Positioning

On final approach to Malakal Airport, the airplane was too low, causing both main landing gears to touch the ground about two metres short of runway 04 threshold. Upon impact, both landing gears sheared off and the airplane slid on its belly for few hundred metres before coming to rest in the middle of the runway. Both pilots escaped unharmed. According to locals, the airplane was en route from Juba to pick up returnees who had fled Sudan’s war from Malakal to Juba and had no passengers on board.

The airplane departed Grand Junction Airport at 1037LT on a positioning flight to Tacoma, following a routine maintenance. The crew was conducting a stall test in the airplane following the recent removal, inspection, and reinstallation of the wing leading edges and de-ice panels as part of routine maintenance. The airplane departed normally, entered a climbing right turn to the northeast, and leveled off about 20,000 feet mean sea level (msl). In its final minute of flight, the airplane entered a rapid vertical descent consistent with a flat spin and never recovered. It crashed in an uninhabited area located in Westwater, eastern Utah, near the border with Colorado. The airplane was mostly consumed by a post crash fire and was highly fragmented, which precluded a complete and thorough wreckage examination of the airframe and engines. Both pilots were killed.

The pilot reported that he had completed a charter flight and departed to pick up new passengers at an airport about 200 nautical miles away. While on approach to the destination airport, the previous passengers notified the pilot that they were ready to be picked up, so the pilot did not land and turned the airplane back toward the departure airport. The pilot climbed to 10,000 ft and noticed the airplane’s fuel burn was high, so he climbed to 16,000 ft. The pilot reported that “everything was routine until about a 3-mile final” to the runway, when the controller asked the pilot to slow to a final approach speed. An airplane was still on the runway, so the controller told the pilot to go around. The pilot told controllers twice that he had minimum fuel available. The pilot continued on a visual approach for the same runway when the right engine lost power followed by the left engine. He feathered both propellers and made a forced landing to a wooded area. The airplane sustained substantial damage to the fuselage, both wings, and the empennage. The pilot reported that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation. The pilot later stated that he was “trying to do too much with too little” fuel and the accident was a result of poor fuel management. Although the controller directed the pilot to go around, the pilot should have recognized the criticality of the minimum fuel situation and landed the airplane.

According to the flight crew, the airplane touched down within the touchdown zone. The pilot reported that he applied the brakes and deployed the thrust reversers (TRs), but the brakes “were not grabbing.” The pilot released and reapplied brake pressure with no effect and advised the co-pilot he had no brakes. The co-pilot applied his brakes with no effect. The pilot selected the emergency brake handle and applied emergency braking. The emergency braking produced some slowing, and with the airplane’s nose wheel tiller, the pilot attempted a left turn to exit the runway onto a 45° taxiway, which he thought provided additional stopping distance; however, the airplane slid off the taxiway and into the adjacent grass. The right main landing gear collapsed, and the air plane came to rest upright, resulting in substantial damage to the right wing spar. Examination and testing of the airplane systems did not reveal any evidence of preimpact mechanical malfunctions with the wheel brakes or any other systems. Video evidence and recorded airplane data revealed the TRs were not deployed during the landing sequence. The cockpit voice recorder was overwritten during postaccident maintenance actions, and the accident flight communications were not available. Landing simulations based on available data were consistent with reduced deceleration during the landing roll; however, the simulations could not determine if the airbrakes were stowed or extended during the landing, and the airplane was not equipped with a flight data recorder, which could have captured airbrake deployment and position. Landing performance calculations showed that, without ground airbrakes, the landing ground roll distance exceeded the runway available from the airplane’s touchdown point. Tire skid marks indicated that heavy wheel braking occurred on the runway and taxiway surfaces. Based on the available information, the reason for the flight crew’s reported loss of braking effectiveness during landing could not be determined.

The single engine airplane was conducting a visual flight rules repositioning flight from Louie Bay on Nootka Island, British Columbia (BC), to Gold River Water Aerodrome (CAU6), BC, with only the pilot on board. On arrival at CAU6, the pilot noted a rough sea state in the company’s primary landing area and elected to land in the secondary area, a tree-lined river to the east of the base. The aircraft was observed overflying the company dock to the north and then turning right, aligning with the southwest direction of the river. When descending on the alignment turn to final approach, the aircraft experienced an uncommanded yaw and roll. It
abruptly turned further right, heading west, and continued to descend toward the trees. It was reported that opposite aileron input, to try and arrest the uncommanded yaw and roll, increased the roll rate. At approximately 1720, the aircraft struck the forested area on the west side of the river, coming to rest approximately 75 feet from the river. There was no post-impact fire. The pilot received serious injuries, was extracted by local firefighting personnel, and attended to by local paramedics. He was then airlifted to hospital by a search and rescue helicopter.

Shortly after takeoff from Kampala-Kajjansi Airport, the crew encountered technical issues and elected to return for an emergency landing. Upon touchdown, the single engine airplane went out of control, lost its left wing and engine before coming to rest upside down in a grassy area. Both pilots were rescued, the copilot was slightly injured and the captain was seriously injured. The crew departed Kajjansi Airfield on a positioning flight to Mweya to pick up passengers to Entebbe.

At 1134 Mountain Standard Time on 17 April 2023, the Government of Canada, Royal Canadian Mounted Police Pilatus Aircraft Ltd. PC-12/47E (registration C-GMPX, serial number 1017) departed Whitehorse/Erik Nielsen International Airport (CYXY), Yukon, on an instrument flight rules flight to Yellowknife Airport (CYZF), Northwest Territories. The pilot was the sole occupant. Shortly after the aircraft lifted off from Runway 32L, its stall warning system activated, triggering an aural “STALL” warning and the activation of the stick shaker. The pilot informed the tower controller of the intention to return for landing. At 1138, while the pilot was visually manoeuvring to land on Runway 32L, the aircraft impacted the terrain approximately 520 feet west-southwest of the centre of the displaced threshold, in a right-wing-low attitude. The aircraft subsequently hit a pile of millings with its left wing, rolled onto its left side, and slid approximately 130 feet before coming to rest on an airport service road. The pilot, who was seriously injured, exited the aircraft through the emergency exit with assistance from aircraft rescue and firefighting personnel, who arrived within minutes of the accident. An emergency locator transmitter signal was received by the search and rescue satellite system. The aircraft was destroyed; there was no post-impact fire.

The flight crew of the business jet reported that after touching down on runway centerline the airplane was struck by a gust of wind from the right. They were able to keep the airplane on the runway centerline but were subsequently struck by another more powerful gust, which pushed the airplane off the left side of the runway. The runway excursion resulted in substantial damage to the fuselage and left wing. A posaccident review of weather radar data showed that a severe thunderstorm (for which a tornado warning had been issued) was present to the west of the airport and was rapidly moving east. There was a convective SIGMET valid for the airport at the time of the accident. The pilot-in-command reported checking relevant weather information before the flight, that the airplane was equipped with an operational onboard weather radar system, and that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

On final approach to Durango-Guadalupe Victoria Airport following an uneventful flight from San Luis Potosí, the twin engine airplane was unstable. The crew decided to make a sudden descent below the minimum descent altitude without visual contact with the runway, resulting in an initial impact with the runway surface and subsequently with an open drainage ditch located between runway 03/21 and taxiway 'A'. The airplane came to rest upside and burst into flames. One pilot was seriously injured and the second occupant was killed.

The report describes the accident to C208B type of aircraft, registration 5Y-JKN with two crew on onboard that occurred on Marsabit Hill on 20th March 2021 in which the aircraft crashed killing two crew onboard. The aircraft with 2200lbs fuel onboard was chartered to ferry Marsabit County Officials to a peace keeping mission at Illeret 156 nautical miles North West of Marsabit town. Preliminary information revealed that the aircraft departed Wilson Airport at 08.20am (0520Z) and arrived within the vicinity of Marsabit town at around 10.00a.m (0700Z). It collided with Kofia Mbaya Hill - Marsabit terrain while attempting to approach Marsabit airstrip. The aircraft first impacted the terrain with its nose-wheel and the main landing gears leaving parts of the fuselage and iron box with its content kept in the lower baggage compartment on the sport. It then ballooned and missed a house before it flipped upside down and impacted the ground and came to rest facing opposite direction. It left a trail of aircraft parts along its path before it came to rest. The nosewheel and its assembly separated and fell off and was found next to the house 110m from its first point of impact. There was no fire after impact but all the occupants received fatal injuries.