Fokker 100

Bek Air

The Fokker 100 departed runway 05R at Almaty Airport on a regular schedule service (flight Z9/BEK2100) to Astana-Nursultan Nazarbayev Airport, carrying 93 passengers and a crew of five. Shortly after liftoff, while in initial climb at an altitude of 50-100 feet, the airplane lost height and veered to the right, struck a concrete wall then crashed onto a house located in a residential area, about 500 meters south of the runway 23R threshold. The airplane broke into several parts and 12 occupants were killed, among them the captain. At the time of the accident, the visibility was about one km with smoke and mist.

Bek Air

Following an uneventful flight from Kyzylorda, the crew initiated the descent to Astana Airport and configured the aircraft for landing. After the crew lowered the landing gear, he realized that the nose gear remained stuck in its wheel well. The captain abandoned the approach and initiated a go-around. During the holding circuit, the crew elected to lower the gear manually, without success. After a 50 minutes circuit, the crew decided to land without the nose gear. After touchdown on runway 22, the aircraft slid for few dozen metres before coming to rest. All 121 occupants evacuated safely and the aircraft was damaged beyond repair.

IRS Airlines

Following a C-Check at Bratislava Airport, the aircraft was returning to its base in Kano, Nigeria, with an intermediate stop in Ghardaïa. While flying over the Niger airspace, the crew was in contact with Niamey ATC when he apparently encountered poor weather conditions (sand storm) and lost all communications. The exact circumstances of the accident are unclear, but it is believed that the crew was forced to attempt an emergency landing due to fuel shortage. The aircraft landed in a desert area located in the region of the Ganla beacon, south of Niger. Upon landing, the aircraft lost its undercarriage and slid for few dozen metres before coming to rest. Both pilots evacuated safely and the aircraft was damaged beyond repair. The wreckage was found about 190 km north of Kano.

Iran Aseman Airlines

On approach to Zahedan Airport, the crew followed the checklist and configured the aircraft for landing when he realized that the left main gear remained stuck in its wheel well. The crew abandoned the landing manoeuvre and initiated a go-around procedure. During an hour, the crew followed a holding circuit to burn fuel and also to try to lower the left main landing gear but without success. Eventually, the crew was cleared to land on runway 35. After touchdown, the aircraft rolled for about 1,500 metres then veered off runway to the left before coming to rest in a sandy area. All 103 occupants evacuated safely and the aircraft was damaged beyond repair.

Avianca Brasil

The aircraft took off from the Senador Nilo Coelho Aerodrome (SBPL), Petrolina - PE, to Presidente Juscelino Kubitschek International Airport (SBBR), Brasilia - DF, at 1752 (UTC), in order to complete the scheduled cargo and personnel flight O6 6393, with 5 crewmembers and 44 passengers on board. During the level flight, thirty minutes after takeoff, the aircraft presented low level in the hydraulic system 1. The crew performed the planned operational procedures and continued the flight to Brasilia, with the hydraulic system degraded. During the SBBR landing procedures, the crew used the alternative system for lowering the landing gears. The main landing gears lowered and locked, the nose landing gear unlocked, but did not lower. After coordination with the air traffic control, the aircraft was instructed to land on SBBR runway 11R. The landing took place at 2042 (UTC). After the touchdown, the aircraft covered a total distance of 900 meters until its full stop. The initial 750 meters were with the aircraft supported only by the main landing gears and the last 150 meters were with the aircraft supported by the main landing gears and by the lower part of the front fuselage. The aircraft stopped on the runway. Substantial damage to structural elements of the aircraft occurred near the nose section. The evacuation of the crewmembers and passengers was safe and orderly. The copilot suffered fractures in the thoracic spine. The other crewmembers and passengers left unharmed.

Air Bagan

On 25 December 2012 at 0603 local Time, an Air Bagan Ltd Fokker 100 aircraft registered XY-AGC (MSN-11327) departed Yangon International Airport (VYYY) on a scheduled passenger flight to Mandalay International Airport (VYMD) with the Pilot in command (PIC) as pilot flying. The aircraft was refueled after 60 passengers disembarked and 46 passengers boarded. The PIC made briefing and completed the aircraft checks. At 0826 local time, departed Mandalay International Airport (VYMD) to Heho Airport (VYHH). On Board the pilot in command (PIC), first officer (FO), 4 cabin crews and 65 passengers (Total 71 POB) and the First Officer was designated as the Pilot Flying for the flight. The aircraft climbed to FL. 130 and cruised with an indicated airspeed of 250 Kts. The Pilot in command contacted Heho ATC at flight level 130 and 50 NM to Heho. Heho ATC provided the present weather condition (wind calm, visibility 3000M, Distinct fog, Temperature 17. C, QNH 1018 mb, RW 36). At about 0836 local time, the first officer started crew briefing and called out "Radio Altimeter" alive . The aircraft started descend to 9000ft and continued overhead Heho NDB. At about 0847 local time, while heading 220 degrees and descending to 6000ft and commenced a non-precision Non Directional Beacon (NDB) approach to runway 36. During the final inbound track at about 2.5 NM to the runway at 08:52:349, the EGPWS aural warning called out "500". The Pilot in command initiated "Alt hold" at about 0853, just before the EGPWS alert "100" "50" 40" "30" and the aircraft struck 66 KV power lines, trees, telephone cables, fence and collided with terrain short of the runway, coming to rest approximately 0.7 NM from the threshold. During the ground collision, both wings separated and a fire commenced almost immediately. An emergency evacuation was initiated by the cabin crews. One aircraft occupant and one motorcyclist on the ground were fatally injured, 70 of the occupants and one motorcyclist survived and the aircraft was destroyed by fire.

Iran Aseman Airlines

Following an uneventful flight from Tehran, the crew started the descent to Tabriz and was informed by ATC that visibility was low due to heavy rain falls. After landing on runway 30R (3,556 metres long), the aircraft was unable to stop within the remaining distance. It overran and rolled for about 500 metres before coming to rest in a ditch. All 110 occupants were rescued, among them two passengers were slightly injured. The aircraft was damaged beyond repair as the nose was destroyed and the bulkhead severely damaged.

Merpati Nusantara Airlines - MNA

PK-MJD was on passenger schedule flight from Sultan Hasanuddin Airport, Makassar with destination El Tari Airport, Kupang, East Nusa Tenggara. The flight number was Merpati 5840 and carried 94 person on board consist of 88 passengers including four children and four infants, two pilot and four flight attendant. A maintenance engineer was on-board in this flight. Acting as pilot flying was the Second in Command (SIC) while the Pilot in Command acted as Pilot Monitoring. On approach, the pilot selected landing gear to down position. The left main landing gear indicator light was showed red, its means that the left main landing gear was not in down position and unsafe for landing. The pilot reported to the Air Traffic Controller (ATC) for a go-around and requested an area for holding to solve the problem. The ATC gave a clearance to hold over Kupang bay. The pilot tried to solve the problem by conducting the procedure according to the emergency checklist, including selected the landing gear by alternate selector. The pilot then requested to the ATC to fly at low altitude over the airport and asked to the ATC to observe the landing gear condition. The pilot also asked through the company radio for an engineer on-ground to observe visually the landing gear condition. The pilot then returned to the holding area, repeated the procedure but unsuccessful. Both pilots and engineer had a discussion and decided to attempt un-procedural method to make the landing gear down. Prior making these efforts the pilot announced to the passengers about the problem and their attempts that might be unpleasant to the passengers. After all attempts to lower the landing gear had failed, the pilot decided to land with the left main landing gear in up position. The pilot also asked the flight attendant to prepare for an abnormal landing. The ATC were prepared the airport fire fighting and ambulance, and also contacted the local police, armed forces, and hospitals and asking for additional ambulances. The ATC then informed the pilot that the ground support was ready. On short final the pilot instructed ‘brace for impact’ and the FA repeated that instruction to all passengers. The aircraft touched down at the touch down zone on runway 07. The pilot flying held the left wing as long as possible and kept the aircraft on the centre line, and the pilot monitoring shut down both engines. The aircraft stopped at about 1,200 meters from the beginning of runway 07, on the left shoulder of the runway and the FA instructed to the passengers to keep calm and to evacuate the aircraft. The pilot continued the procedures for emergency. The evacuation was performed through all door and window exits. No one was injured on this serious incident.

Iran Air

After landing on runway 29L at Tehran-Mehrabad Airport, the right main gear collapsed. The aircraft veered off runway to the right and came to rest. All 114 occupants were uninjured and the aircraft was damaged beyond repair.

Iran Air

While preparing the flight at Tehran-Mehrabad Airport, the copilot proceeded with a walk around check of the airplane. As the OAT was near freezing level and there were some light snow showers, he requested a deicing. Nevertheless, as there were already a few number of aircraft waiting for deicing, the captain decided to takeoff without deicing. At 0731LT, the crew was cleared for takeoff and started the takeoff procedure. After liftoff, the aircraft started to roll to the left then to the right. Losing altitude, the left wing impacted ground and the aircraft crash landed, coming to rest and bursting into flames. All 113 occupants were rescued, among them 11 were seriously injured including four crew members.

Ivorian Government

The aircraft departed Abidjan-Félix Houphouët Boigny Airport at 0952LT on a government flight to Bouaké, carrying a crew of 4 and 30 passengers, respectively a delegation of 10 people from the government among them the Prime Minister Guillaume Soro, and 20 journalists. Following an uneventful flight and a normal landing, the crew vacated the runway and taxied to the ramp when three explosions occurred on the right side of the airplane. The crew stopped the aircraft immediately on the taxiway and the rescue teams arrived quickly on the scene. Ten people were seriously injured while four passengers were killed. The aircraft was later considered as damaged beyond repair. Those killed were: Sékou Doumbia, member of the State Protocol serving the Prime Minister's office, Souleymane Sérifou, member of the State Protocol serving the Prime Minister's office, Lt Drissa Ouattara, Chief of Security of the Prime Minister, Cpl Siaka Diomandé, Prime MInister's bodyguard.

Regional Airlines

Following a normal takeoff acceleration on runway 13 at Pau-Pyrénées Airport, the pilot-in-command started the rotation when the aircraft immediately rolled to the left. Then it rolled to the right and to the left again, lost height, struck the ground and bounced. At a speed of about 160 knots, the crew reduced the engine power when the aircraft rolled to the right of the runway, struck the perimeter fence then collided with a truck driving along a road. Upon touchdown, both main landing gears were torn off and the aircraft slid on its belly before coming to rest in an open field located 535 metres past the runway end. All 54 occupants evacuated safely while the aircraft was damaged beyond repair. The truck's driver was killed while his colleague was seriously injured.

TAM Brasil - Taxi Aéreo Marilia - Transportes Aéreos Regionais

The aircraft departed Salvador-Deputado Luís Eduardo Magalhães Airport at 0846LT on a schedule service JJ3499 to São Paulo-Guarulhos Airport, carrying 33 passengers and five crew members. En route, while cruising at an altitude of 35,000 feet, the crew encountered technical problems with the primary hydraulic system. He contacted ATC and was cleared to divert to Campinas-Viracopos Airport for an emergency landing. On approach, the crew was unable to lower the undercarriage that remained blocked in their wheel well. The crew elected to lower the gear manually and several troubleshootings were unsuccessful. The decision was taken to complete a belly landing on runway 33. After touchdown, the aircraft slid for few dozen metres and eventually came to rest. All 38 occupants evacuated safely and the aircraft was damaged beyond repair. It was later transferred to the TAM Museum.

TAM Brasil - Taxi Aéreo Marilia - Transportes Aéreos Regionais

The aircraft departed São Paulo-Guarulhos Airport on a schedule flight (JJ3804) to Campo Grande, carrying 24 passengers and five crew members. Less than an hour into the flight, while cruising at FL350, the crew encountered technical problems with the fuel system, declared an emergency and was cleared to divert to Araçatuba Airport. On approach, at an altitude of 1,639 feet, both engines failed. The captain realized he could not reach Araçatuba Airport so he attempted an emergency landing in a prairie located 29,5 km from the airport. Upon landing, the aircraft lost its undercarriage, slid on the ground, killed a cow and came to rest. All 29 occupants evacuated, among them four were slightly injured. The aircraft was damaged beyond repair.

American Airlines

During landing touchdown, following a stabilized approach, the right main landing gear failed. The airplane remained controllable by the pilots and came to a stop on the runway, resting on its right wing. The DFW Fire Department arrived at the accident site in 35 seconds and, following communication between the airplane's Captain and Fire Department's Incident Commander, it was decided that an emergency evacuation of the airplane was not necessary. Examination revealed that the right main gear's outer cylinder had fractured allowing the lower portion of the gear (including the wheel assembly) to separate from the airplane. Research, examination & testing of the cylinder revealed that a forging fold was introduced into the material during the first stage of its forging process. The first stage is a hand operation, therefore the quality is highly dependent on the person performing the hand operation. Following the first landing, the forging fold became a surface breaking crack, due to the normal loads imposed during landing. Although growth of the fatigue crack was suppressed by crack blunting, high load landings resulted in growth of the fatigue crack. Subsequently, the landing gear failed when the crack had reached a critical length. Additionally, the airplane's maintenance records were reviewed and no anomalies were found.

Iran Air

While descending to Tehran-Mehrabad Airport, the crew was informed about the poor weather conditions at destination with snow falls, low visibility and a 20 knots tailwind. The crew decided to divert to Isfahan-Shahid Beheshti Airport. On approach, the crew encountered limited visibility due to foggy conditions. The aircraft struck the ground, lost its undercarriage and slid for almost one km before coming to rest in a desert area located 8 km short of runway 26. All 113 occupants escaped uninjured while the aircraft was damaged beyond repair.

TAM Brasil - Taxi Aéreo Marilia - Transportes Aéreos Regionais

TAM flight 402 was a regular flight between São Paulo (CGH) and Rio de Janeiro (SDU). At 08:25 the flight received clearance for takeoff from runway 17R. Wind was given as 060 degrees. At 08:26:00 the throttles were advanced for takeoff power. Ten seconds later a double beep was heard. The captain said "O auto-throttle tá fora" and the copilot adjusted the throttles manually and informed the captain: "thrust check". With this information he confirmed that the takeoff power had been adjusted and verified. At 08:26:19 the airplane accelerated through 80 kts. At 08:26:32 the copilot indicated "V one". Two seconds later the airplane rotated at a speed of 131 kts. At 08:26:36 the air/ground switch transited from "ground" "to "air". The speed was 136 kts and the airplane was climbing at an angle of 10 degrees. At that same moment a shock was felt and the EPR of engine no. 2 dropped from 1.69 to 1.34, indicating the loss of power. In fact, the no. 2 engine thrust reverser had deployed. An eye witness confirmed to have seen at least two complete cycles of opening and closing of the no. 2 thrust reverser buckets during the flight. The loss of power on the right side caused the plane to roll to the right. The captain applied left rudder and left aileron to counteract the movement of the plane. The copilot advanced both thrust levers, but they retarded again almost immediately, causing the power of the no. 1 engine to drop to 1.328 EPR and engine no. 2 to 1,133 EPR. Both crew members were preoccupied by the movement of the throttles and did not know that the thrust reverser on the no. 2 engine had deployed. The throttles were forced forward again. At 08:26:44 the captain ordered the autothrottle to be disengaged. One second later the no. 2 thrust lever retarded again and remained at idle for two seconds. The airspeed fell to 126 kts. At 08:26:48 the copilot announced that he had disengaged the autothrottles. He then jammed the no. 2 thrust lever fully forward again. Both engines now reached 1,724 EPR. With the thrust reverser deployed, the airspeed declined at 2 kts per second. At 08:26:55 the stick shaker activated, warning of an impeding stall. The airplane rolled to a 39 degree bank angle and the GPWS activated: "Don't sink!". Seven seconds later the airplane impacted a building and crashed into a heavily populated neighborhood.

Palair Macedonian

Palair Macedonian Airlines flight PMK301 was destroyed when it crashed immediately after takeoff from Skopje Airport, North Macedonia. Fourteen of the 97 occupants survived the accident. The aircraft, a Fokker 100 jet, was leased to Palair by Aircraft Financing and Trading (AFT) of the Netherlands since January 1993. AFT provided route training captains, while Palair provided the first officer or candidate Palair captain and the cabin crew. The aircraft arrived on a scheduled flight from Frankfurt to Skopje at 09:40 hours local time with a 35 minute delay. The new crew arrived at Skopje Airport at approximately 10:30 and they went straight to the aircraft. It was snowing lightly. The temperature was 0° Celsius, dewpoint -1° Celsius. The AFT Director Flight Operations was the pilot-in-command and was sitting in the right seat. He performed the first officer duties and was the pilot not flying (PNF). He was also giving route-instruction. A captain-under-training was sitting in the left seat. He was acting captain and was pilot flying (PF), receiving route-training. The dispatch officer checked both wing leading edges and saw they were not contaminated with ice or snow, but were only wet of melted snow. The Flying Station Engineer subsequently performed the walk around and was accompanied by three Palair ground handling crew members. The ground handling crew members stated that they had a brief discussion with the FSE about the weather and asked if the aircraft needed deicing since there was some snow on the right wing inner flap. The FSE replied that de-icing was not necessary and that any deposit would blow off the wing during take off. The total time the aircraft remained on the ground at Skopje Airport was about 1 hour 35 minutes. At 11:05 hours start-up was approved and clearance was given to taxi to holding point runway 34. During taxying, a Yak-42D from Vardar Air, which was standing on the apron, was de-iced. This was the first aircraft that day being deiced. In the meantime the snowfall had increased to moderate. According to the Cockpit Voice Recorder, no discussion about the weather conditions took place by the pilots. At 11:11 Palair 301 was cleared for take off, the wind was given as 010° with 3 knots. The tower controller stated that the visibility was 900 meters and it was snowing. The aircraft rotated normally and the PNF then called "positive", followed by the call "gear up" from the PF, which was confirmed by the PNF. Two seconds after lift off the aircraft experienced heavy vibrations followed by a sudden right bank to approximately 10°, immediately followed by approximately 50° left bank and 55° right bank in sequence within 2 seconds. The roll movements were counteracted by aileron and rudder input. Approximately 10 seconds before impact the PNF called "deselect" followed by sounds which were determined to be the autopilot cavalry charge (twice) followed by the GPWS aural alert, "sink rate" (twice). The aircraft right wingtip hit the ground 382 meters beyond the end of the runway with approximately 90° bank, the fuselage was more or less in a horizontal position. The right wing disintegrated towards the wing-fuselage attachment, followed by major impact of the fuselage, which broke up into three major parts, and the impact of the right engine and stabilizer. The right engine separated and subsequently impacted and penetrated the aft fuselage. The stabilizer and the upper part of the vertical tail plane also separated. Witnesses stated that explosions followed shortly after impact and several residual fires broke out on the debris.