Boeing 737-300

Serve Air

The airplane departed Kinshasa-N'Djili Airport on a cargo flight to Lubumbashi, carrying five crew members and one passenger. Following an uneventful flight, the crew was cleared to descend and to land at Lubumbashi-Luano Airport. After landing on runway 07, the crew started the braking procedure. At a speed of 80 knots, the aircraft deviated to the left. It veered off runway and while contacting soft ground, the nose gear collapsed. The airplane came to rest in a grassy area along the left shoulder of the runway after a course of about 200 metres. All six occupants evacuated safely and the aircraft was damaged beyond repair.

Tri-MG Intra Asia Airlines

The aircraft was performing a cargo flight from Timika, carrying five crew members and a load of various goods including constructioin materials. Upon landing on runway 15, the airplane bounced twice. It went out of control and veered off runway to the left. While contacting soft ground, both main landing gear were torn off and the aircraft slid for few dozen metres before coming to rest. All five crew members evacuated safely while the aircraft was damaged beyond repair.

Sriwijaya Air

On 31 May 2017, a Boeing 737-300 aircraft registration PK-CJC was being operated by PT. Sriwijaya Air as a scheduled passenger flight from Hasanuddin Airport (WAHH), Makassar, South Sulawesi to Rendani Airport (WAUU), Manokwari, West Papua, with one transit stop at Domine Eduard Osok Airport (WASS) Sorong, West Papua. The flight was uneventful since the first departure from Makassar until commencing the approach at Manokwari. At 0815 LT (2315 UTC), the aircraft departed Sorong to Manokwari. On board in the flight were two pilots, four flight attendants and 146 passengers. On this flight, the Second in Command (SIC) acted as Pilot Flying (PF) and the Pilot in Command (PIC) acted as Pilot Monitoring (PM). At 2331 UTC, the pilot made first contact to Rendani Tower controller and informed that the aircraft was descending from FL 230 (altitude 23,000 feet) and requested the weather information. The Rendani Tower controller informed to the pilot that the wind was calm, ground visibility 6 km, cloud FEW CB 1,400 feet, temperature and dew point 26/25°C. At 2336 UTC, Rendani Tower controller instructed to the pilot to descend to 11,000 feet and to report when on Visual Meteorological Condition (VMC). At 2338 UTC, the pilot informed that they were on VMC condition and passed altitude 13,000 feet while position was 32 Nm from ZQ NDB (Non-Directional Beacon). Rendani Tower controller instructed to fly maintain on visual condition, fly via overhead, descend to circuit altitude, join right downwind runway 35, and to report when overhead Manokwari. At 2344 UTC, the pilot reported that the aircraft was over Manokwari and Rendani Tower controller informed to the pilot that the visibility changed to 5 km. Two minutes later Rendani Tower controller instructed to the pilot to continue approach and to report on right base runway 35. At 2349 UTC, at approximately 600 feet, the PIC as PM took over control by called “I have control” and the SIC replied “You have control”. A few seconds later the pilot reported that the aircraft was on final runway 35, and Rendani Tower controller instructed to the pilot to report when the runway 35 insight. The pilot immediately replied that the runway was in sight and acknowledged by Rendani Tower controller who then issued landing clearance with additional information that the wind was calm and the runway condition wet. At approximately 550 feet, the PIC instructed the SIC turn on the wiper and reconfirmed to SIC that the runway was in sight. Between altitude 500 feet to 200 feet, the EGPWS aural warnings “Sink Rate” and “Pull Up” sounded. At 2350 UTC, the aircraft touched down and rolled on runway 35. The spoiler deployed and the pilot activated the thrust reversers. The crew did not feel significant deceleration. The aircraft stopped at approximate 20 meters from the end of runway pavement. After the aircraft stopped, the PIC commanded “Evacuate” through the Passenger Address (PA) system. The Rendani Tower Controller saw that the aircraft was overrun and activated the crash bell then informed the Airport Rescue and Fire Fighting (ARFF) that there was an aircraft overrun after landing on runway 35. All the flight crew and passengers evacuated the aircraft and transported to the terminal building safely.

Peruvian Airlines

The aircraft departed Lima-Jorge Chavez Airport on a 20-minute flight to Jauja, carrying 142 passengers and 7 seven crew members. The approach to Jauja-Francisco Carlé was uneventful and completed in good weather conditions. Two seconds after the nose gear touched down on runway 31, the crew activated the reverse systems when he felt strong vibrations and oscillations. The aircraft started to bounce and became uncontrollable. The right main gear collapsed then the aircraft veered off runway to the right, lost its right engine and came to rest in a grassy area, bursting into flames. All 149 occupants evacuated safely and the aircraft was totally destroyed by fire.

Trigana Air Service

On 13 September 2016, a Boeing 737-300 Freighter, registered PK-YSY was being operated by PT. Trigana Air Service on a scheduled cargo flight from Sentani Airport, Jayapura (WAJJ) to Wamena Airport, Wamena (WAVV), Papua, Indonesia. Approximately 2130 UTC, during the flight preparation, the pilot received weather information which stated that on the right base runway 15 of Wamena Airport, on the area of Mount Pikei, low cloud was observed with the cloud base was increasing from 200 to 1000 feet and the visibility was 3 km. At 2145 UTC, the aircraft departed Sentani Airport with flight number IL 7321 and cruised at altitude 18,000 feet. On board the aircraft was two pilots and one Flight Operation Officer (FOO) acted as loadmaster. The aircraft carried 14,913 kg of cargo. The Pilot in Command (PIC) acted as Pilot Flying (PF) while the Second in Command (SIC) acted as Pilot Monitoring (PM). There was no reported or recorded aircraft system abnormality during the flight until the time of occurrence. After passing point MALIO, the aircraft started to descend. The pilot observed the weather met the criteria of Visual Meteorological Condition (VMC). The pilots able to identify another Trigana flight from Sentani to Wamena in front of them. While passing altitude 13,500 feet, approximately over PASS VALLEY, the Wamena Tower controller instructed the pilot to report position over JIWIKA. When the aircraft position was over point JIWIKA, the Wamena Tower controller informed to the pilot that the flight was on sequence number three for landing and instructed the pilot to make orbit over point X, which located at 8 Nm from runway 15. The pilot made two orbits over Point X to make adequate separation with the aircraft ahead prior to received approach clearance. About 7,000 feet (about 2,000 feet above airport elevation), the pilot could not identify visual checkpoint mount PIKEI and attempted to identify a church which was a check point of right base runway 15. The pilot felt that the aircraft position was on right side of runway centerline. About 6,200 feet (about 1,000 feet above airport elevation), the PF reduced the rate of descend and continued the approach. The PM informed to the PF that runway was not in sight and advised to go around. The PF was confident that the aircraft could be landed safely as the aircraft ahead had landed. Approximately 5,600 feet altitude (about 500 feet above airport elevation) and about 2 Nm from runway threshold the PF was able to see the runway and increased the rate of descend. The pilot noticed that the Enhanced Ground Proximity Warning System (EGPWS) aural warning “SINK RATE” active and the PF reduced the rate of descend. While the aircraft passing threshold, the pilot felt the aircraft sunk and touched down at approximately 125 meters from the beginning runway 15. The Flight Data Recorder recorded the vertical acceleration was 3.25 g on touchdown at 2230 UTC. Both of main landings gear collapsed. The left main landing gear detached and found on runway. The engine and lower fuselage contacted to the runway surface. The aircraft veer to the right and stopped approximately 1,890 meters from the beginning of the runway 15. No one was injured on this occurrence and the aircraft had substantially damage. Both pilots and the load master evacuated the aircraft via the forward left main cargo door used a rope.

Southwest Airlines

On December 15, 2015, at 5:23pm central standard time (CST), Southwest Airlines flight 31, a Boeing 737-300, N649SW, exited the taxiway while taxing to the gate and came to rest in a ditch at the Nashville International Airport (BNA), Nashville, Tennessee. Nine of the 138 passengers and crew onboard received minor injuries during the evacuation and the airplane was substantially damaged. The airplane was operating under the provisions of 14 Code of Federal Regulations Part 121 as a regularly scheduled passenger flight from William P. Hobby Airport (HOU), Houston, Texas. Weather was not a factor, light conditions were dark just after sunset. The airplane landed normally on runway 20R and exited at taxiway B2. The flight crew received and understood the taxi instructions to their assigned gate. As the crew proceeded along taxiway T3, the flight crew had difficulty locating taxiway T4 as the area was dark, and there was glare from the terminal lights ahead. The crew maneuvered the airplane along T3 and onto T4, and then turned back to the right on a general heading consistent with heading across the ramp toward the assigned gate. The flight crew could not see T4 or the grassy area because the taxiway lights were off and the glare from the terminal lights. As a result, the airplane left the pavement and came to rest in a drainage ditch resulting in substantial damage to airplane. The cabin crew initially attempted to keep the passengers seated, but after being unable to contact the flight crew due to the loud alarm on the flight deck, the cabin crew properly initiated and conducted an evacuation. As a result of past complaints regarding the brightness of the green taxiway centerline lights on taxiways H, J, L and T-6, BNA tower controllers routinely turned off the taxiway centerline lighting. Although the facility had not received any requests on the day of the accident, about 30 minutes prior to the event the tower controller in charge (CIC) turned off the centerline lights as a matter of routine. In doing so, the CIC inadvertently turned off the "TWY J & Apron 2" selector, which included the taxiway lights in the vicinity of the excursion. The airfield lighting panel screensaver feature prevented the tower controllers from having an immediate visual reference to the status of the airfield lighting.

Magnicharters

The aircraft departed Cancún on a regular schedule flight to Mexico City, carrying 139 passengers and five crew members. The flight was uneventful. Following an unstabilized approach, the aircraft landed on runway 05L at an excessive speed. After touchdown, severe vibrations occurred when the left main gear collapsed after a course of 1,097 metres. The airplane slid for 980 metres before coming to rest. All 144 occupants evacuated safely and the aircraft was damaged beyond repair.

Avia Traffic Company

The crew departed Krasnoyarsk-Yemilianovo Airport on a night flight to Osh, Kyrgyzstan. En route, he was informed that a landing in Osh was impossible to due low visibility caused by foggy conditions. The captain decided to divert to Bishkek-Manas Airport where the aircraft landed safely at 0520LT. As weather conditions seems to improve at destination, the crew left Bishkek bound for Osh some ninety minutes later. On approach to Osh, the vertical visibility was reduced to 130 feet when the aircraft hit violently the runway 12 surface. Upon impact, the left main gear was sheared off, the aircraft slid for several yards, overran, hit obstacles and came to rest in a field located 529 meters past the runway end with its left engine detached and its right engine destroyed. All 154 occupants were evacuated, ten passengers were injured, six of them seriously. The aircraft was damaged beyond repair.

Peruvian Airlines

Following an uneventful flight from Lima, the crew started the descent to Cuzco-Alejandro Velasco Astete Airport Runway 28. On approach, the aircraft was configured for landing and flaps were deployed to 15°. Following a smooth landing, the crew started the braking procedure when, eight seconds after touchdown, he noticed vibrations coming from the left main gear. At a speed of 100 knots, the right main gear collapsed. The aircraft rolled for few hundred metres then came to a halt on the runway. All 139 occupants evacuated safely and the aircraft was damaged beyond repair.

Cardig Air

On 28 August 2015 a Boeing 737-300 Freighter, registered PK-BBY was being operated by PT. Cardig Air on a scheduled cargo flight from Sentani Airport (WAJJ) Jayapura to Wamena Airport (WAVV) Papua, Indonesia. At 1234 LT (0334 UTC), the aircraft departed to Wamena and on board the aircraft were two pilots, and 14,610 kg of cargo. The Pilot in Command (PIC) acted as Pilot Flying (PF) while the Second in Command (SIC) who was under line training acted as Pilot Monitoring (PM). There was no reported or recorded aircraft system abnormality during the flight until the time of occurrence. At 0637 UTC, when the aircraft approaching PASS VALLEY, the Wamena Tower controller provided information that the runway in use was runway 15 and the wind was 150°/18 knots, QNH was 1,003 mbs and temperature was 23 °C. At 0639 UTC, the pilot reported position over PASS VALLEY, descended passing FL135. The Wamena Tower controller instructed the pilot to report position over JIWIKA. At 0645 UTC, the pilot reported position over JIWIKA and continued to final runway 15. At 0646 UTC, the pilot reported position on final runway 15 and Wamena Tower controller provided landing clearance with additional information of wind 150°/15 knots and QNH 1,003 mbs. At 0647 UTC, the aircraft touched down about 35 meter before the beginning runway 15 with vertical acceleration of 3.68 G. The left main landing gear collapsed and the left engine contacted to the runway surface. The aircraft stopped at about 1,500 meters from runway threshold. No one was injured on this occurrence.

SCAT Airlines

After completing flight DV742 from Astana, the aircraft was parked at a gate, waiting for its passengers to complete the flight DV831 to Mineralnye Vody. The aircraft landed at 1818LT and was scheduled to depart around 1915LT when an explosion occurred in the forward baggage compartment (between STA 380 and STA 440). A fire spread into the cabin and partially destroyed the fuselage. Nobody was hurt in this incident but the aircraft was damaged beyond repair.

Pacific Air Express - Solomon Islands

Following an uneventful flight from Brisbane, the crew completed the approach and landing at Honiara-Henderson Airport. After touchdown on runway 24, the right main gear collapsed and punctured the right wing. The aircraft veered slightly to the right and came to a halt on the runway. All three occupants evacuated safely and the aircraft was damaged beyond repair.

Pakistan International Airlines - PIA

Following an uneventful flight from Sialkot, the crew completed the approach to Muscat-Seeb Runway 26L. After touchdown, while decelerating, the left main gear collapsed, causing the left engine to struck the ground. The aircraft slid for few dozen metres before coming to rest on the left edge of the runway. All 114 occupants evacuated uninjured while the aircraft was damaged beyond repair.

Sriwijaya Air

On 20 December 2011, a Boeing 737-300 aircraft, registered PK-CKM, was being operated by PT. Sriwijaya Air on a schedule passenger flight SJ230 from Soekarno Hatta International Airport (WIII) Jakarta to Adisutjipto International Airport (WARJ), Yogyakarta. There were 141 persons on board; two pilots, four cabin crews and 135 passengers consisted124 adult, 7 children and 4 infant. The aircraft departed from Jakarta at 14.00 LT (07.00 UTC), the pilot in command was the pilot flying and the co-pilot was the pilot monitoring. At 08.10 UTC the aircraft made holding at 8 NM from JOG VOR due to bad weather. After the second holding and the weather was deteriorated, the airport authority closed the airport for takeoff and landing. The pilot requested divert to Juanda Airport (WARR), Surabaya and landed at 08.40 UTC. After refuelling and received the information about weather improvement in Yogyakarta then the aircraft departed, at 09.20 UTC, in this sequence of flight the PIC acted as PF, with 137 persons on board consisted of two pilots, four cabin crews and 131 passengers consisted 120 adult, 7 children and 4 infant. The aircraft was on the fifth sequence from seven aircraft approaching Adisucipto airport Yogyakarta. Passing JOG VOR it was seen on radar screen that the aircraft speed was read 203 Kts at 2700 ft. Approach Controller instructed to reduce the speed. At about 1200 ft, the pilot had the runway insight and disengaged the autopilot and auto throttle. The pilot made correction to the approach profile by roll up to 25 degrees and rate of descend up to 2040 ft per minute. The GPWS warning of ‘pull up’ and sink ‘rate were’ activated. Aircraft touched down at speed 156 Kts of 138 Kts target landing speed. During landing roll, the auto-brake and spoiler activated automatically. The thrust reverse were deployed and the N1 were recorded on the FDR increase and decrease to idle before increased to 80% prior to aircraft stop. The PIC noticed that the aircraft would not be able to stop in the runway and decided to turn the aircraft to the left. The aircraft stopped at 75 meter from the end of runway 09 and 54 meter on the left side of the centre line. Most of the passenger evacuated through left and right forward escape slides. All passengers were evacuated safely. The passenger on the stretcher case was evacuated by the airport rescue. 6 passengers reported minor injured while all crew and the remaining passengers were not injured. The aircraft suffered major damage on the right main and nose wheel.

Merpati Nusantara Airlines - MNA

On 13 April 2010, a Boeing B737-300 aircraft registered PK-MDE was being operated by PT. Merpati Nusantara Airline as a scheduled passenger flight MZ 836, from Hasanuddin Airport, Makassar, Sulawesi to Rendani Airport, Manokwari, Papua. It made a transit stop at Domine Eduard Osok Airport, Sorong, Papua. The aircraft departed from Makassar at 2010 UTC and landed at Sorong at 2214 UTC. The scheduled departure time from Sorong was 2235, but due to heavy rain over Manokwari, the departure was delayed for about two hours. The pilot in command was the pilot flying, and the copilot, who also held a command rating on the aircraft, was the support/monitoring pilot. The aircraft subsequently departed Sorong 2 hours and 43 minutes later, at 0118. The observed weather report issued by Badan Meteorologi dan Geofisika (BMG) Manokwari for takeoff and landing at 0100 indicated that the weather was “continuous slight rain, horizontal visibility of 3 to 4 kilometers, cloud overcast cumulus-stratocumulus, westerly wind at 5 knots”. The aircraft’s dispatch release from Sorong indicated that the flight was planned under the Instrument Flight Rules (IFR). The destination, Manokwari, had no published instrument approach procedure. Terminal area operations, including approach and landing, were required to be conducted under the Visual Flight Rules (VFR). At 0146 the crew made the first direct contact with Rendani Radio and reported their position as 14 Nm from Manokwari, and maintaining altitude 10,500 feet. Following this radio contact, Rendani Radio informed the crew that the weather was continuous slight rain, visibility 3 kilometers, cloud overcast with cumulus stratocumulus at 1,400 feet, temperature 24 degrees Celsius, QNH 1012 hectopascals. The transcript of the Rendani Radio communications with the aircraft indicated that controller then instructed the crew to descend and joint right downwind for runway 35, and to report when overhead the airport. Shortly after, the crew reported overhead the airport at 5,000 feet. The controller then instructed the crew to report when they were on final approach for runway 35. The crew acknowledged this instruction. At 0154 the crew reported that they were on final for runway 35. The controller informed them that the wind was calm, runway condition was wet and clear. The crew read back the wind condition and that the runway was clear, but did not mention the wet runway condition. According to the Rendani Airport Administrator’s report to the investigation, the aircraft was observed to make a normal touchdown on the runway at about 0155, about 120 meters from the approach end of runway 35. The report stated that the aircraft’s engine reverser sound was not heard during landing roll. Witnesses on board the aircraft also stated that the aircraft made a smooth landing, and the engine reversers were not heard during the landing roll. During the landing roll, the aircraft veered to the left about 140 meters from the end of runway 35, then overran the departure end of runway 35. At about 0156 it came to a stop 205 meters beyond the end of the runway in a narrow river; the Rendani River. The Observed Weather Report issued by BMG Manokwari for takeoff and landing at 0200 (4 minutes after the accident) indicated that the weather was continuous moderate rain, with a horizontal visibility of 4 kilometers, cloud overcast cumulus stratocumulus, south-westerly wind at 5 knots. The airport rescue and fire fighting unit was immediately deployed to assist the post crash evacuation. Due to the steep terrain 155 meters from the end of runway 35, the rescuers had to turn back and use the airport’s main road to reach the aircraft. The accident site was in an area of shallow muddy water surrounded by mangrove vegetation. The aircraft was substantially damaged. Nearby residents, police and armed forces personnel assisted the evacuation from the aircraft. The Rendani Airport Administrator reported that the passengers and crew members were evacuated and moved from the site by 0230. They were taken to the Manokwari General Hospital, and Manokwari Naval Hospital for further medical treatment.

Merpati Nusantara Airlines - MNA

Following an uneventful flight from Surabaya-Juanda Airport, the crew started a night approach to Ujung Pandang-Sultan Hasanuddin Airport (Makassar). On short final, at a height of 50 feet, the aircraft descended fast and landed nose first. A tyre burst on impact and the aircraft was stopped following a normal landing course. All 108 occupants evacuated safely and the aircraft was damaged beyond repair due to fuselage damages.

KD Avia - Kaliningrad Avia

The accident aircraft Boeing 737-3Y0 EI-DON, was operated by KD Avia on a flight from Kaliningrad, Russia to Barcelona, Spain and return. Flight KD793 to Barcelona was uneventful. The return flight, KD794, departed at 16:18 with 138 passengers and six crew members on board. The copilot was Pilot Flying, the captain was Pilot Monitoring. The en route part of the flight was uneventful. As the flight was descending to Kaliningrad at night in heavy rains and with gusty crosswind. During the descent flaps were first selected at 1° and thereafter to 5°. As the flaps were transitioning to this position, a flap asymmetry warning caught the attention of the crew. At 19:00 hours the captain took over control and selected flaps to 2°, the position at which there was no asymmetry warning. The crew then contacted the controller at Kaliningrad and reported that they had flap problems. As the descent was continued, the copilot performed the necessary calculations for a landing with flaps at 2°. At 19:09 the cabin crew was warned to prepare for a high-speed landing. Using the QRH to work the flap issue, the co-pilot activated the 'flap inhibit' and 'gear inhibit' switches. This "incorrect" action effectively disconnected the ground-proximity warning system (GPWS). At 19:11 it was established that the landing speed would be Vref +30, leading to a planned landing speed of 161 knots. At 19:14 the Landing Gear Warning Horn sounded due to the combination of power and flaps setting with the fact that the landing gear had not been selected down. This warning was cancelled by the crew. When the engine power was reduced to idle, the Landing Gear Warning Horn sounded again. This time the crew did not pay attention to the warning and continued to land. The airplane performed a gear up landing, sliding for 1440 m before coming to rest on the runway. The flap asymmetry issue was caused by a faulty Flap Position Transmitter. The flaps had extended to the commanded position, but the system incorrectly detected an asymmetry issue. This issue had occurred previously on EI-DON. The sensor had been replaced prior to departure from Kaliningrad that same day.

TAROM - Transporturile Aeriene Române

Around 1100LT, an airport maintenance team consisting of four people in two cars (Kia minivan) was cleared to enter runway 08R to perform maintenance work on the runway lighting system. Two of the men were working at about 600 meters from the threshold and the two other men were working at about 1500 meters from the threshold. Visibility at the time was poor due to thick fog. At 11:04 the runway was vacated by both vehicles due to landing traffic. At 11:06 they were recleared to enter the runway. At 11:25:13 flight ROT3107, a Boeing 737-300, was cleared to enter runway 08R for takeoff. The flight was cleared for takeoff at 11:26:07. Between 11:26:40 and 11:26:50 the control tower asked the maintenance workers if the runway was clear but got no reply. During the takeoff roll, at a speed of 90 knots, the aircraft collided with one of the van that was 'parked' about 600 metres from the threshold with its left engine and left main gear. The van was totally destroyed upon impact and the aircraft veered off runway to the left and came to rest 137 metres to the left of the centerline and 950 metres from the threshold. All 123 occupants evacuated safely and there were no injuries with ground maintenance personnel.

AdamAir

The aircraft was on a scheduled passenger flight from Soekarno-Hatta Airport, Jakarta to Juanda Airport, Surabaya, East Java. There were 155 persons on board, consist of 7 crew and 148 passengers. During the flight there was no abnormality declare by the flight crew. Weather condition at Surabaya was thunderstorm and rain, wind 240/7 knots with visibility 8,000 meters. The CVR revealed that there was conversation in the cockpit that was not related to the progress of the flight, the conversation was relating to the company fuel policy and training program until 2000 feet. The CVR did not reveal approach briefing and any checklist reading. On final approach of runway 28 passing 800 feet approach light insight and landing clearance was received. Prior to touchdown, control of the aircraft was transferred from co-pilot to PIC. The CVR recorded that the Ground Proximity Warning Systems (GPWS) warned “Sink Rate” and “Pull Up”. The right wheel track was found out of the runway for about 4 meter away and return to the runway. The aircraft stopped for about 100 meters from taxiway N3. After aircraft touched down, the fuselage aft of passenger seat row 16 was bended down. The passengers were panic. Flight attendants evacuated the passengers via all exits available and door slides were inflated. The two passengers were minor injured, and the aircraft suffered severe damage.

TNT Airways

On a scheduled cargo flight from Liège Airport to London Stansted Airport the crew diverted to Nottingham East Midlands Airport due to unexpectedly poor weather conditions at Stansted. The weather conditions at EMA required a CAT IIIA approach and landing. On approach, at approximately 500 feet agl, the crew were passed a message by ATC advising them of a company request to divert to Liverpool Airport. The commander inadvertently disconnected both autopilots whilst attempting to reply to ATC. He then attempted to re-engage the autopilot in order to continue the approach. The aircraft diverged to the left of the runway centreline and developed a high rate of descent. The commander commenced a go-around but was too late to prevent the aircraft contacting the grass some 90 m to the left of the runway centreline. The aircraft became airborne again but, during contact with the ground, the right main landing gear had broken off. The crew subsequently made an emergency landing at Birmingham Airport (BHX).

Helios Airways

On 14 August 2005, a Boeing 737-300 aircraft, registration number 5B-DBY, operated by Helios Airways, departed Larnaca, Cyprus at 06:07 h for Prague, Czech Republic, via Athens, Hellas. The aircraft was cleared to climb to FL340 and to proceed direct to RDS VOR. As the aircraft climbed through 16 000 ft, the Captain contacted the company Operations Centre and reported a Take-off Configuration Warning and an Equipment Cooling system problem. Several communications between the Captain and the Operations Centre took place in the next eight minutes concerning the above problems and ended as the aircraft climbed through 28 900 ft. Thereafter, there was no response to radio calls to the aircraft. During the climb, at an aircraft altitude of 18 200 ft, the passenger oxygen masks deployed in the cabin. The aircraft leveled off at FL340 and continued on its programmed route. At 07:21 h, the aircraft flew over the KEA VOR, then over the Athens International Airport, and subsequently entered the KEA VOR holding pattern at 07:38 h. At 08:24 h, during the sixth holding pattern, the Boeing 737 was intercepted by two F-16 aircraft of the Hellenic Air Force. One of the F-16 pilots observed the aircraft at close range and reported at 08:32 h that the Captain’s seat was vacant, the First Officer’s seat was occupied by someone who 2 was slumped over the controls, the passenger oxygen masks were seen dangling and three motionless passengers were seen seated wearing oxygen masks in the cabin. No external damage or fire was noted and the aircraft was not responding to radio calls. At 08:49 h, he reported a person not wearing an oxygen mask entering the cockpit and occupying the Captain’s seat. The F-16 pilot tried to attract his attention without success. At 08:50 h, the left engine flamed out due to fuel depletion and the aircraft started descending. At 08:54 h, two MAYDAY messages were recorded on the CVR. At 09:00 h, the right engine also flamed out at an altitude of approximately 7 100 ft. The aircraft continued descending rapidly and impacted hilly terrain at 09:03 h in the vicinity of Grammatiko village, Hellas, approximately 33 km northwest of the Athens International Airport. The 115 passengers and 6 crew members on board were fatally injured. The aircraft was destroyed.

Flash Airlines

Following a night takeoff from runway 22R at Sharm el Sheikh-Ophira Airport, the plane climbed and maneuvered for a procedural left turn to intercept the 306 radial from the Sharm el Sheikh VOR station. When the autopilot was engaged the captain made an exclamation and the autopilot was immediately switched off again. The captain then requested Heading Select to be engaged. The plane then began to bank to the right. The copilot then warned the captain a few times about the fact that the bank angle was increasing. At a bank angle of 40° to the right the captain stated "OK come out". The ailerons returned briefly to neutral before additional aileron movements commanded an increase in the right bank. The aircraft had reached a maximum altitude of 5,460 feet with a 50° bank when the copilot stated 'overbank'. Repeating himself as the bank angle kept increasing. The maximum bank angle recorded was 111° right. Pitch attitude at that time was 43° nose down and altitude was 3,470 feet. The observer on the flight deck, a trainee copilot, called 'retard power, retard power, retard power'. Both throttles were moved to idle and the airplane gently seemed to recover from the nose-down, right bank attitude. Speed however increased, causing an overspeed warning. At 04:45 the airplane struck the surface of the water in a 24° right bank, 24° nose-down, at a speed of 416 kts and with a 3,9 G load. The aircraft disintegrated on impact and debris sank by a depth of 900 metres. All 148 occupants were killed, among them 133 French citizens, one Moroccan, one Japanese and 13 Egyptian (all crew members, among them six who should disembark at Cairo). Weather at the time of accident was good with excellent visibility, outside temperature of 17° C and light wind. On January 17, the FDR was found at a depth of 1,020 metres and the CVR was found a day later at a depth of 1,050 metres.

Air Gabon

While descending to Libreville-Léon Mba Airport, the crew encountered poor weather conditions. Due to low visibility caused by heavy rain falls, a landing was not possible and the crew followed a holding pattern of about 30 minutes for weather improvement. After landing on runway 16 (3,000 metres long), the aircraft was unable to stop within the remaining distance. It overran at a speed of 100 knots, collided with a fence and came to rest 100 metres further. All 131 occupants evacuated safely while the aircraft was damaged beyond repair. It was reported that the left engine throttle lever was in a full forward position after touchdown while the right engine throttle lever was in the reverse position. The braking action was poor because the runway surface was poor and the crew did not initiate a go-around procedure.

Garuda Indonesian Airways

On January 16, 2002, at approximately 09:24 UTC, a Boeing 737-300, PK-GWA, ditched into the waters of the Bengawan Solo River, Central Java during a forced landing, following loss of power on both engines as the aircraft was descending through 19,000 ft. The dual engine flame out occurred shortly after the aircraft entered severe cumulonimbus cloud formations with turbulence and heavy rain and ice. The aircraft, owned and operated by PT Garuda Indonesia as Flight GA 421, had departed Ampenan at 08:32 UTC, on a regular scheduled commercial flight with destination Yogyakarta. At departure VMC conditions prevailed. The flight from Ampenan was reported uneventful until its arrival in the Yogyakarta area. The crew stated that they observed cumulonimbus cloud formations on their weather radar. The aircraft descended from cruise altitude of 31,000 ft to 28,000ft as instructed by BALI ATC at 09.08 UTC due to traffic on eastbound at FL290. As they began their descent from FL 280 at 09.13 UTC, prior to entering the clouds at 23,000 feet, the crew noted at the radar screen red cells with two green and yellow areas to the left and right of their intended flight path. The Pilot Flying decided to take the left opening above PURWO NDB. The flight crew prepared to enter turbulence by setting turbulence speed at 280 knots, seatbelt on, engine ignitions on FLT and anti-ice on. Then the Pilot Flying requested to BALI ATC to descend to FL 190 and was cleared by Semarang APP at 09.13 UTC. Shortly after the aircraft entered the area covered by Cumulonimbus cells, the crew noted severe turbulence and heavy precipitation. According to the flight crew interview, the crew noted aircraft electrical power generators loss and they were only having primary engine instrument indications and captain flight instruments, which finally identified both engines flame-out. While in the precipitation, the flight crew attempted at least two engine relights, and one attempt of APU start. As the APU start was initiated, the crew noted total electrical loss of the aircraft. The aircraft descended into VMC conditions at about 8,000 ft altitude. The PIC spotted the Bengawan Solo River and decided to land the aircraft on the river. The crew announced to the flight attendant to prepare emergency landing procedure. The aircraft landed successfully between two iron bridges in the upstream direction, and came to a stop with its nose pointing to the right of the landing path. The aircraft settled down on its belly, with the wings and control surfaces largely intact, and was partially submerged. The evacuation following the landing was successful. Twelve passengers suffered injuries, the flight crew and two flight attendants were uninjured, one flight attendant suffered serious injuries, and another flight attendant was found in the waters of the river and fatally injured.

Southwest Airlines

On March 5, 2000, about 1811 Pacific standard time (PST), Southwest Airlines, Inc., flight 1455, a Boeing 737-300 (737), N668SW, overran the departure end of runway 8 after landing at Burbank-Glendale-Pasadena Airport (BUR), Burbank, California. The airplane touched down at approximately 182 knots, and about 20 seconds later, at approximately 32 knots, collided with a metal blast fence and an airport perimeter wall. The airplane came to rest on a city street near a gas station off of the airport property. Of the 142 persons on board, 2 passengers sustained serious injuries; 41 passengers and the captain sustained minor injuries; and 94 passengers, 3 flight attendants, and the first officer sustained no injuries. The airplane sustained extensive exterior damage and some internal damage to the passenger cabin. During the accident sequence, the forward service door (1R) escape slide inflated inside the airplane; the nose gear collapsed; and the forward dual flight attendant jump seat, which was occupied by two flight attendants, partially collapsed. The flight, which was operating on an instrument flight rules flight plan, was conducted under 14 Code of Federal Regulations (CFR) Part 121. Visual meteorological conditions (VMC) prevailed at the time of the accident, which occurred in twilight lighting conditions.

China Southern Airlines

The approach to Zhanjiang Airport was completed in poor weather conditions with thunderstorm activity, heavy rain falls and strong winds. Following a wrong approach configuration, the aircraft passed over the runway threshold at a too high altitude of 400 metres. The pilot-in-command increased the rate of descent when the aircraft landed hard and bounced. It floated for about 330 metres then landed 15 metres to the right of the runway. Out of control, it lost its undercarriage and came to rest few dozen metres further. All 90 occupants were rescued, among them six passengers were injured.

Silkair

On 19 December 1997, a SilkAir Boeing B737-300 aircraft, registration 9V-TRF, was on a scheduled commercial international passenger flight under Instrument Flight Rules (IFR), routing Singapore – Jakarta – Singapore. The flight from Singapore to Jakarta operated normally. After completing a normal turnaround in Jakarta the aircraft departed Soekarno-Hatta International Airport for the return leg. At 08:37:13 (15:37:13 local time) the flight (MI185) took off from Runway 25R with the Captain as the handling pilot. The flight received clearance to climb to 35,000 feet (Flight Level 350) and to head directly to Palembang. At 08:47:23 the aircraft passed FL245. Ten seconds later, the crew requested permission to proceed directly to PARDI2. The air traffic controller instructed MI 185 to standby, to continue flying directly to Palembang and to report when reaching FL350. At 08:53:17, MI185 reported reaching FL350. Subsequently, the controller cleared MI185 to proceed directly to PARDI and to report when abeam Palembang. At 09:05:15.6, the cockpit voice recorder (CVR) ceased recording. According to the Jakarta ATC transcript, at 09:10:18 the controller informed MI 185 that it was abeam Palembang. The controller instructed the aircraft to maintain FL350 and to contact Singapore Control when at PARDI. The crew acknowledged this call at 09:10:26. There were no further voice transmissions from MI 185. The last readable data from the flight data recorder (FDR) was at 09:11:27.4. Jakarta ATC radar recording showed that MI185 was still at FL350 at 09:12:09. The next radar return, eight seconds later, indicated that MI185 was 400 feet below FL350 and a rapid descent followed. The last recorded radar data at 09:12:41 showed the aircraft at FL195. The empennage of the aircraft subsequently broke up in flight and the aircraft crashed into the Musi river delta, about 50 km (30 nm) north-northeast of Palembang at about 09:13. The accident occurred in daylight and in good weather conditions. All 104 occupants were killed. The accident was not survivable.

China Southern Airlines

The approach to Shenzhen-Huangtian Airport was completed in poor weather conditions with thunderstorm activity, heavy rain falls and turbulences. During the last segment, the aircraft was unstable but the crew continued the descent when the aircraft landed hard. The aircraft bounced and suffered undercarriage damages. Despite the situation, the captain decided to initiate a go-around procedure and increased engine power. During the second attempt to land, the crew encountered control difficulties as the aircraft suffered damages from the first missed landing. Also, weather conditions were poor so the aircraft was unstable on approach. After landing at an excessive speed, the aircraft went out of control, veered off runway and came to rest in a soft ground, broken in three and bursting into flames. Two crew members and 33 passengers were killed while 39 other people were injured.

USAir - US Airways

The aircraft crashed while maneuvering to land at Pittsburgh International Airport, Pittsburgh, Pennsylvania. Flight 427 was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled domestic passenger flight from Chicago-O'Hare International Airport, Chicago, Illinois, to Pittsburgh. The flight departed about 1810, with 2 pilots, 3 flight attendants, and 127 passengers on board. The airplane entered an uncontrolled descent and impacted terrain near Aliquippa, Pennsylvania, about 6 miles northwest of the destination airport. All 132 people on board were killed, and the airplane was destroyed by impact forces and fire. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan.

China Yunnan Airlines

The approach to Kunming-Wujiaba Airport runway 03 was completed in poor weather conditions with heavy rain falls. Following a wrong approach configuration, the crew landed at an excessive speed of 170 knots and the aircraft touched down 2,500 feet past the runway threshold. On a wet runway surface, the aircraft was unable to stop within the remaining distance, overran, struck approach lights and the ILS antenna, lost its nose gear and came to rest. All 148 occupants were rescued, among them 15 passengers were slightly injured. The aircraft was damaged beyond repair.

Royal Thai Air Force - Kong Thap Akat Thai

During the days prior to the accident, various problems with the pitch-trim system and the horizontal stabilizers were noticed and reported. Repairs were conducted by technicians from the Royal Thai Air Force but apparently, not according to the Boeing published procedures, so a Boeing engineer was dispatched in Thailand to proceed to controls and tests. On approach to Muang Khon Kaen Airport, the aircraft started to pitch up and down then stalled. The crew increased engine power and regained control for few seconds when the aircraft stalled a second time few seconds later. The crew elected to regain control and to reduce the rate of descent when the aircraft entered an uncontrolled descent and crashed in a rice paddy field located few km from the airport. The aircraft was destroyed and all six occupants were killed. The aircraft has the dual registration 33-333 (military) and HS-TGQ (civil).

China Southern Airlines

At a distance of 40 km from the airport, at an altitude of 7,800 feet, the crew was cleared to make a visual approach and to descent to 7,000 feet. Three minutes later, the aircraft went out of control and crashed on a mountain slope (1'600 metres high) located 27 km south from runway 36. The aircraft was totally destroyed and all 141 occupants were killed. It was reported that the captain attempted to level off the plane by raising its nose. The autothrottle responded by advancing the throttles. The n°2 power lever however remained at idle. The crew apparently did not notice this. With the right engine at idle, the autothrottle further advanced the left engine power lever in order to obtain the correct airspeed. The asymmetrical power condition was not corrected and the airplane rolled to the right and crashed.

USAir - US Airways

SKW5569, N683AV, had been cleared to runway 24L, at intersection 45, to position and hold. The local controller, because of her preoccupation with another airplane, forgot she had placed SKW5569 on the runway and subsequently cleared US1493, N388US, for landing. After the collision, the two airplanes slid off the runway into an unoccupied fire station. The tower operating procedures did not require flight progress strips to be processed through the local ground control position. Because this strip was not present, the local controller misidentified an airplane and issued a landing clearance. The technical appraisal program for air traffic controllers is not being fully utilized because of a lack of understanding by supervisors and the unavailability of appraisal histories.

Philippine Airlines - PAL

Parked at Manila-Ninoy Aquino Airport, the aircraft was ready for its flight to Iloilo City with 114 passengers and a crew of six on board. While being pushed back, the aircraft suffered three explosions and caught fire. 80 people escaped with minor injuries while 31 others escaped uninjured. Unfortunately, eight passengers died.