• BOEING SAFETY

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  • B737 Excessive Airspeed On Landing Conducted To Runway Overrun
  • On March 5, 2000, Southwest Airlines,flight 1455, a Boeing 737-300 overran the departure end of runway 8 after landing at Burbank-Glendale-Pasadena Airport, Burbank, California (USA). 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.
  • B737 Helios Accident
  • On August 2005, a Boeing 737-300 aircraft, departed Larnaca, Cyprus for Prague, Czech Republic, via Athens, Greece. The aircraft was cleared to climb to FL340. 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. Later the aircraft flew over the Athens International Airport,and subsequently entered a holding pattern. The B737 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 that the Captain’s seat was vacant, the First Officer’s seat was occupied by someone who 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. Later, 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. The 115 passengers and 6 crew members on board were fatally injured. The aircraft was destroyed.
  • B737 Loss Of Pressurization
  • Whilst in the cruise the crew began to feel some discomfort in their ears. This was shortly followed by cabin altitude warning horn which indicated that the cabin altitude had exceeded 10,000 feet and this was seen to continue to climb on the cockpit gauge. At the same time, the primary AUTO mode of the pressure control failed, shortly followed by the secondary STBY mode. The crew selected the first manual pressure control mode, but were unable to control the cabin altitude. An emergency descent and subsequent diversion was carried out.
  • B737 Nearly Crash On Takeoff
  • The crew of a B737-800 did not realise that Runway 06L at Manchester (UK) was operating at reduced length due to work-in-progress at its far end until their aircraft had accelerated to a speed approaching VR...
  • B737 Near CFIT During Visual Approach
  • Aircraft was too high during the visual approach. During a right hand orbit manoeuvre asked to the ATC, the aircraft flew low over the Bishopstown area of Cork City (Ireland) on its base leg. As the aircraft turned onto finals the Enhanced Ground Proximity Warning System (EGPWS) Glide Slope CAUTION sounded twice...
  • B737 Runway Overrun
  • During the takeoff of a scheduled passenger transportation flight from Amsterdam (Netherlands) to Barcelona (Spain), the aircraft suffered a bird strike in the area of the nose landing gear during rotation. The flight crew informed the ATC and the flight continued without any abnormal indication in the cockpit. During the landing roll at Barcelona, when the nose wheels touched down, the aircraft started deviating to the left of runway 25R. The flight crew applied right rudder, brakes and used the nose wheel steering tiller but could not avoid that the aircraft went off the runway through the unprepared terrain located to the left of runway 25R. The aircraft suffered major damage during that run until it eventually came to a stop close to a wide rain drainage canal located at about 107 m from the runway axis.
  • B737 Tailstrike On Takeoff
  • A Boeing 737-800 departed from Rotterdam Airport (Netherlands). The flight was scheduled for a three leg flight via Maastricht-Aachen Airport (Netherlands) and Arrecife (Spain), Lanzarote Airport (Spain) to Amsterdam Airport Schiphol (Netherlands). Immediately after initiation of the take -off, when the aircraft started to roll, the aircraft’s nose pitched up. This movement stopped when the aft fuselage and the tailskid assembly touched the ground. After the cockpit crew rejected the take -off, the aircraft’s nose touched the ground again and the aircraft was brought to a hold. The occurrence damaged the aircraft considerably. As a result, the crew could not resume the flight. None of the 113 passengers and seven crew members was injured. After the occurrence, the aircraft was taxied to the apron. At this location the passengers left the aircraft.
  • B737 Taxiway Excursion Due to Ice
  • The crew of the Easyjet Boeing 737-700 that slipped on Schiphol Airport on the 22 December 2003, was insufficiently informed about the iciness of the taxiway. As the taxiway was covered with ice, the aircraft, when taking a turn, no longer reacted to the nose wheel steering. As a consequence, the aircraft skidded and the left wing of the aircraft collided with a lamppost. The collision seriously damaged the aircraft and the lamppost.
  • B747 Loss Of Power During Cruise
  • The left outboard engine of a B747 Classics ran down and could not be restarted. It was decided to return to Ramstein AFB (Germany). The crew determined that the three remaining engines were not producing the selected thrust and declared an emergency requesting a diversion to London Heathrow Airport (UK).
  • B757 Uberlingen Accident
  • On 1 July 2002 at 21:35:32 hrs a collision between a Tupolev TU154M, which was on a flight from Moscow, Russia to Barcelona, Spain, and a Boeing B757-200, on a flight from Bergamo, Italy to Brussels, Belgium, occurred north of the city of Ueberlingen, Germany. Both aircraft flew according to IFR and were under control of Zurich ACC, Switzerland. After the collision both aircraft crashed into an area north of Ueberlingen. There were a total of 71 people on board of the two airplanes, none of which survived the crash.
  • B767 Fuel Leak and Engine Fire
  • On 30 December 2006, a fire occurred in the left General Electric CF6-80C2 engine nacelle of a Boeing 767 aircraft as it taxied clear of the runway after landing at Auckland International Airport. The fire was promptly extinguished and the minor damage was confined within the nacelle.
  • B767 Multiple Electrical Failures
  • During an ETOPS flight abnormal warnings appeared on the flight deck and circuit breakers began tripping...
  • B777 Electrical Fire
  • At about the time when the engine integrated drive generators (IDGs) would normally come online, the flight crew saw the instrument displays flicker and heard a low-pitched, intermittent growling noise coming from the aft right side of the flight deck...
  • B777 Incorrect Thrust and Configuration For Takeoff
  • The pilots misunderstood that the runway length had been reduced during a period of runway works and started their take-off with less engine thrust and flap than were required. During the take-off they saw work vehicles in the distance on the runway and, realising something was amiss, immediately applied full engine thrust and got airborne within the available runway length and cleared the work vehicles by about 28 metres.
  • B777 Inflight Fuel leak
  • After takeoff from London Heathrow Airport a vapour trail was seen streaming aft of the aircraft. The flight crew diagnosed that the aircraft was probably leaking fuel from the centre wing fuel tank. They declared an emergency and decided to jettison fuel to reduce to maximum landing weight before returning to Heathrow.
  • Boeing 737 Altitude Bust Due to Autopilot Malfunction
  • During a climb to FL270 with autopilot ‘B’ engaged, the aircraft did not capture the selected altitude. The Captain disconnected the autopilot and then experienced difficulty in accurately controlling the aircraft in pitch.
  • Boeing 737 Inflight Loss Of DC Battery Bus
  • The aircraft suffered an in-flight failure of the DC Battery Bus, resulting in the loss of several aircraft systems including the standby ADI.
  • BOEING B727 CFIT During Nighttime Black hole Approach
  • Fatigue and a color-vision deficiency that affected the ability of the pilot flying to observe glide-path-indicator lights contributed to the flight crew’s failure to conduct a stabilized approach.
  • Boeing B727 Crash After Takeoff
  • During takeoff the airplane, overloaded in an anarchic manner, was not able to climb at the usual rate and struck an airport building located a hundred and eighteen meters past the runway end on the extended runway centerline, crashed onto the beach and ended up in the ocean.
  • BOEING B727 No Aircraft Load Data Cited in Failed Takeoff in Benin
  • No documents accurately showed the B-727’s weight and balance. The airplane’s takeoff weight likely was higher and its center of gravity likely was farther forward than the values calculated by the flight crew. High-density-altitude conditions prevailed during the attempted departure from a relatively short runway.
  • BOEING B727 RHigh Rate Of Descent and Runway Undershoot
  • The flight crew was conducting a Category II ILS approach in instrument meteorological conditions. The airplane pitched down after crossing the middle marker, and the autopilot disconnected. The captain increased power and pulled back the control column to arrest the sink rate. The airplane struck terrain, bounced onto the runway and then veered off the runway.
  • Boeing B727 Wing Scrape During a Rejected Landing
  • A Boeing 727-200 freighter was scheduled a night cargo flight. On arrival the flight crew conducted two unsuccessful approaches in darkness and poor weather conditions before landing on the third approach. A post-flight inspection of the aircraft found visible damage on the left wing. The tip of the left outboard leading edge flap and the outboard trailing edge flap ?canoe? were abraded. The damage was consistent with a slight contact with the runway.
  • BOEING B737 CFIT After Power Loss Occurs on Takeoff
  • The airplane was near gross weight during departure from an Algerian airport. The left engine failed but the crew did not retract the landing gear. Pitch attitude for a normal all-engine initial climb was maintained, and airspeed decreased to stall speed.
  • BOEING B737 CFIT During Visual Approach
  • On April 5, 1999, a Boeing B737-200 Adv, departed from Jakarta (Indonesia), which bound for Ujungpandang – Manado – Ujungpandang – Surabaya – Cengkareng. On its third sector (Menado – Ujungpandang), the flight and the aircraft’s systems were reported to be in good condition. During the descent, the cockpit crew planned an approach on R/W 31. At 2500 ft altitude, the airfield was not in sight due to the cloud formation and local rain over the airport. The PF requested to land on R/W 13, and the aircraft was cleared to join right-hand down wind to R/W 13. After the localizer was established and while flying at 1500 ft altitude with the autopilot engaged, the runway was still not in sight by the crew. At 800 ft, the runway was in sight, and the PF then disengaged the autopilot at 500 ft. It was raining over the airport, and during flareout the PF felt that the aircraft did not touch the runway surface. The aircraft was reported veering to the right, and the PF failed to bring the aircraft to the R/W centerline. The aircraft came to a standstill at a position of about 15 m to the right of the centerline of Runway 13, and at a distance of 186 m from the end of the opposite runway.
  • BOEING B737 CFIT Just After Takeoff
  • On January 14, 2002, a B737-200 tried to take-off from Syarif Kasim II, Pekanbaru, Riau (Indonesia). Feeling the AC was unable to leave the ground the flight crew aborted take-off, the AC went out of runway, hit the fences, and stopped at 240 m from the end of the runway 18.
  • BOEING B737 Critical Fuel Imbalance
  • From London to Athens: how a fuel imbalance lead to control difficulty!
  • Boeing B737 Enfine Failure On takeoff Followed by CFIT
  • During takeoff from Tamanrasset (Algeria), a sharp thump was heard just after rotation. The left engine had just suffered a contained burst. The airplane swung to the left. The Captain took over the controls. The airplane lost speed progressively, stalled and crashed, with the landing gear still extended, about one thousand six hundred and forty-five meters from the takeoff point, to the left of the runway extended centerline.
  • BOEING B737 Fatal Plunge
  • Report by Indonesian investigators cited lack of data and rejected U.S. National Transportation Safety Board suggested conclusions that the airplane’s descent was caused by intentional, sustained manual flight control inputs that most likely were made by the captain.
  • Boeing B737 High Speed On Landing Caused Runway Overrun
  • The crew of a B737-400 intended to make an ILS approach followed by a visual approach. Approximately 10 miles from the runway the airspeed was 283 knots. The PIC descended the aircraft steeply in an attempt to reach the runway, but in doing so, the airspeed increased excessively. Because the aircraft was being flown at speeds that were in excess of the wing flaps operation speed, the copilot elected not to extend the flaps as instructed by the PIC. During the approach, the GPWS alerts and warnings sounded 15 times and the copilot called for the PIC to go around. The PIC continued the approach with flaps 5, and the aircraft attained the glideslope near the runway 09 threshold. Flaps 5 degrees is not a landing flap setting. The aircraft crossed the threshold at an airspeed of 232 knots, 98 knots faster than the required landing speed for flaps 40 degrees. The wind was north easterly at 9 knots. The groundspeed was 235 knots. The aircraft touched down at an airspeed of 221 knots, 87 knots faster than landing speed for 40 degrees flap. Shortly after touching down, the copilot called, with high intonation, for the PIC to go around. The aircraft overran the departure end of the runway at 110 knots. The aircraft crossed a road, and impacted an embankment before stopping in a rice paddy field. The aircraft was destroyed by the impact forces and an intense, fuel-fed, post-impact fire. There were 119 survivors. One flight attendant and 20 passengers were fatally injured.
  • BOEING B737 Incorrect Altitude Selection
  • Boeing 737 pilot flying selects incorrect altitude in holding pattern, causes dangerous loss of separation with MD-81
  • BOEING B737 Loss Of Control During Cruise
  • This report is on the accident involving Boeing B737-300, which crashed into the Musi river near Palembang, South Sumatra, Indonesia, on 19 December 1997, The B737 was operating as a scheduled passenger flight from Jakarta Soekarno-Hatta International Airport to Singapore Changi Airport. The airplane descended from its cruising altitude of 35,000 feet and impacted the Musi river, near the village of Sunsang, about 30 nautical miles north-north-east of Palembang in South Sumatra. Prior to the sudden descent from 35,000 feet, the flight data recorders stopped recording at different times. There were no mayday calls transmitted from the airplane prior or during the descent. All 104 persons on board did not survive the accident, and the airplane was completely destroyed by impact forces.
  • BOEING B737 Loss Of Control During NPA
  • The airplane was high on approach to Patna, India, and the crew received clearance from air traffic control to conduct a 360-degree turn to reposition for landing. The airplane stalled and descended into a residential area. Fifty-five occupants of the airplane and five people on the ground were killed in the approach-and-landing accident.
  • Boeing B737 Loss Of Control In Flight
  • A Boeing 737-400 aircraft was on a scheduled passenger flight from Surabaya, East Java to Manado, Sulawesi, at FL 350 when it disappeared from radar. The DFDR analysis showed that the aircraft was in cruise with the autopilot engaged. The autopilot was holding 5 degrees left aileron wheel in order to maintain wings level. Following the crew’s selection of the right IRS Mode Selector Unit to ATT (Attitude) mode, the autopilot disengaged. The control wheel then centered and the aircraft began a slow roll to the right. The aural alert, BANK ANGLE, sounded as the aircraft passed 35 degrees right bank. The DFDR data showed that roll rate was momentarily arrested several times, but there was only one significant attempt to arrest the roll. Positive and sustained roll attitude recovery was not achieved. Even after the aircraft had reached a bank angle of 100 degrees, with the pitch attitude approaching 60 degrees aircraft nose down, the pilot did not roll the aircraft’s wings level before attempting pitch recovery in accordance with standard operating procedures. The aircraft reached 3.5g, as the speed reached Mach 0.926 during sustained nose-up elevator control input while still in a right bank. The recorded airspeed exceeded Vdive (400 kcas), and reached a maximum of approximately 490 kcas just prior to the end of recording.
  • Boeing B737 Loss Of Pressurization
  • The aircraft was at an altitude of 40,000 ft when the pilot in command noticed the cabin rate of climb indicator suddenly indicate a maximum rate of climb. The PIC disengaged the autopilot and commenced an emergency descent to an altitude of 10,000 ft.
  • Boeing B737 Loss Of Steering On A Slippery Taxiway
  • As the taxiway was covered with ice, the aircraft, when taking a turn, no longer reacted to the nose wheel steering. As a consequence, the aircraft skidded to the side of the apron and the left wing of the aircraft collided with a lamppost. The collision seriously damaged the aircraft and the lamppost.
  • Boeing B737 Runway Excursion After Landing Gear Being Damaged
  • On a scheduled cargo flight from Liège Airport (Belgium) to London Stansted Airport (UK) the crew diverted to Nottingham East Midlands Airport (UK) due to unexpectedly poor weather conditions at London Stansted. The weather conditions at East Midlands 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 (UK). The Captain 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 Captain 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 (UK).
  • BOEING B737 Unstabilized Approach Caused Overrun of a Wet Runway
  • Air traffic control instructions caused the Boeing 737 to be high, fast and close to the runway when the crew conducted a turn to establish the airplane on final approach to Burbank, California, U.S. Investigators concluded that the flight crew’s only safe option at the time was a go-around.
  • BOEING B737 Loss Of Control After Rudder Malfunction
  • All 132 occupants were killed when the airplane struck terrain near Pittsburgh, Pennsylvania, U.S. The investigation report said that, following an encounter with wake turbulence, the airplane’s rudder moved to the limit of its travel, in a direction opposite to that commanded by the flight crew. The report said that the rudder-control anomaly most likely was caused by a malfunction of the rudder’s main power control unit.
  • BOEING B737 Uncommanded Roll and yaw Oscillations
  • Fluid leaking from the cabin onto the yaw-damper coupler in the electronic-and-equipment bay affected electronic signals transmitted to the yaw-damper actuator and caused a dutch-roll oscillation.
  • BOEING B747 Aircraft took off from a closed runway
  • Safety recommendations of the Aviation Safety Council of Taiwan, based on the Singapore Airlines Flight SQ006 accident, discuss the adequacy of some international standards for runway/taxiway signs, marking and lighting. The Boeing 747 struck concrete barriers, runway-construction pits and construction equipment during takeoff in heavy rain, strong winds and low visibility.
  • BOEING B747 CFIT after Unstabilized Approach
  • The National Transportation Safety Board determines that the probable cause of the Korean Air flight 801 accident was the captain’s failure to adequately brief and execute the nonprecision approach and the first officer’s and flight engineer’s failure to effectively monitor and cross-check the captain’s execution of the approach. Contributing to these failures were the captain’s fatigue and Korean Air’s inadequate flight crew training.
  • Boeing B747 Collison During De Icing
  • The causes of the accident were the incorrect positioning of a de-icing vehicle left without its driver and the crew’s incorrect perception of the dimensions of the obstacle in a difficult environment in terms of lighting.
  • BOEING B747 Engine Explosion
  • On September 5, 2000, a Boeing B747-300 departed from Jakarta, Indonesia and experienced a serious incident shortly after take-off in which the No 1 engine’s fifth low pressure turbine (LPT) disk failed, ejecting debris damaging the airframe structure and several houses in a village.
  • BOEING B747 Erroneous Roll Indication Cited In Loss Of Control
  • During an instrument departure from London, England, the captain and the first officer received warnings about roll indications from the attitude-comparator system and from the flight engineer. The airplane was in a left turn, banked nearly 90 degrees, when it descended and struck the ground
  • BOEING B747 In flight Breakup Traced to Fuel tank Explosion
  • Investigators concluded that a flammable mixture of fuel and air in the center-wing fuel tank likely was ignited by voltage from an external short circuit that was conducted into the tank by electrical wiring associated with the fuel quantity indication system.
  • BOEING B747 Ineffective Tail strike Repair Preceded Airplane Breakup
  • Investigators said that published procedures were not followed when the repair was performed more than 20 years before a structural failure occurred and the aircraft broke apart during flight.
  • BOEING B747 Inflight Breakup Part I
  • On May 25 2002, a Boeing 747-200 crashed into the Taiwan Strait approximately 23 nautical miles northeast of Makung, Penghu Islands of Taiwan, Republic of China (ROC). Radar data indicated that the aircraft experienced an in-flight breakup at an altitude of 34,900 feet, before reached its cruising altitude of 35,000 feet. The aircraft was on a scheduled passenger flight from Chiang Kai-Shek (CKS) International Airport, Taipei, Taiwan, ROC to Chek Lap Kok International Airport, Hong Kong, China. One hundred and seventy-five of the 225 occupants on board, which included 206 passengers and 19 crewmembers, sustained fatal injuries; the remainders are missing and presumed killed.
  • Boeing B747 Loss Of Control During Landing
  • The initial cause of the accident was the incomplete reduction of thrust on the left outer engine at the beginning of deceleration. This caused the de-activation of the automatic braking systems and the non-extension of the n° 1 thrust reverser. The inadvertent selection of full thrust on this engine after the landing created high thrust asymmetry leading to the runway excursion. The lack of co-ordination and of joint control by the crew members, perhaps aggravated by the presence of third parties in the cockpit, contributed to the development of this situation.
  • Boeing B747 Reduced Power At Take Off And Collision With Terrain
  • The aircraft overshot the end of the runway for a distance of 825 feet, became airborne for 325 feet, then struck an earthen berm. The aircraft?s tail section broke away from the fuselage, and the aircraft remained in the air for another 1200 feet before it struck terrain and burst into flames. The aircraft was destroyed by impact forces and a severe post-crash fire. All seven crew members suffered fatal injuries.
  • BOEING B747 Rejected Takeoff On Slippery Runway
  • The airline’s flight attendant procedures did not provide adequate guidance to flight attendants on how to coordinate their actions during and after the impact sequence, the official U.S. report said.
  • BOEING B747 Runway Overrun After Captain Cancels Go around
  • The Boeing 747 was configured for a dry-runway landing when heavy rain occurred on final approach to Bangkok, Thailand. The captain told the first officer (the pilot flying) to go around but then retarded the throttle levers when the main landing gear touched the runway. The airplane was substantially damaged. None of the occupants was injured seriously during the approach-and-landing accident, but the delay in evacuation of the aircraft focused attention on improving training for emergencies.
  • Boeing B747 Runway Overrun After Captain Cancels Go around Part 2
  • This is a more detailed document of the australian registered Boeing 747 which overran the runway in Bangkok airport, Thailand (see above). The B747 was configured for a dry-runway landing when heavy rain occurred on final approach. The captain told the first officer (the pilot flying) to go around but then retarded the throttle levers when the main landing gear touched the runway. The airplane was substantially damaged. None of the occupants was injured seriously during the approach-and landing accident, but the delay in evacuation of the aircraft focused attention on improving training for emergencies.
  • Boeing B747 Stick Shakers Activation On Takeoff
  • On takeoff both stick shakers began to operate continuously shortly before V1. The Captain elected to continue the takeoff and, after a period of troubleshooting in the air, dumped fuel and returned to land. Maintenance engineers consulted the aircraft BITE (Built-In Test Equipment) and replaced the right-hand ADC (Air Data Computer). The subsequent takeoff proceeded normally until approximately 5 kt before V1, when the stick shakers again began to operate. The Captain immediately rejected the takeoff and the aircraft was stopped safely approximately two-thirds of the way along the runway. There was no damage or injury. This report includes a number of Safety Actions implemented by the operator and the aircraft manufacturer.
  • BOEING B757 Crash After Erroneous Airspeed Indications
  • Investigators concluded that the airplane had a blocked pitot tube and that, during departure, the flight crew became confused by false indications of increasing airspeed and did not respond to a stall warning. All the occupants were killed when the airplane struck the Caribbean Sea off the northern coast of the Dominican Republic.
  • BOEING B757 Gear Collapsed In Strong Crosswind
  • Crew fails to compute crosswind component, Boeing 757 nosewheel collapses on landing
  • BOEING B757 Ground Strike During Late Go around
  • Deviations from standard operating procedures, deficient crew resource management and crew distraction were cited as factors in a controlled-flight-into-terrain accident that caused substantial airplane damage but no injuries.
  • BOEING B757 The Cali Accident (Part 1)
  • The crew of a Boeing 757-223, Flight 965, was transitioning from cruise flight to a very high frequency omni-directional radio range (VOR) / distance measuring equipment (DME) instrument approach to runway 19 at the Alfonso Bonilla Aragon International Airport (SKCL), Cali, Colombia, when the aircraft collided with a mountain 53 kilometers (33 miles) northeast of the CALI VOR.
  • BOEING B757 The Cali Accident (Part 2)
  • On their approach to Cali, Colombia, the flight crew selected a direct course to the ROMEO nondirectional beacon (NDB), believing that they were selecting the ROZO NDB. According to the Colombia Aeronautica Civil accident investigation report, the incorrect flight management system entry led the airplane to turn toward Bogota, Colombia, which was 212 kilometers (132 miles) to the northeast.
  • Boeing B767 Cargo Bay Fire
  • While on final approach, approximately 10 miles from the airport, the flight crew received an aft cargo bay fire warning. The flight crew followed emergency checklist procedures, activated the cargo bay fire extinguishers, and declared an emergency.
  • BOEING B767 CFIT During Circling Approach
  • The flight crew did not maintain visual contact with the runway while circling to land outside the circling-approach area at an airport in South Korea. The controlled-flight-into-terrain (CFIT) accident o
  • Boeing B767 Dual Engine Failure
  • The B767 climbed to its cruising altitude of 41,000 feet and the first hour of flight was straightforward for the experienced flight crew. The two pilots were shocked to see cockpit instruments warning of low fuel pressure in the left fuel pump. At first they thought it was a fuel pump failure. Seconds later, warning lights indicated loss of pressure in the right main fuel tank.
  • BOEING B767 Loss Of Control In Flight
  • On October 31, 1999, a Boeing 767-366ER crashed into the Atlantic Ocean about 60 miles south of Nantucket, Massachusetts( USA). The flight departed JFK about 0120, with 4 flight crewmembers, 10 flight attendants, and 203 passengers on board. All 217 people on board were killed, and the airplane was destroyed.
  • BOEING B767 Sondrestrom Diversion
  • Are you crossing the Atlantic today? It could be a good idea to read the following article (before)…
  • BOEING B767 Tail Strike On Landing
  • The flight crew responded to a visual illusion with an unwarranted power reduction, said the official accident investigation report. Just before landing, the aircraft's pitch attitude increased; the tail skid struck the runway surface as the aircraft landed.
  • Boeing MD10 Hard Landing and Gear Collapse
  • The US National Transportation Safety Board determined that the probable causes of the accident were: - the first officer's failure to properly apply crosswind landing techniques to align the airplane with the runway centerline and to properly arrest the airplane?s descent rate (flare) before the airplane touched down; and - the captain's failure to adequately monitor the first officer's performance and command or initiate corrective action during the final approach and landing.
  • EMB120 In Flight Loss Of Propeller Blade
  • Keflavik Iceland Serious Incident Report 2009 0129 F
  • The aircraft contacted the runway and then bounced up into the air again before full runway contact was made with the main landing gear tires followed by the nose landing gear tire. The aircraft was not decelerated enough when nearing the runway end so the pilot flying attempted to turn the aircraft onto taxiway November at the end of the runway. The aircraft skidded off the taxiway and came to rest parallel to the taxiway with the nose landing gear and the right main landing gear off the paved surface.
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