McDonnell Douglas MD-82

Hewa Bora Airways

During the takeoff roll at Kinshasa-N'Djili Airport, a tyre burst on the left main gear. After liftoff, while in initial climb, the crew was forced to shut down the left engine while the hydraulic system failed. The crew declared an emergency and was cleared for an immediate return. On approach, he was unable to lower the nose gear due to the malfunction of the hydraulic system. After touchdown on runway 06, the aircraft rolled for a distance of 1,000 metres then veered off runway to the right, slid on a grassy area and came to rest 500 metres further. All 110 occupants evacuated safely while the aircraft was damaged beyond repair.

Compagnie Africaine d'Aviation

After landing on runway 36 at Goma Airport, the aircraft failed to stop within the remaining distance. It overran and came to rest in a rocky lava field. At least 20 passengers were injured while the aircraft was damaged beyond repair. At the time of the accident, the runway was wet.

Spanair

An MD-82 passenger plane, registered EC-HFP, was destroyed when it crashed on takeoff at Madrid-Barajas Airport (MAD), Spain. Of the aircraft’s occupants, 154 were killed, including all six crew members. Eighteen passengers were seriously injured. The MD-82 aircraft operated Spanair flight JK5022 from Madrid-Barajas (MAD) to Gran Canaria (LPA). The estimated departure time was 13:00. The aircraft was authorized by control for engine start-up at 13:06:15. It then taxied to runway 36L from parking stand T21, which it occupied on the apron of terminal T2 at Barajas. The flaps were extended 11°. Once at the runway threshold, the aircraft was cleared for takeoff at 13:24:57. The crew informed the control tower at 13:26:27 that they had a problem and that they had to exit the runway. At 13:33:12, they communicated that they were returning to the stand. The crew had detected an overheating Ram Air Temperature (RAT) probe. The aircraft returned to the apron, parking on remote stand R11 of the terminal T2 parking area. The crew stopped the engines and requested assistance from maintenance technicians to solve the problem. The mechanic confirmed the malfunction described in the ATLB, checked the RAT probe heating section of the Minimum Equipment List (MEL) and opened the electrical circuit breaker that connected the heating element. Once complete, it was proposed and accepted that the aircraft be dispatched. The aircraft was topped off with 1080 liters of kerosene and at 14:08:01 it was cleared for engine start-up and to taxi to runway 36L for takeoff. The crew continued with the tasks to prepare the airplane for the flight. The conversations on the cockpit voice recorder revealed certain expressions corresponding to the before engine start checklists, the normal start list, the after start checklist and the taxi checklist. During the taxi run, the aircraft was in contact with the south sector ground control first and then with the central sector. On the final taxi segment the crew concluded its checks with the takeoff imminent checklist. At 14:23:14, with the aircraft situated at the head of runway 36L, it was cleared for takeoff. Along with the clearance, the control tower informed the aircraft that the wind was from 210° at 5 knots. At 14:23:19, the crew released the brakes for takeoff. Engine power had been increased a few seconds earlier and at 14:23:28 its value was 1.4 EPR. Power continued to increase to a maximum value of 1.95 EPR during the aircraft’s ground run. The CVR recording shows the crew calling out "V1" at 14:24:06, at which time the DFDR recorded a value of 147 knots for calibrated airspeed (CAS), and "rotate" at 14:24:08, at a recorded CAS of 154 knots. The DFDR recorded the signal change from ground mode to air mode from the nose gear strut ground sensor. The stall warning stick shaker was activated at 14:24:14 and on three occasions the stall horn and synthetic voice sounded in the cockpit: "[horn] stall, [horn] stall, [horn] stall". Impact with the ground took place at 14:24:23. During the entire takeoff run until the end of the CVR recording, no noises were recorded involving the takeoff warning system (TOWS) advising of an inadequate takeoff configuration. During the entire period from engine start-up while at parking stand R11 to the end of the DFDR recording, the values for the two flap position sensors situated on the wings were 0°. The length of the takeoff run was approximately 1950 m. Once airborne, the aircraft rose to an altitude of 40 feet above the ground before it descended and impacted the ground. During its trajectory in the air, the aircraft took on a slight left roll attitude, followed by a fast 20° roll to the right, another slight roll to the left and another abrupt roll to the right of 32°. The maximum pitch angle recorded during this process was 18°. The aircraft’s tail cone was the first part to impact the ground, almost simultaneously with the right wing tip and the right engine cowlings. The marks from these impacts were found on the right side of the runway strip as seen from the direction of the takeoff, at a distance of 60 m, measured perpendicular to the runway centerline, and 3207.5 m away from the threshold, measured in the direction of the runway. The aircraft then traveled across the ground an additional 448 m until it reached the side of the runway strip, tracing out an almost linear path at a 16° angle with the runway. It lost contact with the ground after reaching an embankment/drop-off beyond the strip, with the marks resuming 150 m away, on the airport perimeter road, whose elevation is 5.50 m lower than the runway strip. The aircraft continued moving along this irregular terrain until it reached the bed of the Vega stream, by which point the main structure was already in an advanced state of disintegration. It is here that it caught on fire. The distance from the initial impact site on the ground to the farthest point where the wreckage was found was 1093 m.

One-Two-Go Airlines

On 16 September 2007 at approximately 14:30 hours, One Two Go Airlines' McDonnell-Douglas MD-82 airplane with nationality and registration mark HS-OMG, departed on a scheduled passenger flight number OG269 from Don Mueang International Airport for Phuket International Airport with 123 passengers and 7 crew members on board. The Pilot-in-Command (PlC) seated on the left was a Pilot not Flying (PNF) / Pilot Monitoring and the Co-pilot seated on the right was a Pilot Flying (PF). The flight was en route on airways G458 at Flight Level (FL) 320 (32,000 feet) and the estimated time of arrival at Phuket International Airport was 15:50 hours. At 15:36:21, during the time that flight OG269 was approaching the Phuket International Airport, the Orient Thai Airlines flight OX2071, while vacating from Runway 27 after landed at the Phuket International Airport, reported the Air Traffic Controller (ATC) of the weather condition prior to landing that Cumulonimbus (CB) was over the airport area and there was windshear at 5 nautical miles before reaching the Instrument Landing System (ILS) station, resulted in airspeed gain and loss of 15 knots. The ATC asked flight OG269 whether they acknowledged the weather conditions reported by flight OX2071, because both flights were on the same aerodrome radio frequency (118.1 MHz). The PlC of flight OG269 acknowledged the information and extended the landing gears for landing. At 15:37:31, the ATC informed flight OG269 of surface winds from 240 degrees at 15 knots and gave clearance to land on Runway 27 with-wet runway precaution. At 15:38:27, the ATC informed flight OG269 of surface winds from 240 degrees at 30 knots and asked the flight OG269 to state its intention of landing. The flight OG269 affirmed. At 15:39:00, the flight OG269 requested for information of surface wind condition. The ATC informed a surface wind condition of 240 degrees at 40 knots and the flight OG269 acknowledged. At that instant, the Radio Altitude Aural Call-Out system automatically called out '500 feet' and the PlC called out that the airspeed was at 136 knots. At 15:39:23, the PlC ordered for more engine power and reminded the copilot that the airplane was descending below the ILS glide path. The copilot affirmed the correction. The PIC then ordered to increase engine power three more times. During that time, the airplane was at the altitude of 100 feet. At 15:39:45, the Radio Altitude Aural Call-Out system automatically called out '40 feet' and the Enhanced Ground Proximity Warning System (EGPWS) called out 'sink rate - sink rate' . At 15:39:49, the copilot called out for a go-around and the PIC said 'Okay, Go Around'. At 15.39.50, the copilot called for 'flaps 15' and transferred the airplane control to the PIC. Then, the PIC told the copilot to set the autopilot airplane heading and to retract the landing gear. At 15 :40: 11, the airplane veered off and hit an embankment located in the North of Runway 27 and broke up in flames. 40 people were rescued while 90 others were killed, among them five crew members.

Kish Air

For unknown reasons, the aircraft landed hard at Kish Island Airport and was considered as damaged beyond repair. All 158 occupants escaped uninjured.

Lion Air

Prior to departure from Bali to Surabaya, the crew was informed that the left engine's thrust reverser system was out of service. Following an uneventful flight, the crew completed a normal approach to runway 10 then landed according to procedures. After touchdown, the crew activated the thrust reverser when the airplane deviated to the right. The crew elected to counteract but the aircraft veered off runway, lost its undercarriage and came to rest in a grassy area. All 144 occupants evacuated safely while the aircraft was damaged beyond repair.

West Caribbean Airways

The MD-82 arrived at Panama City-Tocumen after a flight from Medellín-José María Córdova Airport (MDE). The plane was then prepared to carry out a flight to the Caribbean island of Martinique. Flight WCW 708 departed Panama City at about 06:00 UTC and climbed to its cruising altitude of FL310. This altitude was reached at about 06:25 UTC. Sixteen minutes later the airplane began a normal climb to FL330. At 06:49 the speed began to steadily decrease from Mach 0.76. The horizontal stabilizer moved from about 2 units nose up to about 4 units nose up during this deceleration. At 06:51 UTC the crew reported at FL330 over the SIDOS waypoint, over the Colombian/Venezuelan border, and requested a direct course to the ONGAL waypoint. The controller instructed the crew to continue on the present heading and to await further clearance direct to ONGAL. The flight crew meanwhile discussed weather concerns that included possible icing conditions and the possible need to turn on engine and airfoil anti-ice. At 06:57 UTC the flight crew requested permission to descend to FL310, which was approved. The autopilot was disconnected and the airplane started to descend. As the airplane descended past about FL315, the airspeed continued to decrease and the engine EPR decreased to about flight idle. Two minutes later a further descent to FL290 was requested, but the controller at Maiquetía did not understand that this was a request from flight 708 and asked who was calling. Flight 708 responded and immediately requested descent to FL240. The controller inquired about the state of the aircraft, to which they responded that both engines had flamed out. The controller then cleared the flight to descent at pilot's discretion. In the meantime, the altitude alert warning had activated, followed by the stick shaker and the aural stall warning alert. The airspeed had reached a minimum of about 150 indicated air speed (IAS) knots at about FL250. The crew reported descending through FL140 and reported that they were not able to control the airplane. The aircraft descended at 7,000 ft/min, and finally crashed in a swampy area. The aircraft disintegrated on impact and all 160 occupants were killed. Debris were found on an area of 205 metres long and 110 metres wide. The entire descent from FL330 had taken approximately 3 minutes and 30 seconds.

Lion Air

While descending to Surakarta-Adisumarmo Airport, the crew was informed about stormy conditions at destination with cumulonimbus and heavy rain falls over the airport with a ceiling at 1,500 feet. The approach was continued and after touchdown on runway 26, the crew started the braking procedure and activated the thrust reverser systems. ON a wet runway, the aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and slid for few dozen metres, collided with equipments of the localizer antenna, a fence and came to rest in a cemetery. Both pilots and 23 passengers were killed while 70 other occupants were injured. 68 occupants escaped unhurt. The aircraft was destroyed.

Alitalia - Linee Aeree Italiane

Following an uneventful flight from Rome-Ciampino Airport and a normal landing at Trieste-Ronchi dei Legionari Airport runway 09, the crew vacated the runway and continued via taxiway Bravo to the apron. The copilot was the pilot-in-command and he was facing sun while approaching the ramp. At the last moment, the captain noticed a dump truck on the right side of the taxiway. He took over controls and elected to turn to the left but the aircraft collided with the truck. The outer part of the right wing was torn off for about 3,5 metres and the fuselage was bent. Also, a fuel tank ruptured, causing a spill on the taxiway. The captain immediately stopped the airplane and all 96 occupants evacuated safely. It appeared that construction works were in progress near the taxiway Bravo. A Notam was not issued about this and the tower controller had not informed the crew either.

China Northern Airlines

Following an uneventful flight from Beijing, the crew started the descent to Dalian Airport. While flying over the east side of the Korean Gulf, the crew contacted ATC and declared an emergency, reporting fire on board and smoke spreading in the cabin. Shortly later, the aircraft entered an uncontrolled descent and crashed in the sea about 20 km from the airport. The aircraft disintegrated on impact and all 112 occupants were killed. The CVR was found on May 13 and FDR on May 18.

American Airlines

On June 1, 1999, at 2350:44 central daylight time, American Airlines flight 1420, a McDonnell Douglas DC-9-82 (MD-82), N215AA, crashed after it overran the end of runway 4R during landing at Little Rock National Airport in Little Rock, Arkansas. Flight 1420 departed from Dallas/Fort Worth International Airport, Texas, about 2240 with 2 flight crewmembers, 4 flight attendants, and 139 passengers aboard and touched down in Little Rock at 2350:20. After departing the end of the runway, the airplane struck several tubes extending outward from the left edge of the instrument landing system localizer array, located 411 feet beyond the end of the runway; passed through a chain link security fence and over a rock embankment to a flood plain, located approximately 15 feet below the runway elevation; and collided with the structure supporting the runway 22L approach lighting system. The captain and 10 passengers were killed; the first officer, the flight attendants, and 105 passengers received serious or minor injuries; and 24 passengers were not injured. The airplane was destroyed by impact forces and a post crash fire. Flight 1420 was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan.

Alitalia - Linee Aeree Italiane

On short final to Catania-Fontanarossa Airport by night, at a height of about 100 feet, the aircraft became unstable. The captain decided to initiate a go-around procedure and increased power on both engines. Unfortunately, the aircraft continued to descent and struck the runway surface with a relative high positive acceleration. Upon touchdown, the left main gear collapsed and the aircraft slid on the runway for few hundred metres before coming to rest. All 84 occupants escaped uninjured while the aircraft was damaged beyond repair.

China Northern Airlines

The approach to Ürümqi-Diwopu was completed in limited visibility due to foggy conditions. On short final, the aircraft descended below the glide and struck a concrete wall located 3 km short of runway 25. It gain height and collided with power lines before crashing in a field, bursting into flames. Twelve occupants were killed, among them four crew members. The aircraft was destroyed by a post crash fire.

China Eastern Airlines

The descent to Fuzhou Airport was completed in poor weather conditions with limited visibility due to heavy rain falls. On short final, the aircraft was too high and about 350 metres to the right of the extended centerline. The captain realized he could not land in such conditions so, at a height of 20 metres, he decided to initiate a go-around procedure, increased engine power and retracted the flaps. The aircraft continued to descend so the crew finally decided to land. The aircraft touched down 1,983 metres past the runway threshold. On a wet runway surface, it was unable to stop within the remaining distance, overran, lost its undercarriage and came to rest in a swamp located 385 metres past the runway end, broken in three. Two passengers were killed while 25 others were injured.

Far Eastern Air Transport - FAT

After takeoff from Kaohsiung-Hsiao Kang Airport, while climbing to a height of 600 feet, the left engine failed. The crew declared an emergency and was cleared to return. On approach, the aircraft was unstable and too high on the glide. It landed too far down the runway, about 4,000 feet past the runway threshold. Unable to stop within the remaining distance, the aircraft overran, collided with a drainage ditch, lost its undercarriage and eventually came to rest against a concrete wall. All 160 occupants were evacuated, among them four passengers were slightly injured.

Northwest Airlines

A McDonnell Douglas DC-9-82 operating Northwest Airlines flight 255 was destroyed when it crashed onto a road during takeoff from Detroit-Metropolitan Wayne County Airport, Michigan, USA. Just one of the 155 occupants survived the accident. Additionally, Two persons on the ground were killed. Flight NW255 was a regularly scheduled passenger flight between Saginaw, Michigan and Santa Ana, California, with en route stops at Detroit and Phoenix, Arizona. About 18:53, flight 255 departed Saginaw and about 19:42 arrived at its gate at Detroit. About 20:32, flight 255 departed the gate with 149 passengers and 6 crewmembers on board. During the pushback, the flightcrew accomplished the BEFORE (engine) START portion of the airplane checklist, and, at 20:33, they began starting the engines. The flight was then cleared to "taxi via the ramp, hold short of (taxiway) delta and expect runway three center [3C] (for takeoff)..." The ground controller amended the clearance, stating that the flight had to exit the ramp at taxiway Charlie. The crew was requested to change radio frequencies. The first officer repeated the taxi clearance, but he did not repeat the new radio frequency nor did he tune the radio to the new frequency. At 20:37, the captain asked the first officer if they could use runway 3C for takeoff as they had initially expected 21L or 21R. After consulting the Runway Takeoff Weight Chart Manual, the first officer told the captain runway 3C could be used for takeoff. During the taxi out, the captain missed the turnoff at taxiway C. When the first officer contacted ground control, the ground controller redirected them to taxi to runway 3C and again requested that they change radio frequencies. The first officer repeated the new frequency, changed over, and contacted the east ground controller. The east ground controller gave the flight a new taxi route to runway 3C, told them that windshear alerts were in effect, and that the altimeter setting was 29.85 inHg. The flightcrew acknowledged receipt of the information. At 20:42, the local controller cleared flight 255 to taxi into position on runway 3C and to hold. He told the flight there would be a 3-minute delay in order to get the required "in-trail separation behind traffic just departing." At 20:44:04, flight 255 was cleared for takeoff. Engine power began increasing at 20:44:21. The flightcrew could not engage the autothrottle system at first, but, at 20:44:38, they did engage the system, and the first officer called 100 knots at 20:44:45. At 20:44:57, the first officer called "Rotate." Eight seconds later, the stall warning stick shaker activated, accompanied by voice warnings of the supplemental stall recognition system (SSRS). The takeoff warning system indicating that the airplane was not configured properly for takeoff, did not sound at any time prior or during takeoff. After flight 255 became airborne it began rolling to the left and right before the left wing hit a light pole in a rental car lot. After impacting the light pole, flight 255 continued to roll to the left, continued across the car lot, struck a light pole in a second rental car lot, and struck the side wall of the roof of the auto rental facility in the second rental car lot. The airplane continued rolling to the left when it impacted the ground on a road outside the airport boundary. The airplane continued to slide along the road, struck a railroad embankment, and disintegrated as it slid along the ground. Fires erupted in airplane components scattered along the wreckage path. Three occupied vehicles on the road and numerous vacant vehicles in the auto rental parking lot along the airplane's path were destroyed by impact forces and or fire. One passenger, a 4-year-old child was injured seriously.

Inex-Adria Airways

The McDonnell Douglas MD-82 departed Ljubljana at 0741LT on a charter flight to Ajaccio, carrying 173 passengers and a crew of seven. Following an uneventful flight at FL330, the crew descended at FL190 at 0835LT then the copilot's son entered the cockpit and was allowed to take the observer's seat. Further descent instructions and radar vectors were obtained and at 08:47 the flight transferred to the Ajaccio Approach controller. The controller cleared the flight to the AJO VOR at FL110 and to report when overhead the VOR. He also passed on weather information and the reported that runway 21 was the runway in use. At 0849LT the crew reported over the AJO VOR. The controller cleared the flight to descend to 3,300 feet on the 247 radial of the AJO VOR. Three minutes later the flight radioed: "Rolling inbound out of six thousand". By that time the airplane had descended below the minimum holding altitude of 6,800 feet for that area. He then reported: "Turning inbound to Ajaccio because at the moment we are in cloud." The controller then replied: "Roger, 1308, report Charlie Tango on final, surface wind two eight zero degrees, twenty knots." There was no response from flight 1308. Flight 1308 was flying a holding pattern to lose altitude, but the controller believed the aircraft was going to make a direct descent to begin the final approach. Hence the reference to the Charlie Tango (CT) NDB beacon. The GPWS warning sounded in the cockpit and the crew increased engine power to gain altitude. 13 seconds later, at a speed of 285 knots, the left wing struck the Punta di Junca and was partially torn off. The aircraft rolled to the left and crashed seven seconds later in steep cliffs located 700 meters below, about 32 km southeast of Ajaccio-Campo dell’Oro Airport. The aircraft was totally destroyed and all 180 occupants were killed.