Scheduled Revenue Flight

After an uneventful return flight to Barbuda, the aircraft departed Antigua at 2114 hrs (1714 hrs local) for John A Osborne Airport, Montserrat, with the pilot and six passengers on board. The aircraft cruised at 2,000 ft enroute and the pilot recalled there were good visual meteorological conditions throughout the 19 minute flight. On arriving at Montserrat there were no other aircraft operating in the vicinity of the airport and the pilot positioned the aircraft visually on a downwind leg for Runway 10. The pilot reported he commenced the approach, flying an approach speed of 65 kt, reducing to 60 kt as the aircraft touched down. The runway surface was dry and the pilot described the landing as “smooth”. After the main landing gear touched down, but prior to the nosewheel contacting the runway, the pilot applied the brakes. He reported that the left brake felt “spongy” and did not seem to act, but that the right brake felt normal. The pilot was unable to maintain directional control of the aircraft which veered to the right two seconds after touchdown, departing the runway a further three seconds later. The aircraft continued across the adjacent grassed area before impacting an embankment close to the runway. After the aircraft had come to a stop, the pilot shut down the engines using the normal shut down procedure. The left main gear had collapsed and rendered the left cabin exit unusable. The pilot evacuated through the flight deck door which was on the left of the aircraft. The six passengers were able to evacuate through the right cabin exit. The airport fire service then arrived at the aircraft, less than one minute after the accident.

On approach to Kazashinskoye Airport, the crew encountered poor visibility due to the night and fog and initiated a go-around procedure. During the second attempt to land, the twin engine aircraft descended too low, impacted trees and crashed in a wooded area located 4 km short of runway. Three passengers and a pilot were killed while 12 others occupants were injured. The aircraft was totally destroyed by impact forces.

The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather conditions before departure and surmised that he would be executing the instrument landing system (ILS) instrument approach for the landing runway at the destination airport. The operator prohibited approaches to runways less than 4,000 ft long if the tailwind component was 5 knots or more. The landing runway was 498 ft shorter than the operator-specified length. The pilot said he obtained the automated weather observing system (AWOS) data at least twice during the flight since he was required to obtain it before starting the instrument approach and then once again before he crossed the approach’s final-approach-fix (FAF). Though the pilot could not recall when he checked the AWOS, he said the conditions were within the airplane and company performance limits and he continued with the approach. A review of the wind data at the time he accepted the approach revealed the tailwind component was within limitations. As the airplane approached the FAF, wind speed increased, and the tailwind component ranged between 1 and 7 knots. Since the exact time the pilot checked the AWOS is unknown, it is possible that he obtained an observation when the tailwind component was within operator limits; however, between the time that the airplane crossed over the FAF and the time it landed, the tailwind component increased above 5 knots. The pilot said the approach was normal until he encountered a strong downdraft when the airplane was about 50 to 100 ft above the ground. He said that the approach became unstabilized and that he immediately executed a go-around; the airplane touched down briefly before becoming airborne again. The pilot said he was unable to establish a positive rate of climb and the airplane impacted trees off the end of the runway. The accident was captured on three airport surveillance cameras. A study of the video data revealed the airplane made a normal landing and touched down about 500 ft from the beginning of the runway. It was raining heavily at the time. The airplane rolled down the runway for about 21 seconds, and then took off again. The airplane entered a shallow climb, collided with trees, and caught on fire. All seven occupants were seriously injured and the airplane was destroyed.

En route from Kedrovy to Tomsk, while in cruising altitude, both engines failed. The crew reduced his altitude and attempted an emergency landing in the taiga. Upon impact, the aircraft overturned, slid for few dozen metres and came to rest upside down. The wreckage was found around 1430LT some 52 km southeast of Kedrovy. All 17 occupants were found alive, among them few were injured. The captain broke one of his leg. The aircraft was damaged beyond repair.

The aircraft departed Petropavlovsk-Kamchatsky Airport at 1257LT on a schedule service (flight PTK251) to Palana, carrying 22 passengers and a crew of six, among them Olga Mokhiriova, chief of the municipality of Palana. At 1439LT, the crew contacted Palana ATC and was cleared to start the descent at 1450LT. While completing an NDB approach to runway 29, the crew encountered marginal weather conditions with fog and ceiling at 300 metres. Too low, the aircraft impacted terrain about 4 km northwest of the airport. The wreckage was found in the evening on the top of a rocky wall. The aircraft disintegrated on impact and debris fall down on the sea bank. All 28 occupants were killed.

Coming from Juba, the twin engine airplane departed Pieri Airstrip on a short flight to Yuai (about 22 km southwest from Pieri) before returning to Juba, carrying eight passengers and two pilots. Shortly after takeoff, the aircraft stalled and crashed in an open field. The aircraft was totally destroyed by impact forces but there was no fire. All 10 occupants were killed.

On 9 January 2021, a Boeing 737-500 aircraft, registration PK-CLC, was being operated by PT. Sriwijaya Air on a scheduled passenger flight from Soekarno-Hatta International Airport (WIII), Jakarta to Supadio International Airport (WIOO), Pontianak . The flight number was SJY182. According to the flight plan filed, the fuel endurance was 3 hours 50 minutes. At 0736 UTC (1436 LT) in daylight conditions, Flight SJY182 departed from Runway 25R of Jakarta. There were two pilots, four flight attendants, and 56 passengers onboard the aircraft. At 14:36:46 LT, the SJY182 pilot contacted the Terminal East (TE) controller and was instructed “SJY182 identified on departure, via SID (Standard Instrument Departure) unrestricted climb level 290”. The instruction was read back by the pilot. At 14:36:51 LT, the Flight Data Recorder (FDR) data recorded that the Autopilot (AP) system engaged at altitude of 1,980 feet. At 14:38:42 LT, the FDR data recorded that as the aircraft climbed past 8,150 feet, the thrust lever of the left engine started reducing, while the thrust lever position of the right engine remained. The FDR data also recorded the left engine N1 was decreasing whereas the right engine N1 remained. At 14:38:51 LT, the SJY182 pilot requested to the TE controller for a heading change to 075° to avoid weather conditions and the TE controller approved the request. At 14:39:01 LT, the TE controller instructed SJY182 pilot to stop their climb at 11,000 feet to avoid conflict with another aircraft with the same destination that was departing from Runway 25L. The instruction was read back by the SJY182 pilot. At 14:39:47 LT, the FDR data recorded the aircraft’s altitude was about 10,600 feet with a heading of 046° and continuously decreasing (i.e., the aircraft was turning to the left). The thrust lever of the left engine continued decreasing. The thrust lever of the right engine remained. At 14:39:54 LT, the TE controller instructed SJY182 to climb to an altitude of 13,000 feet, and the instruction was read back by an SJY182 pilot at 14:39:59 LT. This was the last known recorded radio transmission by the flight. At 14:40:05 LT, the FDR data recorded the aircraft altitude was about 10,900 feet, which was the highest altitude recorded in the FDR before the aircraft started its descent. The AP system then disengaged at that point with a heading of 016°, the pitch angle was about 4.5° nose up, and the aircraft rolled to the left to more than 45°. The thrust lever position of the left engine continued decreasing while the right engine thrust lever remained. At 14:40:10 LT, the FDR data recorded the autothrottle (A/T) system disengaged and the pitch angle was more than 10° nose down. About 20 seconds later the FDR stopped recording. The last aircraft coordinate recorded was 5°57'56.21" S 106°34'24.86" E. At 14:40:37 LT, the TE controller called SJY182 to request for the aircraft heading but did not receive any response from the pilot. At 14:40:48 LT, the radar target of the aircraft disappeared from the TE controller radar screen. At 14:40:46 LT, the TE controller again called SJY182 but did not receive any response from the pilot. The TE controller then put a measurement vector on the last known position of SJY182 and advised the supervisor of the disappearance of SJY182. The supervisor then reported the occurrence to the operation manager. The TE controller repeatedly called SJY182 several times and also asked other aircraft that flew near the last known location of SJY182 to call the SJY182. The TE controller then activated the emergency frequency of 121.5 MHz and called SJY182 on that frequency. All efforts were unsuccessful to get any responses from the SJY182 pilot. About 1455 LT, the operation manager reported the occurrence to the Indonesian Search and Rescue Agency (Badan Nasional Pencarian dan Pertolongan/BNPP). At 1542 LT, the Air Traffic Services (ATS) provider declared the uncertainty phase (INCERFA) of the SJY182. The distress phase of SJY182 (DETRESFA) was subsequently declared at 1643 LT.

The aircraft departed Djibouti on a regular schedule service to Mogadishu with intermediate stops in Hargeisa and Garowe. There were 31 passengers and 8 crew members on board. On short final approach to Garowe Airport Runway 06, the aircraft was too low, causing the right main gear to struck the ground just short of runway threshold (concrete). The right main gear collapsed and the airplane slid on the runway until it turned to the right and came to rest on the runway with the right engine cowling contacting the runway surface. All 39 occupants evacuated safely and the aircraft was damaged beyond repair.

On 22 May 2020 at 13:05 hrs PST, the Pakistan International Airlines aircraft Airbus A320-214, registration number AP-BLD, took off from Lahore (Allama Iqbal International Airport – AIIAP) Pakistan to perform a regular commercial passenger flight (PK8303) to Karachi (Jinnah International Airport – JIAP) Pakistan, with 8 crew members (01 Captain, 01 First Officer, and 06 flight attendants) and 91 passengers on board. At 14:35 hrs the aircraft performed an ILS approach for runway 25L and touched down without landing gears, resting on the engines. Both engines scrubbed the runway at high speed. Flight crew initiated a go-around and informed “Karachi Approach” that they intend to make a second approach. About four minutes later, during downwind leg, at an altitude of around 2000 ft, flight crew declared an emergency and stated that both engines had failed. The aircraft started losing altitude. It crashed in a populated area, short of runway 25L by about 1340 meters. An immediate subsequent post impact fire initiated. Out of 99 souls on-board, 97 were fatally injured and 02 passengers survived. On ground 04 persons were injured however 01 out of these reportedly expired later at a hospital.

Below, the preliminary report published by the Pakistan AAIB.

Following an uneventful flight from Moscow-Vnukovo Airport, the crew initiated the descent to Usinsk Airport Runway 13. On short final, the aircraft hit a snow bank (1,1 metre high) located 32 metres short of runway threshold, still on the concrete zone. Upon impact, both main gears were torn off and the airplane belly landed and slid for few hundred metres before coming to rest. All 100 occupants evacuated safely and the aircraft was damaged beyond repair.