LOT Polish Airlines - Polskie Linie Lotnicze

Boeing 767-300

On November 1, 2011 a passenger LO 16 flight of B767-300ER airplane, registration marks SP-LPC, was scheduled from KEWR to EPWA. The Pre-Departure Check of the airplane was carried out by a ground engineer from a contracted service organization in accordance with Operator’s requirements. The ground engineer was responsible for conducting PRE-DEPARTURE CHECK and ETOPS CHECK. The above procedures did not include cockpit check. The ground engineer did not find any failures or irregularities and did not notice anything unusual. The flight crew arrived at Newark Liberty Airport at a time specified by Operator and in accordance with its operating procedures. When commencing the flight duty period the crew members were rested, refreshed, in a good psychophysical condition. They did not report overload by air operations. Upon arrival at the aircraft stand each flight crew member performed his duties as provided for in the operating procedures of the airline. CPT conducted Exterior Walk Around while FO conducted cockpit check. FO checked on-board equipment and the cockpit preparation for the flight. According to the flight crew statement no failures or irregularities were found. The crew deemed the airplane fully operational for the flight to Warsaw. The ground engineer from the contracted maintenance organization was not present in the cockpit during the flight crew preparation. During the flight CPT was PF and FO was PM. At 03:58:11 hrs the crew started the engines. The take-off took place at 04:19:08 hrs. After the take-off, during the retraction of landing gear and flaps the hydraulic fluid from the center hydraulic system (C system) flew out, which consequently led to pressure drop in this system. The pressure drop in the C system was signaled on the hydraulic panel – SYS PRESS and on EICAS - C HYD SYS PRESS and recorded by on-board flight data recorders. After completion HYDRAULIC SYSTEM PRESSURE (C only) procedure contained in QRH and consultation with the Operator's MCC, the flight crew decided to continue the flight to Warsaw. The flight proceeded without significant distortions. Landing in Warsaw was to be carried out with the alternate landing gear extension system. This situation was well known to pilots due to numerous exercises carried out in a flight simulator. Taking advantage of the available time, the CPT and FO developed a plan for landing in accordance with the procedure contained in QRH and discussed an anticipated sequence of events. At 12:17 hrs, during approach to landing on EPWA aerodrome the flight crew performed the procedure of the lading gear extension using the alternate landing gear extension system. However, after the anticipated time the landing gear was not extended. The crew checked the correctness of execution of the procedure against QRH and again attempted to extend the landing gear. After failure of the second attempt to extend the landing gear with the alternate system the approach to landing was abandoned. At 12:22 hrs the crew reported to ATC inability to extend the landing gear and requested the Operator’s MCC assistance. Around 12:25 hrs the flight crew declared EMERGENCY. The airplane was directed to a holding zone. The Operator’s Operations Centre enabled the crew to communicate with experts. FO executed expert recommendations and checked the alternate landing gear extension switch and circuit breakers on P-11 and P6-1 panels. After that FO reported to Operations Centre and to CPT that the circuit breakers had been checked. FO also cycled (pulled and reset) the ALT EXT MOTOR circuit breaker as indicated by an expert. However, the landing gear was not extended. In the meantime pilots of two F-16s of the Polish Air Force inspected SP-LPC from the air and informed the crew that the landing gear was still in the retracted position but the tail skid was extended. After that information the crew attempted to extend the landing gear in a gravitational way, but it also ended in failure. After a series of unsuccessful attempts to extend the landing gear and due to low fuel quantity, the crew decided to carry out an emergency gear up landing. CC1 was instructed by Captain to prepare the cabin and passengers for emergency landing. During the preparation the passengers were calm, they carried out the crew instructions, there was no panic. Prior to the landing firefighters distributed foam over RWY 33 at a distance of about 3000 m. External services arrived at the airport (PSP and emergency ambulances). The plane touched down on RWY 33 of EPWA aerodrome (Figure 7) at 13:39 hrs. At the time of touchdown about 1600 kg of fuel (1939 liters at a density of 0.825 kg/l) was in its tanks, the engines were running and their recorded speeds were N1ACTL = 57%, N1ACTR = 38%. The plane was moving on RWY 33 along its centre line and stopped 42 m after the intersection with RWY 29. When the aircraft was moving, sparks were coming out of the right engine, and they were suppressed by the applied foam; then the engine caught fire. When the airplane came to rest, the crew evacuated the passengers and LSP extinguished the fire. During the evacuation none of the passengers or crew suffered any injuries. During the landing the aircraft sustained substantial damage, which caused its withdrawal from service.

Antonov AN-24

While descending to Rzeszów-Jasionka Airport, one of the engine failed. Unable to maintain a safe altitude, the captain decided to attempt an emergency landing in a field located in Lancut, about 14 km southeast of Rzeszów Airport. After landing, the aircraft slid for few dozen meters then came to rest, bursting into flames. Five occupants were injured while 23 others escaped uninjured. A passenger aged 69 was killed. The aircraft was totally destroyed by a post crash fire.

Antonov AN-24

On final approach to Slupsk-Redzikowo Airport by night, the crew failed to realize his altitude was insufficient. The airplane struck roadside trees, lost height and crashed in a snow covered field located two km short of runway 27, bursting into flames. The aircraft was totally destroyed and one passenger was killed while 51 other occupants were rescued, among them 33 were injured.

Ilyushin II-62

The four engine airplane was completing flight LO007 from Montreal to Warsaw via New York-JFK. On final approach to Warsaw-Okecie Airport runway 15, the crew reported problems with the landing gears that seemed to be down but not locked. At a height of about 250 meters, the captain was cleared to initiate a go-around and increased engine power when the engine n°2 exploded, damaging the engine n°1. Debris damaged the rudder and elevator control cables, causing the aircraft to enter an uncontrolled descent. In a 20° nose-down attitude, the aircraft speed increased to 380 km/h when it crashed in an embankment located by the Okecie Fort, about 900 meters short of runway 15 threshold. The aircraft disintegrated on impact and all 87 occupants were killed. On board were 14 members of the US boxing team and 10 coaches as well as Anna Jantar, a Polish singer.

Tupolev TU-134

After touchdown on runway 11 at Warsaw-Okecie Airport, the airplane was unable to stop within the remaining distance. It overran and struck a four meters high embankment. Upon impact, the right wing was torn off and the airplane came to rest in flames. There were no casualties while the aircraft was written off. The aircraft was christened 'Wladyslaw Reymont'.

Antonov AN-24

Crashed in unknown circumstances near Rzeszów Airport while completing a local training flight. Crew fate unknown.

Antonov AN-12

The aircraft was completing a cargo flight from Warsaw to Beirut with an intermediate stop in Varna, carrying a crew of nine and a load of frozen meat. While approaching Beirut at an altitude of 2,100 feet, the four engine airplane struck power cables and crashed on rocky terraces located 8 km from runway 21 threshold. The aircraft disintegrated on impact and all nine occupants were killed. It was reported that ATC transmitted several instructions to the crew that failed to respond, maybe due to language issues.

Antonov AN-24

While descending to Kraków-Balice Airport, the crew encountered poor weather conditions and a limited visibility due to heavy snow falls. At an altitude of 1,200 meters, the airplane struck trees and crashed in a dense wooded area located on Mt Polica, in the Babia Gora Mountain Range, near Zawoja. The wreckage was found few hours later about 150 meters below the summit and all 53 occupants have been killed. Due to poor visibility, the crew was unable to locate the mountain and at the time of the accident, the airplane was slightly off course.

Antonov AN-24

Flight LO149 was a scheduled domestic flight from Warsaw to Wroclaw. It took off from Warsaw at 1635 hours local time carrying a crew of 4 and 44 passengers. The flight was uneventful and about 10 minutes before reaching the Wroclaw non-directional radio beacon, it was cleared by the Area Control Centre to descend from its cruising altitude of 4 500 m to 1 500 m and instructed to contact the Wroclaw Control Zone. The Control Zone cleared the flight to 1 500 m, requested it to report when passing over the NDB - ETA 1722 hours - and gave it the latest weather information for Wroclaw as being: cloud base 150 m, visibility 1600 m in light fog, wind 3000 to 310013 to 4 mfsec, QFE 765.5 mm. Hg. The altimeters were set at the correct setting and after having reported over the NDB the flight, which was descending towards the outer locator, was warned by the Control Zone that the visibility had deteriorated to 800 m, i.e. 300 m below the minimum authorized for landing at Wroclaw Airport. However, the pilot continued to descend in the direction of the outer locator. At an altitude of 90 m the pilot-in-command ordered a reduction of engine power and flew over the outer locator at an altitude of 50 to 60 m instead of the prescribed 225 m. He reported over the outer locator and shortly thereafter was advised that the visibility had further deteriorated to 400 m and that fog had appeared. In spite of this information the pilot continued his approach and informed the Control Zone that he would try to land. After passing the outer locator the rate of descent of the aircraft was probably established at approximately 3 to 5 m/sec and the last altitude reported by the flight engineer was 30 m. Seven hundred metres beyond the outer locator the aircraft was levelled qff at a height of 10 m and both wings cut the tops of some trees. As a result of the impact part of the right wing (3 m long) and of its aileron were torn off from the aircraft and the aircraft went into a 400 bank to the right. Approximately 145 m from the point of contact with the trees, the right wing came into contact with the ground and left a trace 41 m long. The aircraft was then momentarily straightened up but the right wing dropped again, contacted the ground again and was further damaged. At approximately 350 m from the point of initial contact with the trees, the aircraft, still banked to the right, struck two 30 000 volt power lines breaking all six electric cables with its fuselage and left wing. It then flew over 5 railway tracks and struck with its right wing the five overhead electric traction cables as well as 25 wires of the railway signalling equipment located 60 cm above the ground. All cables and wires were broken and the right wing of the aircraft became entangled in the wires. This reduced the speed of the aircraft and straightened it up, but the angle strut of the right landing gear was damaged and the right landing gear folded backwards. After having travelled a short distance nearly level, with the left landing gear rolling on the ground, the nose gear and right propeller became detached and the aircraft turned slightly to the right, 141 m farther on the left landing gear struck a road embankment 70 cm high and immediately thereafter the aircraft struck a steel electric light pole on the road and bent it to the ground. The aircraft then made a 180° turn and came to a stop on the road at a point located 3.5 km before the threshold of the runway and nearly on the extended centre line of the runway. The accident occurred at 1730 hours.

Vickers Viscount

The flight was a non-scheduled international IFR flight from Lille, France to Wroclaw, Poland. The aircraft took off from Lille at 1240 hours GMT and was cleared to climb to FL 160 on a heading to "Silly". At 1242 hours the pilot contacted Brussels ACC and reported he was at 3 000 ft still climbing and estimating "Silly" at 1249 hours. At 1253 hours he reported over "Silly" at FL 120, and was cleared to climb and maintain FL 130. At 1254 hours the pilot called Brussels and reported he was at FL 130 and estimating "Gatta" at 1300 hours. Five minutes later he reported over "Silly" at FL 130 and estimating "Olno" at 1310 hours. As this was the second time the pilot mentioned "Silly" the radar controller checked his position and confirmed that the aircraft was in fact over "Gatta". At 1300 hours the radar controller directed his attention to Caravelle F-BJTQ which, after passing "Gatta" at 1256 hours on airway "Green One", was cleared to make a right turn on Luxembourg but requested permission to make a detour to avoid an area of intense storm activity. At 1311 hours Brussels ACC has no news of the Viscount which by then should have reported reaching "Olno". Attempts to make radio contact with the aircraft were unsuccessful, and no echo appeared on the radar scope in the vicinity of "Olno". No distress signal was recorded. While in cruising flight the aircraft had entered an area of bad weather, lost altitude and disintegrated in flight before crashing to the ground at 1308 hours GMT. All four crew members were killed.