikes on the runway extended 380 feet, indicating a touchdown speed of 96 knots. The last propeller strikes on the right side indicated a speed of 86 knots. The last strikes on the left side indicated a slowing propeller. Published VMC for the airplane was 94 knots. The CVR tape revealed the crew completed a descent arrival check, performed an incomplete approach briefing, and did not perform a before landing check. The CVR revealed no sound of a gear warning horn. Company personnel stated that the circuit breaker for the warning horn had been found pulled at the completion of previous flights by other crew; this was to prevent a warning horn from sounding during a high rate of descent. Both pilots were killed.

Eagle Aviation - Kenya

After landing on a poor condition runway, the aircraft deviated to the left then veered off runway. The aircraft lost its landing gear and came to rest few dozen metres further. All 10 occupants escaped injured and the aircraft was written off. The accident occurred at Mogadishu-South Airport sometimes called Mogadishu-West Airfield or KM50. Its narrow and limited runway is made up of chippings and pebbles and is not equipped with a lighting system or any drainage system and is very poorly maintained.

Muk Air

While on a night approach to Copenhagen-Kastrup Airport runway 22L, the right engine failed. The crew was able to feather the right propeller but the nose gear failed to deploy. Manual recycling was ineffective and the crew continued the approach. The aircraft landed on its nose, rolled for few dozen meters and came to rest on the main runway. Both pilots escaped uninjured and the aircraft was damaged beyond repair.

Muk Air

After takeoff from Örnsköldsvik Airport, while climbing to an altitude of 7,000 feet, the left engine oil pressure warning light sounded. The crew shut down the engine but was unable to feather the propeller. Doing so, a fuse blew and only the right side of the instrument lights remained functional. After being cleared to return, the crew completed a turn but on approach, he was forced to use full elevator and rudder deflection because the left propeller could not be feathered. Misaligned, the aircraft landed 30 meters to the left of the runway then rolled few dozen meters before coming to rest. All 17 occupants escaped uninjured while the aircraft was damaged beyond repair.

Air Littoral

Following a night takeoff at Montluçon-Guéret Airport, while in initial climb, the aircraft nosed down and struck the ground 600 meters past the runway end. It slid for few dozen meters, collided with bushes and eventually came to rest, bursting into flames. All four occupants were killed. It appears that the Stall Avoidance System (SAS) had activated, resulting in the stick pusher activation at a critical altitude. The Metro's SAS system, as well as the SAS system on this particular aircraft, had a history of problems. These problems resulted in several NTSB Safety Recommendations (A-84-66, A-88-154). The copilot was at controls at the time of the accident. Crew: Gérard Van Der Veecken, pilot, Christian Rémondon, copilot. Passengers: Robert Aupetit, Patrick Desdoit.

Magnum Airlines

After takeoff from Johannesburg-Jan Smuts Airport, the crew declared an emergency following the failure of the left engine. The crew elected to return but eventually completed a belly landing in a field located near the airport. All 12 occupants escaped uninjured while the aircraft was damaged beyond repair.

Air Niagara Express

The crew departed Toronto-Lester Bowles Pearson Airport on a short night cargo flight to Hamilton. While descending in good weather conditions, the airplane went out of control and crashed into Lake Ontario, few km off Hamilton. Both pilots were killed.

AVAir - Air Virginia

The aircraft had descended through a cloud layer enroute for the scheduled landing at IAD and according to the crew had picked up some trace rime ice on its wing surfaces. Although pitot and sas (stall avoidance system) heat were used the captain elected not to use engine inlet anti-ice. Just inside the outer marker the left engine lost power followed shortly by the right engine. The captain was able to set the aircraft down in an open field where the gear collapsed during the landing roll. The engines were successfully run-up at the Garrett facility. The flight manual contains a warning and a note stating that engine heat and continuous ignition must be used after leaving icing conditions until the pilot is confident that any significant residual ice will not be ingested into the engines. Ice was found lying beneath the right wing which matched the curvature of the leading edge of the wing. A round conical shaped piece of ice was found along the wreckage path which matched the nose of the propeller spinner.

Compagnie Aérienne du Languedoc

The crew was completing a positioning flight from Lyon-Satolas Airport to Le Puy-Loudes Airport, Haute-Loire. On final approach by night, at an altitude of 500 feet, the crew positioned both propellers to fine pitch when both engines failed simultaneously. The airplane stalled and crash landed in an open field located few hundred meters short of runway threshold. Both pilots escaped with minor injuries while the aircraft was damaged beyond repair.

Air-Lift Commuter

The right engine failed during takeoff immediately after rotation 3,000 feet down the 7,002 feet runway 16. The pilot continued the flight and the landing gear remained extended. The unauthorized pilot rated passenger made transmissions to the tower. Witnesses reported that the aircraft reached approximately 150 feet then descended into trees 20° to the right of runway centerline and 3,000 feet south of the airport. The pre-1979 3rd stage stator assembly in the right engine did not have the latest manufacture welding process/inspection and failed causing the uncontained turbine failure. Instruments in the wreckage indicated that an undeterminable loss of electrical power occurred at the time of engine failure. Performance data indicated that a safe landing could have been made on the remaining runway past the point of engine failure. Both occupants were killed.

SkyWest Airlines - USA

On January 15, 1987, at 1216 mountain standard time, SkyWest flight 1834, a Fairchild Swearingen SA-226TC (METRO II), registration Nl635W, departed Pocatello, Idaho, on a regularly scheduled passenger flight to Salt Lake City, Utah (SLC). The flight was operating under the provisions of Title 14 Code of Federal Regulations Part 121 with two pilots and six passengers aboard. Flight 1834 was handed off from the SLC Air Route Traffic Control Center to the Bear Sector controller at the SLC Terminal Radar Approach Control (TRACON) for a left downwind arrival to SLC International Airport. At 1237:49, the Bear sector controller issued a heading of 100” to flight 1834 and advised the flight to expect vectors for a visual approach to runway 34L. (See Air Traffic Control Transcript in appendix C). During the next few minutes, flight 1834 was given further vectors and descent clearances, and at 1247:21, it was given a frequency change to the TRACON Final controller. At 1250:28, after being cleared to descend to 7,000 feet mean sea level (msl), the Final controller advised, “SkyWest eight thirty four, traffic ten to nine o’clock, four miles, six thousand, Boeing seven, ah, thirty seven three hundred.” Flight 1834 acknowledged, “SkyWest eight thirty four has the traffic.” At 1250:35, the Final controller advised, “SkyWest eight thirty four, plan to follow that traffic, there’s traffic south of him eleven o’clock, six miles north bound, [a] seven thirty seven out of seven thousand five hundred, for the right.” Flight 1834 responded, “OK, we’ll follow the first one, SkyWest eight thirty four.” At 1250:44, the Final controller advised, “SkyWest eight thirty four, wait a minute, report the other one in sight.” Flight 1834 responded, “We’re looking for him.” At 1251:02, the Final controller transmitted, “SkyWest eight thirty four, ten o’clock four miles, seven thousand four hundred.” Flight 1834 replied, “Eight thirty four, we’re looking.” The Final controller then issued instructions at 1251: 15 for flight 1834 to make a left turn to 070”, and the flight acknowledged. At 1251:32, the Final controller transmitted, “SkyWest eight thirty four, traffic’s ten to eleven o’clock, three miles.” Flight 1834 did not acknowledge that transmission, and at 1251:43, the Final controller advised, “SkyWest eight thirty four, turn left heading zero five zero.” The flight acknowledged and reported, “Still have no contact on that traffic.” At 1251:50, the Final controller transmitted, “SkyWest eight thirty four, roger, turn further left heading three six zero.” Flight 1834 acknowledged and at 1251:58, an expletive was transmitted over the TRACON Final control frequency during a transmission from SkyWest flight 575. There were no further transmissions from flight 1834. According to the UNICOM I/ operator at SLC Municipal 2 Airport (SLC 2) about 1115 or 1120, a pilot in Mooney M20C, registration N6485U, operating under 14 CFR Part 91, called to inquire if the runway was clear. The Mooney was occupied by a private pilot in the left seat and an instructor pilot in the right seat. The UNICOM operator advised that the runway was clear, and a few minutes later, a pilot in the Mooney called for and was given an airport advisory. The UNICOM operator observed the Mooney taxi to runway 34 and take off about 1125 or 1130. The Mooney remained in the traffic pattern at SLC 2 performing touch-and-go landings. There were no other aircraft in the traffic pattern at the time. The UNICOM operator stated that she last talked to the Mooney about 1145 to 1150 when a pilot called, “Final for 34.” The UNICOM operator said that she observed the airplane perform a touch-and: go landing, but she did not observe the direction of departure of the airplane. There were no further known communications with the Mooney regarding departing the traffic pattern or any additional aspects of the flight. According to recorded air traffic control (ATC) radar data, after the Mooney departed the SLC 2 traffic pattern at 1235, y the airplane flew south and maneuvered about 25 miles south southeast of SLC International Airport before beginning a turn to the northwest. The airplane continued in a northwesterly direction until it was about 9 miles south of SLC International Airport where it began a gradual left turn until its target merged with the target of SkyWest flight 1834. The targets merged at 1257 :58--the time the expletive was recorded on the ATC tape at the SLC TRACON. The Final approach controller stated that he did observe a visual flight rules (VFR) target about 3 to 4 miles southwest of SLC 2 moving north to northwest when flight 1834 was on downwind. He said he had no more than normal cause to monitor the target. He also stated that it was not unusual to observe VFR targets in the pattern near SLC 2 during visual meteorological conditions. Other controllers at SLC TRACON also stated that it was not uncommon to observe numerous targets operating in the traffic pattern at SLC 2. The Final controller and other controllers added that they normally would observe the VFR targets near SLC 2 disappear from the radarscope and then reappear during practice touch-and-go landings. The Final controller said that he did not recall seeing any VFR targets in the vicinity of SkyWest 1834 as it was turning toward final just before the collision. The Fin.al controller stated that his workload was moderate, and all of his equipment was operating normally before the accident. In addition, the Local controller in the SLC tower stated that he did not observe the target of the Mooney on the tower Bright Radar Indicator Tower Equipment display. There was no evidence that the Mooney pilots were in radio contact with any ATC facility at the time of the accident. Several eyewitnesses were interviewed who observed the airplanes before and after the collision. Some of the witnesses stated that the nose of the METRO II pitched up just before impact. The witnesses stated that the METRO II was headed northeasterly and the Mooney was headed northwesterly just before impact. They stated that the METRO II had made a few left turns as it turned toward the northeast. In general, the eyewitnesses agreed that the two airplanes collided with the Mooney striking the METRO II’s right forward fuselage area with its nose. After the collision, both airplanes fell to the ground with wreckage scattered over 2 square miles in a residential section of Kearns, Utah. There was no fire. The collision occurred at 7,000 feet msl in daylight visual meteorological conditions. All 10 occupants in both aircraft were killed. There were no casualties on the ground.

Delta Air

Crashed upon landing under unknown circumstances. There were no casualties.

Austrian Air Services - Österreichischer Inlandflugdienst

For unknown reasons, the twin engine aircraft belly landed at Vienna-Schwechat Airport. All 11 occupants escaped uninjured while the aircraft was damaged beyond repair.

Britt Airways

After taking off from runway 23, the aircraft crashed ssw of the airport about 6,300 feet from the departure end of the runway and about 1,800 feet to the left of the runway centerline. Impact occurred while the aircraft was in a steep descent. The wreckage path was scattered along a heading of 035° from the initial impact point. The aircraft was demolished by impact and fire and no preimpact part failure or malfunction was found that would have caused the accident. All three occupants were killed.

Scheduled Skyways

Turning onto the runway the copilot observed a flash behind his instrument panel. He then received an electrical shock to his right arm from the right console. A fire then erupted at the lower right hand corner of his instrument panel. The crew and pax evacuated the aircraft. The interior of the aircraft was consumed by fire as well as most of the upper half of the fuselage. Examination of the right side wire bundle revealed numerous indications of arcing between wires and from wires to ground. One wire was arced at a point in line with a plastic oxygen line. There was also an oily residue inside the wire bundle. A small section of the right brake pressure line exhibited signs of elect arcing. The hydraulic system pressure gage copper line also showed signs of arcing. The plastic oxygen lines from the the cockpit side of the forward pressure bulkhead to the cockpit outlets had been consumed by fire and the oxygen supply was depleated.

Magnum Airlines

Suffered an accident somewhere in South Africa. There were no casualties.

Bush Pilots Airways

At liftoff, the pilot lost control of the airplane that crashed on runway. The pilot, sole on board, was injured and the aircraft was damaged beyond repair.

Air Wisconsin

The airplane departed Appleton, Wisconsin, at 1245LT on a regular schedule service (ZW965) to Lincoln, Nebraska, with an intermediate stop in Minneapolis. En route, while cruising at 12,000 feet, the crew encountered moderate turbulences and precipitation and was cleared to descend to 8,000 feet then later at 6,000 feet. As turbulences were getting worse, the crew was later cleared to descend to 4,000 feet and finally 3,000 feet. While descending to 6,000 feet, massive water ingestion caused both engines to lose power simultaneously. Both engines were restarted but the Metro couldn't recover and struck a muddy field in a slight nose down, right wing-down attitude. The aircraft bounced and hit the ground 288 feet further on. The plane skidded 1,022 feet before coming to rest inverted. There was no fire. Two passengers were seriously injured while 13 other occupants were killed.

Skywest Airlines - Australia

Weather conditions at Esperance were fine; there was no cloud, visibility was in excess of 30 km and the surface wind was from the northwest at 5 to 10 knots. The aircraft entered the circuit on a left downwind leg for an approach to Runway 29. The flaps were lowered, firstly a quarter and then half-way, on the downwind leg and the landing gear was extended just before the aircraft turned onto a base leg. This configuration, and an airspeed of 133 knots (best single - engine rate of climb speed), was maintained until after the aircraft was straightened onto final approach. At an altitude of 1100 feet, the pilot considered he was at Decision Height and committed to land. He lowered full flaps and reduced the airspeed to 115 knots. At about this time, as he was retarding the power levers, the right engine flamed out. The pilot reported that he promptly sensed the engine failure and checked the engine instruments while re-opening both power levers. He noted both torque and fuel flow indication s for the right engine were zero. He briefly considered retracting the landing gear and flaps but decided to do neither. Left engine power was increased initially to the maximum available of 940°C ITT (Inter-turbine temperature) and then adjusted to the normal maximum limit of 923°C ITT. The right propeller was feathered. During this period the aircraft banked to the right and turned away from the runway. Its airspeed had reduced and the rate of descent increased. The turn had been opposed but the pilot found that the application of full left rudder and aileron would not enable him to maintain runway heading, although the airspeed was above the minimum control airspeed of 94 knots, specified in the aircraft flight manual. It was evident to the pilot that the aircraft would land short of the aerodrome, amongst trees to the right of the runway approach path. He therefore abandoned his efforts to regain the normal approach path and allowed the aircraft to turn further to the right, towards a large, clear paddock. Just before touchdown, he observed a power pole on his selected landing path and he again turned further right to avoid it. During this turn the right wing tip struck the ground. The nosegear then impacted heavily and collapsed . The aircraft slid and bounced across the ground for 188 metres before coming to rest. Fuel from ruptured line s ignite d under the left engine , but the fire was slow to develop and the occupants were able to make an orderly evacuation . By the time the fire brigade arrived from Esperance township, the fire had spread and most of the aircraft was consumed.

Tejas Airlines

On final approach to Austin-Robert Mueller Airport, the left engine failed. The crew continued the approach but forgot to lower the landing gear. The airplane belly landed and slid for dozen yards before coming to rest. Two occupants, among them the copilot, were seriously injured while 16 other people escaped with minor injuries. The aircraft was written off.