Boeing 707

Islamic Republic of Iran Air Force

The airplane, owned by the Islamic Republic of Iran Air Force (IRIAF) was completing a cargo flight from Bishkek, Kyrgyzstan, on behalf of Saha Airlines, and was supposed to land at Payam Airport located southwest of Karaj, carrying a load of meat. On approach, the crew encountered marginal weather conditions and the pilot mistakenly landed on runway 31L at Fath Airport instead of runway 30 at Payam Airport which is located 10 km northwest. After touchdown, control was lost and the airplane was unable to stop within the remaining distance (runway 31L is 1,140 meters long), overran and crashed in flames into several houses located past the runway end. The aircraft was destroyed by fire as well as few houses. The flight engineer was evacuated while 15 other occupants were killed.

Omega Air

On May 18, 2011, about 1727 Pacific daylight time, a modified Boeing 707, registration N707AR, operating as Omega Aerial Refueling Services (Omega) flight 70 crashed on takeoff from runway 21 at Point Mugu Naval Air Station, California (KNTD). The airplane collided with a marsh area to the left side beyond the departure end of the runway and was substantially damaged by postimpact fire. The three flight crewmembers sustained minor injuries. The flight was conducted under the provisions of a contract between Omega and the US Naval Air Systems Command (NAVAIR) to provide aerial refueling of Navy F/A-18s in offshore warning area airspace. According to the Federal Aviation Administration (FAA), Omega, and the US Navy, the airplane was operating as a nonmilitary public aircraft under the provisions of 49 United States Code Sections 40102 and 40125. The accident flight crew consisted of a captain, first officer, and flight engineer who had flown with each other many times previously. The crewmembers reported conducting a normal preflight inspection. As the airplane taxied toward the runway, the reported wind was from 280º magnetic at 24 knots, gusting to 34 knots; the flight crew reported that the windsock showed very little change in the wind direction and a slight amount of gust. The crew had calculated a takeoff decision speed (V1) of 141 knots and a rotation speed (Vr) of 147 knots. The crew elected to add 5 knots to the rotation speed to compensate for the wind gusts and briefed a maximum power takeoff. The first officer, who was the pilot monitoring, stated that he advised the captain, who was the pilot flying, about advancing the power relatively smoothly to avoid a compressor stall with the crosswind, and the captain agreed. About 1723, air traffic control cleared the flight for takeoff from runway 21 and instructed the crew to turn left to a heading of 160º after departure. The captain applied takeoff thrust, and the first officer told investigators that, as the pilot in the right seat, he applied forward pressure on the yoke and right aileron input to compensate for the right crosswind. According to the crew, the takeoff roll was normal. At rotation speed, the captain rotated the airplane to an initial target pitch attitude of 11º airplane nose up. Shortly after liftoff, when the airplane was about 20 feet above the runway and about 7,000 feet down the runway, all three crewmembers heard a loud noise and observed the thrust lever for the No. 2 (left inboard) engine rapidly retard to the aft limit of the throttle quadrant. The captain stated that he applied full right rudder and near full right aileron to maintain directional control and level the wings, but the airplane continued to drift to the left. The captain reported that he perceived the airplane would not continue to climb and decided to “put it back on the ground.” Witnesses and a cell phone video from another Omega 707 crewmember observing the takeoff indicated that the No. 2 (left inboard) engine separated and traveled up above the left wing as the airplane was passing abeam taxiway A2. The inlet cowling for the No. 1 (left outboard) engine separated immediately thereafter, consistent with being struck by the No. 2 engine nacelle. The airplane began to descend with the remaining three engine power levers at maximum power, and the left wing dipped slightly (Pratt & Whitney indicated that loss of the inlet cowling on the No. 1 engine would increase drag, effectively resulting in less than zero thrust output). The captain said he lowered the nose and leveled the wings just as the airplane touched down on the runway between taxiway A2 and A1. The airplane made multiple contacts with the runway before drifting left and departing the runway surface before the airplane reached taxiway A1. The airplane crossed taxiway A and came to rest in the marsh area. According to the flight crewmembers, they observed flames in the cabin area and did not have time to perform an engine shutdown or evacuation checklist. The crew reported difficulty exiting the cockpit due to mud and debris blocking the cockpit door. All three crewmembers successfully evacuated through the left forward entrance via the escape slide.

AZZA Air Transport

The Aircraft was operating a flight from Sharjah International Airport, UAE to Khartoum International Airport, Sudan, with a total of six persons on board: three flight crew members (captain, co-pilot, and flight engineer), a ground engineer, and two load masters. All of the crew members sustained fatal injuries due to the high impact forces. Sometime after of liftoff, the core cowls of No. 4 engine separated and collapsed onto the departure runway, consequently No. 4 Engine Pressure Ratio (“EPR”) manifold flex line ruptured leading to erroneous reading on the EPR indicator. The crew interpreted the EPR reading as a failure of No. 4 engine; accordingly they declared engine loss and requested the tower to return to the Airport. The Aircraft went into a right turn, banked and continuously rolled to the right at a high rate, sunk, and impacted the ground with an approximately 90° right wing down attitude.

Safari Airlines

On final approach to Mombasa-Moi Airport, the aircraft was too low and collided with approach lights. The crew continued the approach and the aircraft landed safely. Few seconds later, while evacuating the runway to the taxiway, the right main gear collapsed. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Saha Airlines

Shortly after take off from Ahwaz Airport, while in initial climb, the engine n°2 suffered an uncontained failure. The crew informed ATC about the situation and was cleared for an immediate return. The aircraft landed safely 10 minutes later and was stopped on the main runway. All 174 occupants were rescued, among them two passengers were slightly injured. The aircraft was considered as damaged beyond repair as n°1 engine and the left wing were also damaged due to debris from the n°2 engine's compressor.

Mahfooz Aviation

Following a night approach to Addis Ababa-Bole Airport, the aircraft landed hard and bounced several times. It lost its undercarriage, slid for few dozen metres then veered off runway to the left and came to rest. All five crew members escaped uninjured while the aircraft was damaged beyond repair.

Saha Airlines

Following an uneventful flight from Kish Island, the aircraft landed by night on runway 29L at Tehran-Mehrabad Airport. After touchdown, the aircraft encountered technical difficulties and was unable to stop within the remaining distance. It overran, went down an embankment and came to rest in the Kan River canal located about 200 metres from the runway 11R threshold. All undercarriage as well as the engine n°3 were torn off. The aircraft was written off. Three passengers died while 50 others were injured.

Cargo Plus Aviation

The aircraft was completing a cargo flight from Addis Ababa to Lomé, Togo, with an intermediate stop in Entebbe, Uganda, carrying five crew members and a load of 32,8 tons of various goods (T-shirts) on behalf of Ethiopian Airlines. On approach to runway 17 in a 8 km visibility, the captain decided to initiate a go-around procedure. Few minutes later, while on a second attempt to land on runway 35, the crew encountered local patches of fog when, on short final, the aircraft crashed in Lake Victoria. The tail was found about 200 metres offshore while the cockpit was found near the shore. All five occupants were injured.

BETA Cargo - Brazilian Express Transportes Aéreos

Ready for takeoff on runway 10 at Manaus-Eduardo Gomes Airport, the crew released brakes and increased engine power when a loud noise was heard coming from the right side of the aircraft. The captain decided to reject takeoff and applied brakes when the aircraft started to deviate to the right. It veered off runway and came to rest. All three crew members escaped uninjured while the aircraft was considered as damaged beyond repair after the right main gear punctured the wing.

Air Memphis

During a night takeoff from Cairo-Intl Airport runway 23L, the right main gear collapsed. The aircraft went out of control, veered off runway to the right and came to rest few hundred metres further with both right engines n°3 & 4 torn off. All seven occupants escaped uninjured.

Air Memphis

During the takeoff roll from runway 14 at Dhaka-Zia Ul-Haq Airport, the crew encountered an unexpected situation and the captain decided to abandon the takeoff procedure. Unable to stop within the remaining distance (runway 14 is 3,200 metres long), the aircraft overran, lost its undercarriage and came to rest 450 metres further. All five crew members escaped uninjured while the aircraft was damaged beyond repair.

Prestige Airlines

The aircraft departed N'Djamena Airport on a cargo flight to Brazzaville, carrying 21 passengers, nine crew members and a load of onions and garlic. Few minutes after takeoff, the crew reported technical problems with the undercarriage and was cleared to divert to Bangui Airport. The crew completed a holding circuit over Bangui to consume fuel then later started the descent to the airport. On final approach to runway 35, all four engines stopped simultaneously due to fuel exhaustion. The aircraft stalled and crashed in a residential area located 4 km short of runway. A crew member and one passenger were injured while 28 other people were killed. There were no casualties on the ground.

Hewa Bora Airways

After landing on runway 24 at Kinshasa-N'Djili Airport in poor weather conditions, the aircraft went out of control, veered off runway to the right, lost its right main gear and came to rest few dozen metres further. All three crew members escaped with minor injuries while the aircraft was damaged beyond repair. Weather was poor at the time of the accident with heavy rain falls and crosswinds.

Equaflight Service

During the takeoff roll at Lubumbashi-Luano Airport, a deflector located on the right main gear failed. The crew continued the takeoff procedure and after liftoff, the right main gear could not be raised in its wheel well. Initially, the crew decided to continue to Kinshasa in a 'gear down' configuration but eventually decided to return to Lubumbashi for a safe landing. After touchdown, the aircraft deviated to the right of the runway centerline then veered off runway and came to rest in a ditch. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Luxor Air

On a night approach to Monrovia-Roberts Airport, at an altitude of about 600 feet, the crew encountered local patches of fog and visual contact with the runway was momentarily lost by the pilot-in-command. Nevertheless, he decided to continue the approach when the aircraft landed hard on runway 04. The aircraft bounced twice then lost its both right engines. Out of control, it veered off runway and came to rest about 200 metres further. All 182 occupants evacuated safely while the aircraft was damaged beyond repair.

Togolese Government

The four engine aircraft departed Paris-Le Bourget Airport on a flight to Valencia, Spain, where members of the chorus of the University of Bénin-Togo were dropped off. At the end of the afternoon, the crew departed Valencia on the final leg of the day to Lomé, Togo. While in cruising altitude over the Niger territory, the crew informed ATC about smoke spreading in the cockpit and was cleared for an emergency descent and landing at Niamey-Diori Hamani Airport. On approach, due to the failure of the hydraulic systems, the crew was unable to lower the undercarriage so a belly landing was completed. The aircraft slid for few dozen metres before coming to rest, bursting into flames. All 10 occupants escaped uninjured while the aircraft was destroyed by fire.

Trans Arabian Air Transport - TAAT

The aircraft was departed Khartoum for a flight to Mwanza where it was supposed to pick up a cargo of 38 tonnes of fish fillet from Vick Fish Processors for delivery in Europe. When it went dark en route to Mwanza, the radio altimeter integral light was found to be unserviceable. The crew were not able to fix the problem and the continued using the FMS. The crew contacted Mwanza tower at 16:58 and were being advised that there was no power at the airport and that efforts were being made to use a standby generator. Further information passed on the crew reportedly included VOR, DME and NDB all unserviceable, weather: wind calm, 8 km visibility, temperature 25deg C and QNH 1015. After holding for 10 minutes, the airport generator came on and the runway lights went on. The first officer, who was pilot flying, started a visual runway 12 approach. When well established on finals with full landing configuration, the captain told the f/o that he was too low, and a few seconds later he told the f/o he was too high. Both the captain and the flight engineer then told the f/o to go around. The f/o overshot and climbed to 5500 feet on the downwind leg. Turning on the left base the captain remarked that the turn was too tight: ".. I will do a 360-degree turn to the right and position you finals". The captain thus took over control and started a right turn at 4400 feet. Just before completing the turn, the f/o said: "do not go down anymore, the altimeter is reading 4100 feet". Almost aligned with the runway, the f/o took over control again. At that same moment the aircraft bounced 2 or 3 times yawing to the left and came down to a halt in the middle of the lake.

Trans Arabian Air Transport - TAAT

Following a wrong approach configuration, the aircraft was too high on the glide and landed too far down the runway. After touchdown, it was unable to stop within the remaining distance, overran and came to rest 150 metres further. All five crew members escaped uninjured while the aircraft was damaged beyond repair. The crew completed the landing procedure with a tailwind component of nine knots.

Avistar

The aircraft was leased to a Belgian charter broker around June 1998 to operate fish charter flights between Mwanza and Vienna. The aircraft was in fact seen on many other airports, Bratislava, Ostrava and Lubumbashi. At the time of the accident, the plane is understood to have had a long list of 32 faults that needed urgent repair. Problems included a limited EGT of n°1 & 4 engines; n°3 engine constant speed drive (CSD) gearbox was consuming a 'massive amount of oil'; n°1 engine CSD generator missing; n°2 engine required bleed on takeoff and above FL330; left wing leading edge cracked and leaking; n°4 fuel tank and reserve tank gauge not working. Decision to ferry the aircraft to N'Djamena was taken on February 7. During the takeoff roll the n°2 & 3 engines failed. The takeoff was aborted but the aircraft could not be stopped within the remaining distance. It overran, lost its nose gear and came to rest 200 metres past the runway end. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

IAT Cargo Airlines - International Air Tours

The aircraft departed Ostend Airport at 0328LT on a cargo flight to Lagos, carrying five crew members and a load of 35 tons of electronics. About 20 minutes into the flight, while cruising at an altitude of 24,000 feet over the border between Brussels and Paris ARTCC, the crew informed ATC about severe turbulences. Few seconds later, he reported the loss of the engine n°3 that separated and elected to return to Ostend. After being cleared, the crew started a circuit and while descending to Ostend Airport, the hydraulic systems failed. The crew completed a holding pattern to burn fuel and was later cleared to land on runway 26. After touchdown, the aircraft was unable to stop within the remaining distance, overran, lost its undercarriage, slid for few dozen metres and eventually came to rest near the localizer antenna. All five crew members escaped uninjured while the aircraft was damaged beyond repair.

Air Memphis

The four engine aircraft was completing a cargo flight from Mwanza to Ostend with intermediate stops in Mombasa and Cairo, carrying six crew members and a load of 34 tons of fish. After takeoff from runway 03, the aircraft collided with approach lights and an earth mound then crashed few hundred metres past the runway end, bursting into flames. The aircraft was totally destroyed and all six occupants were killed. At the time of the accident, the first portion of 2,600 feet of runway 03 which is 10,991 feet long were not available due to work in progress. It was reported that the total weight of the aircraft was 135 tons.

Congo Airlines

On approach to Kinshasa-N'Djili Airport, the crew informed ATC that the nose gear was stuck in its wheel well and could not be lowered, even manually. The aircraft landed on its nose and slid on the runway before coming to rest. There were no casualties but the aircraft was damaged beyond repair.

First International Airlines

After touchdown at Kananga Airport, the right main gear collapsed. The aircraft veered off runway and came to rest, bursting into flames. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

Líneas Aéreas del Estado - LADE

The aircraft was completing a cargo flight from Santiago de Chile to Buenos Aires, carrying eight crew members and a load of 30 tons of fish. On final approach to Buenos Aires-Ezeiza-Ministro Pistarini Airport runway 11, at a speed of 151 knots, the crew quickly extended flaps to 14°, 25°, 40° and finally 50°, causing the aircraft to nose down and enter a rapid descent until it struck the ground 750 metres short of runway threshold. Upon impact, the aircraft broke in three and caught fire. Both pilots were killed while six other occupants were injured.

Millon Air

The aircraft departed Manta-Eloy Alfaro Airport on a cargo flight to Miami, carrying one passenger, three crew members and a load of frozen fish and flowers. Seven seconds after liftoff, while in initial climb, the crew informed ATC that the engine n°3 caught fire. The captain elected to maintain control but the aircraft lost altitude, struck the bell tower of the church La Dolorosa and crashed in a populated area located about 4 km west of the airport. The aircraft disintegrated on impact and several houses and building were destroyed. All four occupants as well as 30 people on the ground were killed. Fifty other people on the ground were seriously injured.

Egyptair

On final approach to Istanbul-Atatürk Airport, the crew encountered marginal weather conditions with rain falls. The visibility was estimated to be 8 km but on short final, the crew lost visual contact with the runway for few seconds while the aircraft encountered local strong showers. After touchdown on a wet runway 24, the aircraft was unable to stop within the remaining distance and overran. It lost its undercarriage, went through a fence, crossed a road and collided with various obstacles before coming to rest, broken in two. All 131 occupants were evacuated, among them 19 passengers were slightly injured.

DAS Air Cargo - Dairo Air Services

While descending to Bamako-Senou Airport, the crew was informed about the poor weather conditions at destination with thunderstorm activity and strong crosswinds. As the visibility was estimated to be above 10 km, the crew decided to continue the approach. After landing on runway 06, the aircraft was caught by strong crosswinds and started to roll left and right, causing the right wing to struck the runway surface. Out of control, the aircraft veered off runway to the right and collided with a bunker. The right wing was torn off and the aircraft came to rest. All four crew members escaped uninjured.

Azerbaijan Airlines - AZAL Airlines

After takeoff from Ürümqi Airport, while on a cargo flight to Baku, the crew encountered technical problems with the left main gear that remained down. The crew decided to continue to Baku in such configuration. On approach to Baku-Bina Airport by night, the captain contacted ATC and was cleared to proceed to a low pass to check the undercarriage. Following the low pass, the crew initiated a turn to the left and followed a circuit for a second approach. While flying at a relative low altitude, all four engines suffered a loss of power. The aircraft lost height, collided with light poles on a bridge and crashed in a field located 9 km from the airport. Four crew members were seriously injured and two others were killed.

Air Afrique

Following an uneventful cargo flight from Paris, the crew completed the landing on runway 05 by night. After touchdown, the crew started the braking procedure and selected spoilers and reverse thrust. The aircraft started to veer to the left so the captain decided to reduce the use of the reverse thrust systems. On a wet runway surface, the aircraft was unable to stop within the remaining distance and overran at a speed of 10 knots. The aircraft sank on soft ground and the left main gear collapsed. The aircraft came to rest about 50 metres past the runway end and was damaged beyond repair. All six crew members escaped uninjured.

Nigeria Airways

The aircraft was on a cargo flight from Jeddah (JED) to Kano (KAN). The total cargo uplift was 35 tonnes packed in 13 pallets and some loose bundles of merchandise that were loaded in the lower cargo hold. The departure from Jeddah was delayed for thirteen hours because of problems starting the n°4 engine. The Boeing 707 departed at 13:48 UTC. As the aircraft approached N'Djamena at FL350, about 17:00 UTC, the flight engineer noted a strange smell in the cockpit. The ground engineer and the loadmaster who were sitting in the cargo compartment area of the aircraft confirmed that the smell had persisted for a while around them. It appeared that the area around pallet number 11 was misty. The pallet was sprayed with a fire extinguisher and the smoke evacuation procedure was carried out. This stopped the fumes temporarily. The aircraft was now halfway between N'Djamena and Kano with about 40 minutes flight time to go. At 18:00 the flight was cleared to descend. Then the Master Warning sounded, followed one minute later by a Fire Warning. Smoke entered the cabin. A descent was initiated with a descent rate close to 3,000 feet per minute. Later the pitch trims became ineffective before the aircraft crashed into marshland. Tire ground marks at the scene of the accident indicated that the aircraft must have descended very slowly into the elephant grass and may have somersaulted on contact with the water, then exploded and disintegrated along the wreckage trail. Both loadmasters were killed as well as one crew member. Both other occupants were injured.

TAMPA Cargo

After takeoff from Campinas-Viracopos Airport, while climbing, the crew informed ATC about technical problems and was cleared to divert to São Paulo-Guarulhos Airport for an emergency landing. On final, both main landing gears were lowered but apparently not locked while the nose gear remained stuck in its main wheel. Upon touchdown on runway 09L, the aircraft sank on its belly and slid for few dozen metres before coming to rest. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

TMA of Lebanon - Trans Mediterranean Airways

While taxiing at Amsterdam-Schiphol Airport, the crew heard a loud bang and returned to the apron. Investigations revealed major damages to the right main gear and wing structure after the trunnion support beam of the right main gear failed.

Líneas Aéreas del Estado - LADE

En route from Maceió to Fortaleza, while in cruising altitude, the crew reported hydraulic problems and was cleared to divert to Recife-Guararapes Airport for an emergency landing. On approach, the crew was forced to lower the gear manually but it was not possible to establish if they were locked down or not. In accordance with ATC, the crew completed a low pass over the airport and ATC confirmed all three gear were down. A second approach was completed and the aircraft landed smoothly. Nevertheless, following a course of few dozen metres, the right main gear 'collapsed' and entered its wheel well. The aircraft rolled to the right, veered off runway then struck a concrete block, causing the nose gear to collapse. All 168 occupants were evacuated safely while the aircraft was damaged beyond repair.

Air Afrique

The approach to Abidjan-Félix Houphouët Boigny Airport was completed by night with a reduced visibility to 1,250 metres due to low isolated clouds. On short final, the aircraft struck the ground 30 metres short of runway 21 threshold. Upon impact, the undercarriage were torn off and the aircraft slid on its belly for few dozen metres before coming to rest. All six crew members evacuated safely while the aircraft was damaged beyond repair.

AeroBrasil Cargo

After liftoff from Manaus-Eduardo Gomes Airport runway 28, while in initial climb, the right main gear struck an element of the approach light system. An alarm sounded in the cockpit, informing the crew about landing gear problems. As the crew was unable to raise the landing gear, the captain informed ATC about the situation and was cleared to return for an emergency landing. Upon touchdown on runway 28, the right main gear collapsed. The aircraft slid for few dozen metres then veered off runway and came to rest in a ravine. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

DAS Air Cargo - Dairo Air Services

The descent to Kano-Mallam Aminu Kano Airport was completed by night and marginal weather conditions due to a sand storm. On short final, the aircraft was too low, struck the ground and crashed near military barracks located 3,2 km short of runway 06 threshold. All four occupants were rescued while the aircraft was destroyed by a post crash fire. At the time of the accident, the runway 06 ILS and DME systems were inoperative.

GAS Air Cargo - General %26 Aviation Services

The crew was completing a local training flight at Ilorin Airport, consisting of touch-and-go maneuvers. On final approach, during the last segment, the copilot inadvertently raised the landing gear. The aircraft landed on its belly, slid for few hundred metres and came to rest with both engines n°2 and 3 partially torn off. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

Trans-Air Services

The aircraft, under an IFR (°) flight plan, was flying from Luxembourg to Kano (Nigeria), carrying freight. It took off from Luxembourg aerodrome at 07.14 hrs with the peak load of 150 tonnes (38 tonnes of freight, 116 000 pounds of fuel). The crew was composed of three men, the captain, the first officer, and the flight engineer. Two passengers were on board; a maintenance man, and a cargo supervisor. The aircraft, on a heading of 199°, when passing "VILAR" and the VOR of Martigues, over the Drôme province, was authorized by le Centre Régional de Navigation Aérienne sud-est : CRNA/SE (South-East Aircraft Navigation Regional Center), to leave flight level 290 and climb to flight level 330. This flight section was performed in IMC, in turbulent air. With the throttles at climb power and automatic pilot engaged, the aircraft was flying at an indicated air speed (IAS) of 280 kt passing the flight level 320. It flew over the far south-east of the Drôme area, 20 NM to the west of Sisteron. At this moment, the crew was experiencing severe turbulence and heard a "double bang". The aircraft suddenly rolled to the right. The captain disengaged the automatic pilot and struggled to keep control by "countering" with the control stick and the rudder pedals. The continuous fire warning system sounded. According to the visual warning, this corresponded to a fire on engine n°4. A short time later, a visual warning lit up to report a fire on engine n°3. The crew noted that the throttles of these engines had moved forwards on their own. The cockpit noise level was extremely significant dominated by the engine fire warning that the flight engineer could not switch off despite the fact he repeatedly pressed the cap on the panel. Another warning system sounded at the same time to indicate the cabin depressurization and continued for most of the flight and until the landing (intermittent warning horn). The cockpit voice recorder (CVR), as well as the crew members' additional information enabled identification of the essential actions respectively executed in this emergency situation by the captain, the first officer, the flight engineer and both passengers. It should be noted that these actions ended in the successful landing at a diversion field. The captain was worried about the origin of the "fire" warning. The first officer announced that engine n°4 (right outboard) "had separated from the wing" and immediately sent out the distress call "MAYDAY MAYDAY". A short time later, he specified that, in fact, both right engines "had gone". The flight engineer suggested lightening the aircraft by fuel dumping. The captain immediately agreed. While the first officer was in charge of radio communications and determining the nature of the aircraft's damage, the captain, who was struggling at the flight controls, asked for the meteorological conditions in Marseilles and ordered the gear extension. Then, a descent towards Marseilles was initiated. The flight engineer, helped by the maintenance man, extended the gear according to the emergency drill and continued with fuel dumping. The first officer checked that the emergency drill recommended in case of engine separation was in progress and, still being in charge of the ATC communications, attempted to obtain the meteorological conditions in Marseilles. At the captain's request, the first officer specified to air traffic control that they were capable of only limited manoeuvring. The first officer noticed "an airfield ahead", and asked for its identification. This airfield proved to be the Istres military field. Then, he asked about the length of the runway (4000 meters) and quickly got from Marseilles air traffic control the landing clearance. He asked for a left hand circuit so as to land on runway 15 (downwind runway 33). The Istres controller immediately agreed. By listening to the cockpit voice recorder, it was apparent how difficult it was for the captain to complete the last turn before alignment. The first officer encouraged him by repeating six times "left turn". During this last turn, the controller informed the crew that the aircraft was on fire. The landing took place slightly to the left of the centreline, the aircraft touching down on the runway at 190 kt. The first officer and the flight engineer helped the captain during this phase. The first officer held the left engines throttles. The captain specified that there were "no hydraulic brakes!", and thus resorted to the "emergency brake system". The left main gear tyres burst. The flight engineer selected maximum reverse power on engine n°2. The aircraft, after a 2,300-meter-ground roll, went out off the left side of the runway and stopped 250 meters further on, heading approximately 90° from the runway axis. The firemen extinguished the fire with their high-capacity fire vehicles (fire brigade: SSIS). The crew members evacuated the aircraft through the cockpit side window panels with the help of escape ropes. Both passengers went out through the left front door. The crew members only realized that the right wing was on fire when the aircraft landed and stopped. In particular, it appeared that the first officer had not heard the remark of the controller. The landing took place at 08.35 hrs, that is to say approximately 24 minutes after the loss of the two right engines.

Golden Star Air Cargo

The descent to Athens-Ellinikon was initiated by night and marginal weather conditions with mist. On approach, the captain informed ATC he was established on the ILS runway 33R when he realized something was wrong and initiated a go-around. This decision was too late and the aircraft struck the slope of Mt Hymettus (2,000 feet high) located 4,8 km southeast of the airport. The aircraft disintegrated on impact and all seven occupants were killed.

TAAG Angola Airlines - Transportes Aéreos de Angola

While taxiing at Luanda-4 de Fevereiro Airport, the nose gear collapsed. All four crew members evacuated uninjured while the aircraft was damaged beyond repair.

Pakistan International Airlines - PIA

The four engine aircraft suffered a runway excursion after landing at Karachi-Quaid-e-Azam Airport. There were no casualties while the aircraft was damaged beyond repair.

Libyan Arab Airlines

During the takeoff roll at Tripoli Airport, after a course of about 700 metres, the aircraft veered off runway to the left. While contacting soft ground, all undercarriage and all four engines were torn off. The aircraft slid for few dozen metres and came to rest, broken in three and bursting into flames. All 199 occupants were evacuated, among them 10 were injured.

Royal Australian Air Force - RAAF

The aircraft departed Richmond on a flight to Avalon, carrying five crew members. While cruising at an altitude of 5,000 feet along the coast, the aircraft lost height and plunged in the sea. The wreckage was found about one km off Woodside Beach and all five occupants were killed. At the time of the accident, weather conditions were good. Crew: Cpt Mark Lewin, pilot, F/Lt Tim Ellis, copilot, F/Lt Mark Duncan, pilot, W/O Jon Fawcett, flight engineer, W/O Al Gwynne, loadmaster.

Romavia

The Romanian Presidential Airplane was engaged in a series of tests prior to an official flight to China within two days. The crew consisting of pilots and engineers completed several circuits in the region of Bucharest-Otopeni Airport and was preparing to land when the aircraft rolled to the left on short final, causing both left engines n°1 and 2 to struck the runway surface. Fuel line ruptured and fuel ignited. The crew initiated an emergency braking procedure, vacated the runway by a taxiway and stopped the aircraft that was bursting into flames. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.

Sudania Air Cargo

On approach to Nairobi-Jomo Kenyatta Airport, the crew encountered limited visibility due to poor weather conditions. As the crew was unable to locate the runway, the captain decided to abandon the approach and initiated a go-around manoeuver. Few minutes later, while completing a second attempt to land, the aircraft descended below the glide when it struck power cables and crashed 4 km short of runway 06, bursting into flames. All 10 occupants were killed.

China Southwest Airlines

While parked at Guangzhou-Baiyun Airport, ready for taxi, the B707 was struck by a Boeing 737-327 operated by Xiamen Airlines that crashed upon landing after being hijacked. The B737 struck the cockpit of the B707, killing one of the crew member. All 130 other occupants were evacuated safely and the aircraft was damaged beyond repair.

Omega Air

Witnesses reported 1st attempt to takeoff was aborted after aircraft swerved left and right. On 2nd try, aircraft lifted off about halfway down runway. After lift-off, it rolled right, right wing hit ground and aircraft crashed. Investigations revealed rudder trim was 7.9 to 8.3 units (79% to 83%) nose right. Simulator tests with that setting resulted in consistent right wing collisions with ground after liftoff. Crew's checklist referred to mech checklist for critical items to check before takeoff. Mech checklist and 50 of 54 flight instruments had been removed from aircraft, leaving 2 airspeed indicators, altimeter and standby gyro horizon. In 60 simulated takeoffs in this configuration, there was evidence of insufficient attitudinal ref to recognize rolling of aircraft before sufficient altitude was attained. FAA's designated airworthiness rep (dar) had inspected aircraft three days before and issued ferry permit. He lacked FAA mechanical certification and experience with large aircraft. FAA order 8000.62 and ac 183.33 lacked specific guidance for selection, training and oversight of dar activity. Also, lack of guidance concerning minimum equipment list. Pilot not current or medical qualified to fly aircraft.

Ethiopian Airlines

During the takeoff roll at Addis Ababa-Bole Airport runway 07, at a speed of about 100 knots, the captain spotted pigeons around the runway and shortly later, the power on engine n°2 and 3 dropped. The crew decided to abort the takeoff maneuver and initiated an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage, went down an embankment and came to rest, broken in two. All four crew members escaped uninjured while the aircraft was written off.

Trans Arabian Air Transport - TAAT

Upon touchdown, the nose gear collapsed, damaging both engines n°2 and 4. The aircraft slid for few dozen meters before coming to rest. All five crew members escaped uninjured and the aircraft was damaged beyond repair.

Katale Aero Transport

On final approach to Goma Airport, the crew failed to realize his altitude was too low when the aircraft struck the ground 38 meters short of runway threshold. Upon impact, the right main gear was torn off. The aircraft slid for about 300 meters then veered to the right and came to rest. All nine occupants escaped uninjured while the aircraft was damaged beyond repair.