Airbus A300

Sterna Linhas Aéreas

Following an uneventful cargo service from São Paulo-Guarulhos Airport, the crew initiated the descent to Recife-Guararapes Airport. On final approach to runway 18, after the aircraft had been configured for landing, at an altitude of 500 feet, the crew was cleared to land. After touchdown, the thrust lever for the left engine was pushed to maximum takeoff power while the thrust lever for the right engine was simultaneously brang to the idle position then to reverse. This asymetric configuration caused the aircraft to veer to the right and control was lost. The airplane veered off runway to the right and, while contacting soft grounf, the nose gear collapsed. The airplane came to rest to the right of the runway and was damaged beyond repair. All four occupants evacuated safely.

Tristar Air

The crew was performing a cargo flight from Ostend to Mogadishu with an intermediate stop in Cairo with perishable goods on board on behalf of the AMISOM, the African Mission in Somalia. The final approach to Mogadishu-Aden Abdulle International Airport was performed by night. As the crew was unable to localize the runway, he abandoned the approach and initiated a go-around procedure. A second attempt was also interrupted and the crew initiated a new go-around then continued towards the north of the capital city. Eventually, the captain decided to attempt an emergency belly landing near Afgooye, about 25 km northwest of Mogadishu. Upon landing, the aircraft lost its both engines and came to rest in the bush. Two crew members were taken to hospital while four others were uninjured. The aircraft was damaged beyond repair. According to Somalian Authorities, the International Airport of Mogadishu is open to traffic from 0600LT till 1800LT. For undetermined reason, the crew started the descent while the airport was already closed to all traffic (sunset at 1747LT). Also, an emergency landing was unavoidable, probably due to a fuel exhaustion. It is unknown why the crew did not divert to the alternate airport.

DHL Worldwide Express - DHL Airways

The crew took off from Leipzig Airport at 0438LT bound for Bratislava Airport (Slovakia). The approximately forty-five minutes flight took place without incident and the crew was cleared for the ILS approach to runway 22. The Captain was PF. During the descent, the controller informed the crew that the wind was from 120° at 7 kt. The crew selected the slats and flaps at 25°. The antiskid and the autobrake were armed in MED mode. The ILS 22 approach was stable until the wheels touched down. The main landing gear touched the runway about 700 m from the threshold of runway 22. The crew deployed the thrust reversers. About six seconds after the nose gear touched, the crew felt strong vibrations that increased as the speed dropped. At 85 kt, the thrust reversers were retracted. The aeroplane veered towards the left. The PF explained that he applied energetic braking and tried in vain to counter the rocking by using the rudder pedals then the nose gear steering control. He added that the sequence occurred so quickly that he did not think to use differential braking to try to keep the aeroplane on the runway. The aeroplane exited the runway to the left at a speed of about 45 kt. Its nose gear struck a concrete inspection pit and collapsed. The aeroplane skidded for a few dozen metres before coming to a stop. The crew evacuated the aeroplane. Between the start of the vibrations and the aeroplane stopping, it had rolled about 400 metres.

AeroUnion - Aerotransporte de Carga Union

The aircraft departed Mexico City-Benito Juarez Airport on a cargo service to Los Angeles with an intermediate stop in Monterrey, carrying five crew members. On final approach to Monterrey-General Mariano Escobedo Airport by night, the crew encountered poor weather conditions with CB's and sky broken at 600 feet. On short final, while at a distance of 2 km from the runway threshold, the crew was cleared to land on runway 11. Shortly later, the aircraft rolled to the left then crashed on a motorway located 700 metres short of runway. The aircraft was totally destroyed and all five crew members were killed as well as one people in a car.

ACT Airlines

While approaching Bagram AFB, the crew did not obtain the three green lights when the undercarriage were lowered. The left main gear signal appears to remain red. The captain obtained the authorization to make two low passes over the airport then ATC confirmed that all three gears were down. The final approach was completed at low speed and after touchdown, while braking, the left main gear collapsed. The aircraft veered off runway to the left and came to rest some 2 km past the runway threshold. All five crewmen were unhurt while the aircraft was damaged beyond repair.

Ariana Afghan Airlines

After landing on runway 24 at Istanbul-Atatürk Airport, the aircraft was unable to stop on a wet runway, overran and came to rest 30 metres further. All 50 occupants evacuated safely while the aircraft was later declared as damaged beyond repair. At the time of the accident, the runway surface was wet due to rain falls.

Pakistan International Airlines - PIA

During the takeoff roll on runway 34 at Jeddah-King Abdulaziz Airport, ATC informed the crew about a fire on the left main gear. The captain rejected takeoff and was able to stop the aircraft within the remaining distance. All 273 occupants evacuated safely but the aircraft was considered as damaged beyond repair.

Indian Airlines

A group of five technicians/engineers of the company was preparing the aircraft to be transferred to a hangar for maintenance. After engine startup, the power was reduced to idle after someone inadvertently pulled out the circuit breaker. The aircraft jumped the chocks and started to roll. Since the engine's power was in idle, the brakes and the nosewheel steering system were inoperative. The crew elected to reduce power on the left engine but mistakenly increased the power on the right engine by 90%. This caused the aircraft to rotate 80° when control was lost. The airplane rolled through a perimeter wall, causing the nose gear to collapse. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Pakistan International Airlines - PIA

Upon landing at Dubai Airport, the right main landing gear collapsed. The aircraft skidded for few dozen metres then veered off runway to the right and came to rest in a sandy area. All 205 occupants evacuated safely and the aircraft was damaged beyond repair.

Iran Air

The aircraft was towed at Tehran-Mehrabad Airport when it was struck by a IRIAF Lockheed C-130 Hercules that crashed on takeoff. At impact, both aircraft exploded and were totally destroyed by a post crash fire. All six crew members on board the Hercules were killed as well as three people who were on board the Airbus.

United Arab Emirates - Abu Dhabi Amiri Flight

Following an uneventful flight from Dubai, the crew completed the approach to Rhodes-Diagoras Airport in rain falls and strong winds. The aircraft landed at a speed of 166 knots, about 22 knots above Vref. After touchdown, the ground spoilers did not deploy automatically because they had not been armed. Consequently the auto brake system, which operates by the deployment of spoilers, did not activate. The crew attempted manual braking but this operation was too late and the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest few dozen metres further. All 271 occupants evacuated safely while the aircraft was damaged beyond repair.

Air France

On December 24, prior to departure from Algiers-Houari Boumediene Airport, four members of the Groupe Islamique Armé (GIA) hijacked the aircraft that remained parked there for two days. On December 26, the aircraft was flown to Marseille. After being parked there for few hours, the aircraft was stormed by French Police Forces. Few hand grenades exploded in the main cabin and the cockpit, causing serious damages to the aircraft. All four terrorists and three passengers were killed during the attack. Ten other people were injured.

Indian Airlines

Indian Airlines Airbus A-300 aircraft VT-EDV was operating scheduled flight IC-440 (Madras - Hyderabad sector) on 15.11.1993. There were a total of 262 persons were on board the aircraft including 247+3 passengers and 12 crew members. The aircraft could not land at Hyderabad due to low visibility and carried out a missed approach. After the missed approach, the aircraft reported "Flap Problem" and was holding overhead at Hyderabad during which the flight crew enquired visibility at nearby Air Force airfields which was also low. The aircraft then diverted to Madras. Due to flaps problem, the crew had to maintain low speed and low altitude as a result of which it experienced fuel shortage and sought permission from Madras control for landing at Tirupati. However, the aircraft could not reach even Tirupati airport and executed forced landing in an open paddy field about 14 nautical miles from Tirupati airport. The aircraft dragged on the soft paddy field before coming to final stop. There was no fire. Passenger evacuation was carried out by means of escape slides. All the persons on board escaped unhurt except four who received minor injuries.

Pakistan International Airlines - PIA

The ill-fated aircraft departed Karachi Airport Pakistan, at 0613 hours UTC on 28 September 1992 as Pakistan International Airlines Flight Number PK 268, a non-stop service to Kathmandu, Nepal. The accident occurred at 0845 UTC (1430 hours local time) when the aircraft struck a mountain during an instrument approach to Kathmandu’s Tribhuvan International Airport. The impact site was at an altitude of 7280 feet above sea level (2890 feet above airport level), 9.16 nautical miles from the VOR/DME beacon and directly beneath the instrument approach track from the VOR/DME beacon (9.76 nm from and 2970 ft above the threshold of Runway 02 which is 77 feet below the airport datum). The flight through Pakistani and Indian airspace appears to have proceeded normally. At 0825 hrs UTC (1410 hrs local time) two-way contact between Pakistan 268 and Kathmandu Area Control West was established on VHF radio and the aircraft was procedurally cleared towards Kathmandu in accordance with its flight plan. After obtaining the Kathmandu weather and airfield details, the aircraft was given traffic information and instructed to report overhead the SIM (Simara) non-directional beacon (214°R VOR/39 nm from Kathmandu’s KTM VOR/DME) at or above FL150 (flight level on standard altimeter) as cleared by the Calcutta Area Control Centre. At 08:37 hrs the copilot reported that the aircraft was approaching the SIM beacon at FL 150, whereupon procedural clearance was given to continue to position SIERRA (202°R/10 nm from the KTM beacon) and to descend to 11,500 feet altitude. No approach delay was forecast by the area controller and the co-pilot correctly read back both the clearance and the instruction to report at 25 DME. At 08:40:14 hrs, he reported that the aircraft was approaching 25 DME whereupon the crew were instructed to maintain 11,500 feet and change frequency to Kathmandu Tower. Two-way radio contact with the Tower was established a few seconds later and the crew reported that they were in the process of intercepting the final approach track of 022M (Magnetic) of Radial 202 KTM VOR ) They were instructed to expect a Sierra approach and to report at 16 DME. At 08:42:51 hrs the first officer reported “One six due at eleven thousand five hundred”. The tower controller responded by clearing the aircraft for the Sierra approach and instructing the crew to report at 10 DME. At 08:44:27 the first officer reported 10 DME and three seconds later he was asked, “Report your level”. He replied, “We crossed out of eight thousand five hun,’ two hundred now”. The controller replied with the instruction “Roger clear for final. Report four DME Runway zero two”. The copilot responded to this instruction in a normal, calm and unhurried tone of voice; his reply was the last transmission heard from the aircraft, thirty-two seconds after the copilot reported 10 DME the aircraft crashed into steep, cloud-covered mountainside at 7,280 feet amsl and 9.16 nm on radial 202 of KTM VOR. All 167 occupants were killed.

Iran Air

Flight IR451 arrived at Bandar Abbas (BND) from Tehran (THR) at 08:40. The Airbus A300 was to continue to Dubai (DXB) as flight IR655. Prior to departure the crew received an enroute clearance to Dubai via the flight planned route A59 and A59W at FL140. The flight took off from runway 21 at 10:17 hours and climbed straight ahead. Two minutes later, the crew reported leaving 3500 feet for FL140 on Airway A59, estimating MOBET at 06:53 UTC (10:23 Iran time). At 10:24:00 the aircraft passed MOBET out of FL120. At 10:24:43 two Airbus was hit by surface-to-air missiles. The tail and one wing broke off as a result of the explosions. Control was lost and the aircraft crashed into the sea. The missiles were fired by the US Navy cruiser USS Vincennes. It was operating in the area together with the frigates USS Elmer Montgomery and USS John H. Sides. They were to protect other ships in the area. At about the time the Airbus took off, the radar aboard the USS Vincennes picked up a brief IFF mode 2 response, which led to the mistaken identification of the Airbus as a hostile F-14 aircraft. The USS Vincennes issued 7 challenges on the Military Air Distress (MAD) frequency 243 MHz, addressed to 'Iranian aircraft', 'Iranian fighter' or 'Iranian F-14'. These messages were followed by three challenges on the IAD (International Air Defence) radio frequency. Due to increasing tension in the area - on May 17, 1987 an Iraqi Mirage had attacked USS Stark - all aircraft in the area had to monitor 121.5 Mhz: the International Air Defence - IAD radio frequency. There was no response. Meanwhile radar operators were monitoring the Aegis screens. They reported that the incoming plane was descending with an increasing speed. In fact, the Airbus was climbing. Considering itself and USS Montgomery under aggression, USS Vincennes took the ultimate decision to launch missiles against the perceived hostile target at 10:24:22. It remains uncertain whether the IR655 flight crew (only able to monitor the IAD, not the MAD frequencies) would have been able to rapidly identify their flight as the subject of the challenges made by the USS Vincennes.

Egyptair

The crew was completing a local training flight at Luxor Airport, consisting of touch-and-go maneuvers. Following a wrong approach configuration, the pilot-in-command landed too far down the runway, about 700 meters past the runway threshold and to the right of the centerline. After touchdown, the right main gear struck runway lights. Unable to stop within the remaining distance, the aircraft overran, collided with the localizer antenna, went through a fence and came to rest, bursting into flames. The aircraft was destroyed and all five occupants were killed.

Indian Airlines

During taxiing for takeoff, the commander gave controls to copilot for takeoff. During takeoff roll, the commander and the copilot sighted a large bird towards the right hand side and the commander told the copilot to continue with takeoff. The copilot reportedly saw another large bird on the runway centreline when the aircraft speed was around 150 knots. The copilot rotated the aircraft and when the aircraft attained 5 to 8° nose up attitude, a loud noise was heard from the right side followed by severe vibration. The commande took over the controls from the copilot at this stage and initiated action to abort the takeoff. Reverse thrust and wheel brakes were applied but the aircraft could not be stopped on the runway and rolled over to kutcha ground. There was no fire but the aircraft was damaged beyond repair. All 196 occupants were evacuated, among them 14 were slightly injured.

Malaysian Airlines System - MAS

Following an uneventful flight from Singapore-Changi Airport, the crew started the approach to Kuala Lumpung-Subang Airport by night and poor weather conditions with heavy rain falls. During an ILS approach to runway 15 with an RVR of 450 meters, the pilot-in-command was unable to establish a visual contact with the runway and eventually decided to make a go-around. Four other attempts to land failed and during the sixth approach procedure, the crew descended below the MDA until the aircraft contacted trees and crashed in a dense wooded area located 1,200 meters short of runway, bursting into flames. All 247 occupants were quickly evacuated, 20 of them were injured. The undercarriage and both engines were torn off while the aircraft was partially destroyed by a post crash fire.

Air France

During the takeoff roll at Sana'a Intl Airport, at a speed of 95 knots, the crew noticed a loud bang followed by vibrations. The captain decided to abandon the takeoff procedure and initiated an emergency braking maneuver. The airplane came to rest on runway with its right wing on fire. All 124 occupants were evacuated safely, nevertheless, two passengers were slightly injured. The aircraft was considered as damaged beyond repair.