110 accidents of Boeing aircraft since 2000

The Boeing 767-300 freighter, operated by 21 Air on behalf of Amazon Prime, took off from San Juan, Puerto Rico, on a cargo flight to Miami, Florida (USA). After landing at Miami International Airport, the aircraft overran the runway, crossed a highway, and struck several vehicles before coming to rest in a parking lot approximately 460 meters (1,500 feet) beyond the end of the runway. A fire subsequently broke out. Five people on ground were killed and five others were injured, three of them critically. The aircraft sustained substantial damage, including a fracture of the right wing.

The Boeing 737-400 freighter operated by K2 Cargo Airways took off from Sharjah, United Arab Emirates, for a cargo flight to Karachi, Pakistan, with 5 crew members: two pilots, two engineers and one support staff member. It crashed into the Arabian Sea. The 5 occupants have been killed.

The Boeing 747-481 BDSF operated by ACT Airlines on behalf of Emirates SkyCargo was performing cargo flight UAE9788 from Dubai (United Arab Emirates) to Hong Kong (China). Four crew members were on board. After landing at Hong Kong International Airport, the aircraft veered off the runway, broke through the airport perimeter fence and came to rest partially in the sea. All four crew members survived. Two airport security officers, who were in a vehicle struck by the aircraft, were killed.

The Boeing 787-8 Dreamliner operated by Air India took off from Ahmedabad, India, for a passenger flight to London, United Kingdom, for a passenger flight. 230 passengers and 12 crewmembers were onboard. The plane took off, but a few seconds later lost altitude and crashed into a residential area. 241 occupants were killed in the accident. there are also 38 fatalities on ground. One passenger survived the crash.

The Boeing 737-800 operated by Jeju Air took off from Bangkok, Thailand, for a passenger flight to Muan, South Korea. 175 passengers and 6 crewmembers were onboard. The plane landed at Muan’s airport with all gear up, overran the runway sliding on fuselage and engines, collided with the ILS localizer antenna array that was installed on a concrete platform about 300 meters (1000 feet) past the runway end. The aircraft disintegrated and burst into flames, while the tail separated near the beginning of the vertical stabilizer and remained relatively intact. Of the 181 occupants, two flight attendants seated in the tail section survived the accident. 179 people were killed.

The Boeing 737-400 operated by Swiftair on behalf of DHL took off from Leipzig, Germany, for a cargo flight to Vilnius, Lithuania. 4 crew members were onboard. The plane was on final approach to Vilnius airport when it impacted ground about 0.87nm (1,6 km) short of the runway threshold. After impact, it skidded for around 250 meters before colliding with a residential building. The plane then erupted into flames. One crew member was killed, three crew (including both pilots) have been injured. There were no injuries on the ground.

The Boeing 737-300 operated by Transair Senegal on behalf of Air Senegal took off from Dakar, Senegal, for a passenger flight to Bamako, Mali. 79 passengers and 6 crewmembers were onboard. The plane was accelerating for takeoff from Dakar airport when the crew rejected takeoff due to a hydraulic defect. The Boeing 737 veered left off the runway and came to a stop on soft ground. A fire broke out on the left wing but was quickly extinguished by emergency services. Emergency escape slides were deployed, enabling all occupants to evacuate. 11 individuals sustained minor injuries.

The Boeing 727-200 operated by Safe Air took off from Juba, South Sudan, for a cargo flight to Malakal, South Sudan. 7 crewmembers were on board. The aircraft landed on Malakal's airport but touched down short off the runway, skidded and collided with an MD-82, which has had an accident earlier on Feb 9th 2024. One crewmember was injured. Both aircraft received substantial damage.

The Boeing 757-200 operated by DHL took off from San Jose, Costa Rica, for a cargo flight to Guatemala City, Guatemala. 2 crewmembers were onboard. The plane was climbing out of San Jose's airport when the crew stopped the climb at about 21,000 ft (6,300 m) due to a hydraulic failure. The Boeing 757 subsequently returned to San Jose’s airport. After touchdown the crew lost control of the aircraft and went off the runway. The aircraft broke in two parts. The crew exited the Boeing 757 uninjured.

The Boeing 737-800 operated by China Eastern Airlines took off from Kunming, China, for a passenger flight to Guangzhou, China. 123 passengers and 9 crewmembers were on board. The plane was en-route, flying at 29,000 ft (8900 meters) when it suddenly lost altitude and crashed in a wooded mountainous terrain. All 132 people onboard were killed.

The Boeing 737-275C cargo operated by Transair/Rhoades Aviation took off from Honolulu, HI, USA to Kahului, HI, USA. 2 crewmembers were onboard. A few seconds after takeoff, the crew stopped the climb at about 2000 feet reporting they had lost the left-hand engine. The flight crew initiated a turn back to Honolulu’s airport and advised they might lose their other engine. The crew requested the coast guard out. The aircraft did not make it to the airport and needed to ditch in the Ocean about 2.7 NM short of runway. Both crew were rescued, one pilot was airlifted to a hospital, the other taken ashore by a rescue boat and taken to a hospital. Both pilots received serious injuries.

The Boeing 737-500 operated by Sriwijaya took off from Jakarta, Indonesia, for a passenger flight to Pontianak, Indonesia. 56 passengers and 6 crewmembers were onboard. The plane was climbing through about 10,800 feet MSL out of Jakarta when radar and radio contact was lost. Debris were located in water. No survivor has been found among the 62 occupants.

The Boeing 737-800 operated by Air India Express took off from Dubai, United Arab Emirates, for a passenger flight to Kozhikode, India. 190 people were on board, including 184 passengers and 6 crewmembers. The plane landed on Kozhikode airport but went past the end of the runway and fell into a valley and broke apart. 17 occupants were killed, including both pilots and 15 passengers. Another 138 people on board were injured, including 15 seriously.

The Boeing 737-800 operated by Pegasus took off from Izmir, Turkey, for a passenger flight to Istanbul, Turkey. 177 passengers and 6 crewmembers were onboard. The plane landed at Istanbul airport but overran the end of the runway, impacted the airport perimeter wall and broke into three parts about 170 meters (550 feet) past the runway end. Three passengers died, 179 people were taken to hospitals with injuries. The aircraft is damaged beyond repair.

The Boeing 737-800, operated by UIA Ukraine International Airlines, took off from Tehran, Iran, for a passenger flight to Kiev, Ukraine. 167 passengers and 9 crewmembers were onboard. The plane crashed minutes after takeoff. Radar contact was lost with the aircraft while it was climbing through 8000 feet, about 12NM (22 km) northwest of the Tehran airport. The crash site has been rapidly located: the Boeing 737 has been completely destroyed. All 176 people onboard have been killed. It has been confirmed on January 11th that the plane has been shot down by a missile.

The Boeing 737-800 MAX operated by Ethiopian Airline took off from Addis Ababa, Ethiopia, for a passenger flight to Nairobi, Kenya. 149 passengers and 8 crewmembers were onboard. The plane crashed shortly after takeoff. All 157 people onboard were killed.

The Boeing 767-300 freighter operated by Atlas Air on behalf of Amazon Prime took off from Miami, Florida, USA, for a cargo flight to Houston, Texas, USA. 3 crewmembers were onboard. The plane crashed during its approach to Houston airport. All the three people onboard were killed.

The Boeing 707-300 freighter operated by Saha Airlines took off from Bishkek, Kyrgyzstan, for a cargo flight to Karaj, Iran. 16 crewmembers were onboard. The plane was on approach to Karaj's Payam Airport in adverse weather conditions but mistakenly landed on Fath's airport (both airports are close together). The runway at Fath's airport being more than three times shorter, the plane overran the runway and crashed in a residential area past the end of the runway and burst into flames. 15 occupants were killed in the accident, and one flight engineer survived.

The Boeing 757-200 operated by Fly Jamaica Airways, took off from Georgetown, Guyana, for a passenger flight to Toronto, Canada. 120 passengers and 8 crewmembers were onboard. A few minutes after takeoff, the crew decided to come back to Georgetown because of a technical failure. The plane touched down in Georgetown airport, but the plane veered right off the runway and came to a stop to the right of the runway just short of the runway end. There were six minor injuries. The Boeing 757 departed Georgetown Airport at 02:09 hours local time. After departure the flight reported an issue with the hydraulic system. The climb was stopped before reaching FL200 and the aircraft turned back to Georgetown Airport. The aircraft touched down the runway at 02:53 hours (44 minutes after takeoff). It went off the runway and came to rest across the airport perimeter fence, in front of a steep ditch. Passengers exited the aircraft on escape slides. The aircraft sustained substantial damage with the right main gear ripped off, the right engine separated from the wing and right wing severely damaged.

The Boeing 747-400F operated by Sky Lease Cargo took off from Chicago-O'Hare International Airport, USA, for a cargo flight to Halifax International Airport, Canada. Four crewmembers were onboard. The aircraft landed on Halifax Airport but overran the runway and stopped in grass past the runway end. The four crew received minor injuries. During the approach, the tower controller reported wind from 260° at 16 knots, gusting to 21 knots and asked the flight if runway 14 was still acceptable. Runway 14 is a 2347m long asphalt runway and the 16 knots gusting at 21 knots wind from 260° would translate to an 8 knots gusting at 11 knots tailwind component. The flight crew confirmed and received authorization to land on runway 14. After landing the plane was unable to stop before the end of the runway, overran the end of the runway, went down a slope and through the localizer antenna and came to a stop about 210 meters past the runway end. The plane came to a stop less than 50 meters from a fence separating the airfield from Old Guysborough Road, a public two-lane road. The aircraft suffered substantial damage. The landing gears were ripped off, engines #2 and #3 separated, engines #1 and #4 damaged. The fuselage is severely damaged and even broken behind the wings. A fire erupted from the #2 engine that came to rest near the tail of the aircraft. However, there was no fire on the aircraft itself.

The Boeing 737-800 MAX operated by Lion Air took off from Jakarta, Indonesia, for a passenger flight to Pangkal Pinang, Indonesia. 181 passengers and 8 crewmembers were onboard. The plane crashed 35 NM (65 kilometers) northeast of Jakarta over the Java Sea about 13 minutes after takeoff. All 189 people onboard were killed. The plane took off at dawn, at 06h21 local time. Shortly after takeoff, the flight crew radioed the controller, requesting a return to the airport. The airline reported the aircraft encountered a technical problem. Radar indications showed the plane climbing erratically, barely reaching 5,400 feet (around 1600 meters), before quickly dropping and disappearing from radar. The wreckage of the twin-engine, narrow-body plane was detected in the Java Sea. Water depth at the site is about 30-35 meters. Weather was fine with light winds, scattered clouds at 2000 feet and a visibility of 8000 m. The aircraft was almost brand new, having flown just 800 hours. The plane is a new model of the Boeing best-selling 737, which first debuted in 1967. Boeing introduced the 737 MAX family of aircraft in 2011, using quieter engines and more fuel efficiency than previous models as selling points. This accident is the first of its kind for this variant of the Boeing 737. On November 7th 2018 the FAA released an Emergency Airworthiness Directive (EAD) 2018-23-51 concerning all Boeing 737 Max aircraft. This EAD states that “This emergency AD was prompted by analysis performed by the manufacturer showing that if an erroneously high single angle of attack (AOA) sensor input is received by the flight control system, there is a potential for repeated nose-down trim commands of the horizontal stabilizer. This condition, if not addressed, could cause the flight crew to have difficulty controlling the airplane, and lead to excessive nose-down attitude, significant altitude loss, and possible impact with terrain.”

The Boeing 737-800 operated by Air Niugini took off from Pohnpei, Micronesia, for passenger flight to Port Moresby, Papua New Guinea, with an en-route stop at Chuuk, Micronesia. 35 passengers and 12 crewmembers were onboard. The plane was on final approach to Chuuk International Airport in poor weather when the aircraft came too low and touched down into the sea. The aircraft was evacuated, 46 passengers and crew were able to leave the aircraft. Some people were injured, a few seriously, but there is no critical injury. 1 passenger was killed. “I thought we landed hard until I looked over and saw a hole in the side of the plane and water was coming in” said a passenger onboard. Weather conditions were poor, with high rain and low visibility. Cumulonimbus clouds were moving to the southwest at around 1000 feet over the airport. The plane came too low on the final approach, touched down into the sea and came to a stop about 140 meters left abeam of runway threshold. The fuselage remained in one piece while the plane was skidding, which contributed to the survivability of the accident. The plane floated a few minutes. Help arrived rapidly from a flotilla of local boats that rushed to the plane and evacuated 46 occupants stranded aboard the aircraft. The body of the missing passenger was found by divers 3 days later. Preliminary reports indicate that the Boeing 737 was approaching runway 04 of Chuuk International Airport when it impacted the water of Chuuk Lagoon about 1,500 ft (460 m) short of the runway threshold. As the aircraft settled in the water, it turned clockwise through 210 degrees and drifted 460 ft (140 m) south east of the runway extended centerline. The plane stopped with the nose pointing about 265 deg. One passenger was fatally injured, 6 other passengers received serious injuries.

The Boeing 737-200 belonging to Global Aerolineas Damojh was operated on behalf of Cubana de Aviacion. The plane took off from Havanna, Cuba, for a domestic flight to Holguin, Cuba. 107 passengers and 6 crewmembers were onboard. The Boeing lost height and crashed seconds after takeoff, contacted a house, trees and a railway track and burst into flames. 112 occupants were killed in the accident. One survivor was hospitalized in critical condition. There was no significant weather condition at the time of the accident. Low wind, good visibility and high ceiling were prevailing. Witnesses on the ground reported they saw the aircraft climb out of Havana, turn sharply to the right and go down. A large explosion occurred when the aircraft impacted the ground. The plane crashed a few hundreds of feet away from the runway. Mexican transport officials confirmed that the jet belonged to Damojh Airlines, which was founded in Mexico in 1990 and also operates under the name Global Air. The airline has three 737 jets. The one that crashed Friday was manufactured in 1979 and was leased by Cubana Airlines.

The Boeing 747-400 freighter operated by ACT Airlines (also known as MyCargo Airlines) on behalf of Turkish Airlines took off from Hong Kong, China, for a cargo flight to Istanbul, Turkey. An en route refueling stop was planned at Bishkek, Kyrgyzstan. 4 crewmembers were onboard. The plane crashed after a go-around at Bishkek airport, and crashed in a residential area. 39 people were killed in the accident: the 4 crewmembers onboard and 35 villagers on the ground. 8 people on the ground received injuries. Freezing fog and poor visibility were prevailing at Bishkek airport at the time of the accident. Weather conditions prevailing were winds at 2 knots, visibility at the threshold 100 meters (RVR 400 meters), mid point 100 meters (RVR 350 meters), runway end 100 meters (RVR 400 meters) with a vertical visibility of 50 meters. Investigators reported the aircraft conducted a CATII ILS approach to Bishkek's runway 26 in night and poor visibility conditions. The aircraft crossed the runway threshold significantly higher than required, continued to descend while overflying the entire runway and touched down 900 meters past the runway end. The aircraft collided with a concrete airport fence and rolled into the village about 1000 meters (3500 feet) past the runway end breaking up in the process, destroying 38 houses of a village next to the airport and killing 35 villagers. Fuel was spilled causing a fire. Debris spreads over an area of 1 kilometre. The plane's tail section was left upside down on top of a shed, next to the empty space where a house had been entirely obliterated. The aircraft has been completely destroyed.

The Boeing 727-2J0F cargo operated by Aerosucre Colombia took off from Puerto Carreño, Colombia, for a freight flight to Bogota, Colombia. 6 crewmembers were onboard. The plane did not achieved enough altitude after takeoff, then lost height and crashed. 5 occupants were killed, one occupant (a flight technician) survived. The Boeing 727 attempted to take off from Puerto Carreño's runway 24, a 1780 m long runway, but failed to lift off before the runway threshold. The plane overran the runway at high speed clipping the barbed wire fence at the edge of the airport (95 meters away from the runway threshold) in a nose up attitude. Then the plane right wing hit a shed on ground: the right inboard flap was torn off (see photo at the end of this article). The plane finally became airborne and hardly climbed a few hundred a feet. About three minutes later, the plane is seen in a right hand turn losing altitude until it impacted flat terrain about 5 NM (9 km) from the airport, bursting into flames.

The Boeing 777-300 operated by Emirates Airlines took off from Thiruvananthapuram, India, for a passenger flight to Dubai, United Arab Emirates. 282 passengers and 18 crewmembers were onboard. The plane crashed on landing at Dubai international airport. All the occupants evacuated via slides, 13 passengers received minor injuries during the evacuation. A fire-fighter attending to the aircraft was killed. The aircraft burned down completely. The Boeing 777 was on final approach at Dubai airport. The aircraft performed a normal approach, and there was no emergency declared. During the approach and until the landing, the aircraft encountered windshear conditions, with a wind changing from a headwind of 8 knots to a tailwind of 16 knots. The aircraft landed long, both main landing gear touched down, and the crew decided to go around. A few seconds later the aircraft was airborne again, the crew retracted the landing gear and climbed to 85 feet above the runway with the speed decaying to 134 kts. Both flight crew members noticed the decaying speed, the first officer called Check Speed. The aircraft descended again with the landing gear in transit into the UP position. 3 seconds prior to impact with the runway the thrust levers were moved from IDLE to full forward. 2 seconds later the engines began to respond, another second the Aircraft aft fuselage impacted the runway at 125 kts, with a nose-up pitch angle of 9.5 degrees, and at a rate of descent of 900 feet per minute. This was followed by the impact of the engines on the runway. The three landing gears were still in transit to the retracted position. As the Aircraft slid along the runway, the No.2 engine-pylon assembly separated from the right hand wing. An intense fuel fed fire was observed to start in the area of the damaged No.2 engine-pylon wing attachment. The Aircraft continued to slide along the runway on the lower fuselage, the outboard right-hand wing, and the No.1 engine. An incipient fire started on the underside of the No.1 engine. About a minute later the commander transmitted a Mayday Call and advised they were evacuating. Fire fighters arrived about one minute after the aircraft came to a stop and began to immediately apply foam. All occupants evacuated the aircraft. One cabin crew received serious, 21 passengers, another cabin crew and the first officer received minor injuries. Approximately nine minutes after the Aircraft came to rest, a firefighter was fatally injured as a result of the explosion of the centre fuel tank.

The Boeing 737-800 operated by Flydubai took off from Dubai, United Arab Emirates, for a passenger flight to Rostov on Don, Russia. 55 passengers and 7 crewmembers were onboard. The plane crashed during landing at Rostov on Don airport. There are no survivors: all 62 people onboard were killed. Bad weather conditions with low visibility and strong winds were prevailing at Rostov on Don airport at the time of the accident. The Boeing 737 has first attempted to land but aborted the approach due to weather and entered a hold initially at 8000 feet. After 30 minutes at 8000 feet the aircraft climbed to FL150. After about 2 hours of holding the aircraft commenced another approach to Rostov's runway 22 with winds from 240 degrees at 27 knots (14 m/s) gusting 42 knots (22 m/s). The second approach was flown manually in flight director mode. At 720 feet of height and 2,42 NM (4,5 km) before the runway threshold the crew decided to go around. the crew applied the go-around procedure : engines accelerated to TOGA, landing gear retracted and flaps reduced to 15 degrees. Climbing through a height of 1900 feet at nose up attitude of 18 degrees the pilot flying pushed the yoke forward resulting in a nose down movement and an increase in airspeed above 200 kts. The engine thrust was reduced for a brief period resulting in a speed decrease, then engine thrust was increased again to TOGA. At a height of 2950 feet a simultaneous nose down control input and a stabilizer nose down deflection occurred resulting in the aircraft, after having reached 1000 meters/3300 feet, to begin to descend and experience a vertical acceleration of -1.0G. According to Flight Data Recorder, the nose down trim input came from the stabilizer trim switch at the control column and lasted for 12 seconds while the cockpit voice recorder recorded specific noise of the trim wheels rotating. The following crew recovery actions did not allow to avoid an impact with the ground. The aircraft impacted the runway about 120 meters past the runway threshold with a speed of more than 324 kts and more than 50 degrees pitch nose. The Boeing 737 was pulverised.

The Boeing 737-400 cargo plane operated by Ethiopian Airlines for ASKY Airlines took off from Lome Airport, Togo, for a cargo flight to Accra-Kotoka Airport, Ghana. Three crewmembers were onboard. The aircraft sustained substantial damage in a runway excursion on landing at Accra-Kotoka Airport. The three crew members were injured. Ethiopian Airlines reported that the airplane suffered flat tyres upon landing. The investigation committee stated in a preliminary report that poor visibility was a contributing factor. Photos from the accident show that the aircraft came to rest off the runway with a separated right hand main gear and engine. The nose was damaged by the separated engine #2.

The Boeing 777-200 operated by Malaysia Airlines took off from Amsterdam, Netherlands, for a passenger flight to Kuala Lumpur, Malaysia. 283 passengers and 15 crewmembers were onboard. The plane disappeared from radar screens while it was en-route at FL330 about 50 NM northwest of Donetsk, Ukraine. The burning wreckage has been located near the Ukrainian/Russian border. All 298 people onboard were killed.

The Boeing 777-200 operated by Malaysia Airlines took off from Kuala Lumpur, Malaysia, for a passenger flight to Beijing, China. 226 passengers and 12 crew members were onboard. The plane disappeared from radar screen during its cruise over the Gulf of Thailand. Radar and radio contact with the aircraft had been lost while the plane was enroute at FL350 (around 10 000 meters) about 90 NM (160 km) northeast of Kota Bharu, Malaysia over the Gulf of Thailand. There has been no distress call. The aircraft wreckage has still not yet been located. Investigations indicated the aircraft had ended in the Indian Ocean, thousand of kilometres west of the Australian coast. Some debris have drifted and made landfall on the African coastline. They have been recovered in the years following the accident, thus confirming the aircraft has been destroyed. One flaperon and outboard flap belonging to the missing B777 has been recovered. Analysis shows that the only flaps position consistent with the damage received by the recovered flaperon and recovered outboard flap was the retracted position. On Dec 20th 2016 the ATSB (Australian Transport Safety Bureau) released a report that documents the proceedings and outcomes of the First Principles Review meeting on the search for missing Malaysia Airlines flight MH370 held in Canberra from 2 to 4 November 2016. Participants consisted of experts in data processing, satellite communications, accident investigation, aircraft performance, flight operations, sonar data, acoustic data and oceanography. The purpose of the meeting was to reassess and validate existing evidence and to identify any new analysis that may assist in identifying the location of the missing aircraft. The report conclusions are: 1. There is a very high level of confidence in the search results to date in the current indicative search area. The high resolution sonar coverage is very high and the data has been subjected to a very thorough analysis. The area has been searched to a level of confidence >95% without identifying the aircraft debris field. 2. The analysis of the last two SATCOM transmissions, the likely position of the aircraft’s flaps at impact and results from recent end of flight simulations has allowed a revision of the distance required to be searched away from the 7th arc. 99% of the DST (Defence Science and Technology) Group analysis results lie within 25 NM to the east and west of the arc. 3. A residual probability map based on the comprehensive satellite communication data analysis and updated with the latest search results and the CSIRO drift analysis identified a remaining area of high probability between latitudes 32.5°S and 36°S along the 7th arc. 4. The participants of the First Principles Review were in agreement on the need to search an additional area representing approximately 25,000 km² […]. Based on the analysis to date, completion of this area would exhaust all prospective areas for the presence of MH370.

The Tatarstan Airlines Boeing 737-500 operated on behalf of Ak Bars Aero took off from Moscow, Russia, for a passenger flight to Kazan, Russia. 44 passengers and 6 crewmembers were onboard. The plane crashed during landing at Kazan airport. All 50 occupants were killed. During its first attempt to land on Kazan's runway 29 the crew executed a missed approach procedure. The crew had said they were not ready to land because of technical problems. During an attempt to land, the plane plummeted to the ground and crashed in a nearly vertical attitude between runway and main taxiway. The plane burst into flames and was completely destroyed. The accident happened at night. Light rain, moderate wind, low clouds, and moderate to good visibility were prevailing at the time of the accident.

The Boeing 777-200 operated by Asiana Airlines took off from Seoul, South Korea, for a passenger flight to San Francisco, CA, USA. 291 passengers and 16 crewmembers were onboard. During landing, the plane touched down short of runway impacting the edge separating the runway from the San Francisco Bay, and crashed. 3 people were killed in the accident, 10 people were seriously injured, and 120 people were injured. The majority of survivors escaped without injuries. The aircraft was on a normal approach and the crew was cleared for a visual approach to runway 28L at San Francisco airport. There were no reports of windshear and no adverse weather conditions. During the approach there were remarks in the cockpit about being high on the approach, then on the glide path and some time later being below glidepath. The pilot began to pull back on the yoke to reduce rate of descent assuming the autothrottles would maintain the speed set to 137 knots. A lateral deviation developed taking the attention of the crew. 35 seconds prior to impact the automated 500 feet call sounded, shortly afterwards the landing checklist was completed. 18 seconds prior to impact the automated 200 feet call out sounded, 9 seconds prior to impact the automated 100 feet call out sounded, immediately afterwards the first comment for speed was heard. All PAPIs were red (indicating the plane was well below the glidepath) and the speed had decayed into the red/black marked range (well below the normal approach speed), the captain realised the autothrottles were not maintaining the target speed, at that point the pilot flying had already started to move the levers forward. About 3 seconds before impact the call for go-around occurred. A second call for go-around was heard 1.5 seconds before impact, this call came from a different crew member. The plane then impacted the edge separating the runway from the San Francisco Bay. Following first impact with the ground at high angle of pitch the aircraft lost gear and tail section, skidded along the runway, the tail and right wing rose to about 45 degrees, the left wing entangled with ground sending the aircraft in a spin and separating the engines, the aircraft turned around counterclockwise by nearly 360 degrees with the tail coming down again and stopped, burst into flames and burned out. The aircraft came to a rest left of the runway about 490 meters/1600 feet past the runway threshold. The tail plane, gear and engines separated. All passenger seats remained inside the aircraft cabin, only 3 flight attendant seats were ejected from the aircraft with the flight attendants seated in them. The fatalities are three young passengers.

The Boeing 747-400 freighter operated by National Air Cargo on behalf of US Mobility Command took off from Bagram, Afghanistan, for a cargo flight to Dubai Al Maktoum, United Arab Emirates. 7 crewmembers and cargo consisting of 5 military vehicles were onboard. The plane crashed shortly after takeoff, killing all 7 people onboard. The aircraft had been loaded with all cargo in Camp Bastion, Afghanistan, about 300 NM southwest of Bagram. The aircraft subsequently positioned to Bagram for a refuelling stop. Then, the B747 took off from Bagram. The plane had just lifted off and was climbing through approximately 1200 feet when its nose sharply rose and the speed dropped. The aircraft subsequently stalled, leaving no chance of recovery to the pilots. The crew reported on frequency that the aircraft stalled due to a possible load shift. The B747 crashed a few seconds later and erupting in a blaze. The 4 pilots, 2 mechanics and a load master were killed. Accident investigators reported that quickly shifting cargo, consisting of three armored vehicles and two mine sweepers totalling at 80 tons of weight, caused the accident. The cargo slammed so hard at the back of the aircraft, that parts of the aircraft separated and wiring in the back was severed. As result of the shift and loss of aircraft parts the center of gravity moved so far back, that the attitude of the aircraft could no longer be controlled, the nose of the aircraft rose beyond the flying envelope of the aircraft and the aircraft stalled destroying the aircraft and killing all crew in the resulting impact.

The Boeing 737-800 operated by Lion Air took off from Bandung, Indonesia, for a passenger flight to Denpasar, Indonesia. 101 passengers and 7 crewmembers were onboard. The plane went into the sea while landing at Denpasar Airport. All occupants were evacuated from the aircraft and have been taken to hospitals with minor injuries. The plane was new, and was in operation for just about two weeks. The flight was performed uneventfully. The aircraft was on approach to Denpasar's runway 09, about 100 feet below a 3 degrees glidepath. The airplane came down in the water a few hundred of meter away short of the runway threshold, and a few meters away from the sea wall. The wreckage of the Boeing 737-800 snapped in half before coming to a stop in shallow water. No emergency message had been received by the air traffic controller prior to the accident. All 101 passengers and seven crew members were safely evacuated. Some swam from the wreckage, while others were plucked from the water by rescuers in rubber boats. Dozens suffered injuries.

The Boeing 737-236 operated by Bhoja Air took off from Karachi, Pakistan, for a passenger flight to Islamabad, Pakistan. 121 passengers and 6 crewmembers were onboard. The plane crashed shortly before landing at Islamabad airport, in a populated areas a few kilometres away from the runway. All 127 passengers were killed. No one on ground was injured, although about 50 houses on the ground were destroyed. A violent storm that was lashing Islamabad when the accident took place. The Boeing 737 was approaching islamabad airport for landing, and was established on ILS runway 30 in visibility of about 4000 meters. The air traffic controllers cleared the plane to land. The crew copied the clearance. That was the last communication between the ground and the plane. A few seconds later, the aircraft suddenly descended and then disappeared from radar. The plane impacted terrain about 5 km short of and slightly left of the extended runway center line, near Jinnah Gardens. It completely broke up, burst into flames and came to rest in Hussain Abad Village. The crash site extends over a distance of about 4000 meters, the main wreckage came to rest about 4km short of the runway. Investigators noticed that the aircraft was flying too low: about 5.4 NM (10 km) before touchdown radar showed the aircraft at 200 feet AGL (60 meters) where it should have been at about 1700 feet AGL (520 meters). First information suggests the crew lost control of the aircraft prior to losing height.

The Boeing 737-400 operated by Sriwijaya Air took off from Jakarta, Indonesia, for a passenger flight to Yogyakarta, Indonesia. 131 passengers and crewmembers were onboard. While landing, the plane veered off the runway. The aircraft was evacuated, two passengers received injuries during the evacuation. The Boeing 737 had first aborted the approach to Yogyakarta due to weather conditions and diverted to Solo, however, again could not land in Solo due to weather and diverted to Surabaya. The weather conditions were reported improved in Yogyakarta and the crew decided to take off in order to land to Yogyakarta. However, strong rains were prevailing when the plane landed at Yogyakarta. After having touched down, the aircraft did not manage to stop before the runway end, veered left off runway and came to a stop on soft ground about 25 meters past and left of the runway end. The right main gear and the nose gear collapsed. The right engine and wing received substantial damage.

The Boeing 737-210C/Adv (combi aircraft) operated by First Air took off from Yellowknife, NT, Canada, for a passenger flight to Resolute Bay, NU, Canada. 11 passengers and 4 crewmembers were onboard. The plane crashed shortly before landing at Resolute Bay. 12 occupants have been killed, and 3 survived with injuries. Fog and rain prevailed at the time of the accident. The plane crashed while approaching Resolute Bay. Its last reported communication was about 5 NM (8 kilometres) from Resolute Bay airport. The wreckage was found at around 1 NM (two kilometres) west of the Resolute Bay airport's landing strip. The Canadian Forces were conducting an exercise called Nanook 11, which includes the simulation of a major air disaster near Resolute Bay. The exercise was interrupted to allow the forces to join the search and rescue operation in progress. The First Air Boeing 737-200 had no part in any simulation exercises. The Boeing 737-210C/Adv is a combi aircraft: the plane can carry both passengers and cargo on the main deck. When it crashed, the aircraft was in a configuration with room for 34 passengers and 5 cargo palettes.

The Boeing 737-8BK operated by Caribbean Airlines took off from Port of Spain, Trinidad and Tobago, for a passenger flight to Georgetown, Guyana. 154 passengers and 8 crewmembers were onboard. The plane missed the landing and broke up. All the people onboard survived, but two passengers received serious injuries. Heavy rainfall prevailed at the time of the accident, which reduced the visibility. The plane touched down Georgetown's runway 06 too far away from the runway threshold, and could not stop by the time he reached the end. The plane overran the runway by about 330 feet (100 meters), broke through the perimeter fence, fell onto a perimeter road and broke in two. The front section of the plane separated just ahead of the wings.

The Boeing 747-400F operated by Asiana Cargo took off from Seoul, South Korea, for a cargo flight to Shanghai, China. Two crewmembers and 58 tons of cargo were onboard. The plane crashed into the ocean off Jeju Island, 67 minutes after it had taken off Seoul. The two people onboard were killed. The plane took off uneventfully, but then, while the B747 was enroute near Jeju Island (about 250 NM (463 km) South of Seoul), the crew reported the cargo in the hold had caught fire and they needed to divert to Jeju Airport, which was their only possible point of diversion. The crew's distress was clearly audible and increasing during the transmissions. The plane began to divert, but radar contact with the plane was lost while the plane was descending. Debris from the plane was found later in East China Sea, about 58 NM (107 km) west of the city of Jeju. The plane was completely destroyed. The cargo aircraft was carrying 58 tons of cargo including 0.4 tons of hazardous materials like Lithium batteries, paint, amino acid solution and synthetic resin. All the cargo onboard was compliant with the IATA (International Air Transport Association) regulation.

The Boeing 727-100 operated by Hewa Bora took off from Kinshasa, Congo, for a passenger flight to Kisangani, Congo. 112 passengers and 6 crewmembers were onboard. The plane crashed on landing at Kisangani Airport, killing 74 people. 44 people survived. The weather conditions at the time of the accident were very poor, with heavy rain, low visibility, thunderstorms in the area reported. The plane missed its landing on Kisangani's runway and broke up coming to rest about 600 meters from the runway.

The Boeing 707-321B experimental aerial tanker plane, operated by Omega Aerial Refueling Services Inc, took off from Port Hueneme-Point Mugu NAS, CA, USA, for a test flight. The plane was expected to come back to its departure airport after the flight. 3 crewmembers were onboard. The four-engine plane crashed on takeoff, and has been destroyed. The three crewmembers sustained minor injuries. Omega Aerial Refueling Services Inc, was operating the airplane as a local public use flight. The flight crew indicated that they delayed their takeoff due to high wind conditions. Once the winds were within limits, they reported that startup was normal. Prior to take off, they decided to add 5 knots to their rotation speed, and power up slowly and as smoothly as possible. The captain was the flying pilot. The first officer called critical engine failure recognition speed (V1) reference speed at 141 knots, and rotation speed (Vr) at 150 knots. The captain rotated the airplane, and it then lifted off about 7000 feet (2130 meters) down the 11000-foot runway (3350 meters). About 20 feet (6 meters) above ground level, the number two engine (left inboard) throttle lever slammed back to the idle position. The airplane stopped climbing, and the captain adjusted the pitch slightly down to hold V2 speed. Witnesses observed the airplane lift off, and something shiny go up and over the left wing. They also observed a fireball on the left side of the airplane. The flight crew reported that the airplane began to drift to the left and descend. The captain lowered the pitch slightly and leveled the wings just prior to the airplane contacting the runway. He informed the other crew members that they were going to put it back down. He placed the throttle levers in the idle position, and activated the speed brakes. The airplane departed the left side of the runway surface; the crew reported a couple of impacts and then one final violent impact prior to the airplane coming to rest in a wetland marsh. The flight crew had to force the cockpit door open due to debris that had piled up against it. They noted significant damage from the forward galley aft, and a large fire in the vicinity of the left wing. They opened the left main cabin door, and deployed the slide. They exited into the mud, and made it to dry land and away from the burning wreckage. The airplane sustained substantial damage to the wings, fuselage, and empennage from impact forces and post crash fire. The main wreckage came to rest in a wetland marsh left of the runway overrun, and caught fire. Fire consumed the top of the cabin and the cockpit. The main wreckage consisted of the cockpit, cabin, right wing with the number three (right inboard) engine partially attached, empennage, and the inboard half of the left wing, which sustained thermal damage and was under water. Scattered debris aft of the main wreckage included the nose gear, remnants of the burned outboard left wing, right main landing gear truck, and number four (right outboard) engine.

The Boeing 747-400 freighter belonging to United Parcel Service (UPS) took off from Dubai, United Arab Emirates, for a cargo flight to Köln, Germany. 2 crewmembers were onboard. The plane crashed shortly after takeoff, killing both crewmembers. The plane crashed while attempting to land at Dubai International Airport, from where the airplane had departed about 45 minutes earlier. Shortly after takeoff, the crew declared emergency reporting a fire and smoke in the cockpit, and performed an emergency descent. They requested an immediate return to Dubai. Later they reported they were unable to read their instruments and were unable to change frequency asking for frequent updates on their altitude and speed from ATC. They were vectored for a straight in approach to Dubai's runway 12L. Being too high and too fast for landing they were offered to divert to Sharjah or join a right hand downwind for another visual approach to runway 12L. About 20 minutes after declaring emergency, the airplane impacted ground in an unpopulated area of Dubai outskirts, near a busy highway intersection south-east of Dubai airport. The airplane erupted in a large fireball when he hit the ground, and slid about 400 meters. Several buildings, apparently all of them under construction, have been set on fire by the crash. The plane was loaded with mostly children's toys and plastic products.

The Boeing 737-73V operated by Aires took off from Bogota, Colombia, for a passenger flight to San Andrés Island, Colombia. 125 passengers and 6 crewmembers were onboard. The plane crash-landed at San Andrés Island Airport. One passenger died. 119 people were injured (5 of them were seriously injured), and 11 unharmed. Thunderstorms were reported in the vicinity of the Carribean Island when the Boeing 737 was approaching to the San Andrés Island Airport runway 06. At the time of the accident the visibility was reported at 4000 meters (13000 feet), rain and winds around 15 knots. The crew did not report any malfunction of the airplane and no emergency call was radioed prior to impact. The plane touched down short of the runway, the landing gear was torn off on impact, and the Boeing 737 slid onto the runway on its belly as the fuselage fractured. The Boeing 737 broke in three parts. Firefighters quickly doused the beginnings of a fire on a wing. In interviews one of the pilots confirmed the airplane was struck by a lightning just short of the runway. The other did not recall a lightning strike, but a steep uncontrollable descent.

The Boeing 737-800 passengers plane, operated by Air India Express, took off from Dubai, United Arab Emirates, for a passenger flight to Mangalore, India. 160 passengers and 6 crewmembers were onboard. The plane was destroyed when it crashed while landing at Mangalore-Bajpe Airport. 8 people onboard survived. 158 people were killed. The Air India Express flight overran the runway while landing on Mangalore's runway 24, hit the localizer antenna, went through an airport fence and down a steep embankment into a ravine. The plane split into two and caught fire after it slid down a steep slope into dense vegetation. Survivors reported a loud bang after the airplane touched down, but the crew did not indicate any problems before landing. Survivors explained that they jumped off the plane after the plane broke in two.

The Boeing 737-300, operated by Merpati Nusantara Airlines, took off from Sorong-Dominique Edward Osok Airport, Indonesia, bound for Rendani, Indonesia. 97 passengers and six crew members were onboard. The plane overshot the runway when landing at Rendani, before coming to a stop in a river bed. All 103 people onboard survived, but some 20 passengers reportedly sustained minor to serious injuries. The weather conditions were bad at the moment of the accident, with lot of rain and poor visibility. Isolated thunderstorm accompanied by heavy rain, lightning and fog could have been a culprit in hampering the visibility of the pilot. The plane touched down smoothly on its destination airport runway but it just didn't stop. It skidded off the runway, and came to a stop some 200 meters (650 ft) far from the runway threshold in a shallow river. The Merpati airline Boeing 737 broke in two pieces. Rendani Airport has a single runway, 17/35, measuring 2.000 m x 30 m.

The Ethiopian Airlines Boeing 737-800 passengers plane took off from Beirut, Lebanon, bound for Addis Ababa, Ethiopia. 82 passengers and 8 crewmembers were onboard. The plane crashed shortly after takeoff, killing all 90 occupants. After take-off, the plane was supposed to follow Standard Instrument Departures path. The pilot initially followed the control tower's guidance, but then abruptly changed course and went in the opposite direction and disappeared from radar screen. The plane crashed into the sea, about 6 km past the end of the runway it took off from, some 3,5 km offshore from the village of Naameh. Pieces of the plane and other debris were washing ashore. A violent thunderstorm was prevailing on Beirut airport at the moment of the accident. Witnesses report the plane exploded into a ball of flames and plunged into the sea.

The CAA (Compagnie Africaine Aviation) Boeing 727-200 performing a freight flight from Kinshasa, Democratic Republic of Congo, to Kananga, Democratic Republic of Congo, suffered a hydraulics problem shortly after takeoff prompting the crew to return to Kinshasa's Ndjili Airport. After landing, the airplane veered left off the runway and came to a stop with all gear collapsed. No injuries occurred. Because of the hydraulic leak, the captain decided to return to land to the longer runway at Ndjili. Heavy rain was prevailing, and there was water standing on the runway. After touch down, the airplane could not be slowed because the brake failed due to the loss of hydraulic pressure. The crew tried to use spoilers and thrust reverser, but there was no braking effect. The threshold of runway had been displaced and the now unused area of the former runway is being broken up and removed, leaving concrete piles on that section. The crew therefore tried to steer the airplane to the left hand edge around the works, but the left hand main gear went off the edge. There was an erosion at the left hand edge about 40cms deep causing the left main gear to drop below the concrete and the gear snapped off. The airplane skidded for about 300 meters on the right main gear, nose gear and left wing doing a 90 degrees pirouette in the process, at which point the right hand main gear snapped off. The right hand main gear ended up besides the left wing. Investigation showed that the tailskid had been removed by the maintenance team prior the flight. However, it is probable that the tailskid hydraulics lines were either badly locked or no plugs installed at all after the removal, leading to the loss of the hydraulic fluid when the hydraulic pumps were activated.

The Boeing 737-800 operated by American Airlines operated on a passenger flight from Washington, USA, DC, to Kingston, Jamaica, with an intermediate stop at Miami, USA, Florida. 148 passengers and six crew members were onboard. The plane overshot the runway on landing at Kingston-Norman Manley International Airport. Everybody onboard survived, but the plane sustained substantial damage. The Boeing 737 was approaching Kingston-Norman Manley International Airport runway 12 in bad weather conditions. Heavy rain prevailed at the moment of the accident, and the pilot even warned the passengers of strong turbulence just before landing. The airplane landed far down the runway threshold: it landed approximately 4,000 feet (1200 meters) down the 8,900 foot (2700 meters) runway, cutting the available landing distance by almost half. The aircraft wasn’t able to brake before the end of the runway, at overshot it. The plane skidded across a road and came to rest on a beach at the edge of the Caribbean Sea. The plane came to a halt about 10 to 15 feet (3 to 5 meters) from the Sea. The plane's fuselage was cracked, its right engine broke off from the impact and the left main landing gear collapsed. Passengers and crew managed to escape the plane and were taken to hospitals with injuries ranging from broken bones to back pain. Most of the injuries were cuts and bruises, and none were life threatening. However, four people were seriously hurt.

The Boeing 707-330C cargo plane, owned by Azza Transport and operated by Sudan Airways, was on a cargo flight from Sharjah, United Arab Emirates, bound for Khartoum, Sudan. Six crewmembers were onboard. The plane was destroyed when it crashed in a desert area immediately after takeoff, killing everyone onboard. The images from an airport surveillance camera show the Boeing 707 apparently departing normally to Khartoum. But within 15 seconds two frames of the footage show an unidentified object apparently dropping to the ground and, another 15 seconds later, the aircraft rapidly descending, in a steep bank, to the right of the departure path, and crashed. The plane crashed near the Emirates Road, broke up and exploded. Meteorological data at the time of the accident shows no evidence of adverse weather conditions.

The Boeing 737-800 operated by Turkish airline Türk Hava Yollari was on a passenger flight from Istanbul, Turkey, to Amsterdam, Netherlands. 128 passengers and 7 crewmembers were onboard. The plane crashed on landing at Amsterdam, killing nine people. The plane was scheduled to land at Amsterdam-Schiphol International Airport, but the Boeing crashed about two miles (three kilometers) short of the runway in a muddy field - near a motorway - and broke into three pieces on impact. The fuselage split in two, close to the cockpit, and the tail broke off. One engine lay almost intact near the wreckage. The other was some 200 yards (about 200 meters) from the plane and heavily damaged. No fire erupted. Nine people were killed, among whom were both pilots, and about 85 were injured, many seriously. The fact that the plane landed in a muddy, plowed field may have contributed to making the accident less deadly by absorbing much of the force of the hard impact. As there was no fire, it helped keep the number of fatalities low.

The Boeing 737 operated by Continental Airlines was a scheduled service from Denver, CO, USA, to Houston, TX, USA. 110 passengers and 5 crewmembers were onboard. During takeoff, the aircraft veered off the runway and caught fire. 38 people on board the plane have been injured. The plane was departing runway 34R of Denver International Airport. Forty-one seconds after takeoff, there became a bumping and rattling that started and that continued through the end of the recording. Four seconds later, one of the crew members called for the takeoff to be aborted as the Boeing 737 jet kept building speed down the runway. He noticed trouble at a speed of around 90-knots, but the plane kept accelerating to 119-knots. While the crew was braking the jet, the Boeing 737 veered off the runway, travelled down a ravine and caught fire. Tire marks were spotted at the 1,900 feet mark on the runway, some 700 feet before the plane veered left off the runway. Fire crews responding to the accident encountered a heavy fire on the right side of the jet but all the occupants were evacuated. Images of the aircraft show that it suffered severe structural damage. Its left engine and at least one undercarriage assembly detached. The right engine is badly smashed and the 737's fuselage has ruptured aft of the wing. Weather conditions at the time oh the accident were correct, with a good visibility, few clouds, but the wind was gusting to 28-36kt from the west.

The Boeing 737 belonging to Aeroflot took off from Moscow, Russia, bound for Perm, Russia, about 800 miles away in the Ural Mountain region. It was carrying 82 passengers, and 6 crew members. The plane plunged into scrubland and railway tracks on the edge of the city narrowly short of houses. All the 88 people onboard were killed. The jet had lost communication at the height of 1,100 metres (3,600 feet) as it approached Perm airport and disappeared from air traffic controllers' radar. At that moment, the Boeing 737 was in difficult weather conditions. The airplane was found within Perm's city limits completely destroyed and on fire. It crashed into an unpopulated area of the city, a few hundred meters from residential buildings. Shattered fragments of the plane were scattered over an area of more than four square kilometres and destroyed a 100-metre section of track used by the Trans-Siberian railway. One witness described seeing the plane pass over his house before watching in horror as it exploded and sent massive chunks of burning wreckage flying to the ground.

The Boeing 737-200 owned by Venezuela's state-owned airline Conviasa took off from Caracas's Maiquetia airport, Venezuela, and was bound for Latacunga, Ecuador, 80 kilometers (50 miles) south of Quito. Three crew members (a captain, a first officer and a mechanic) were onboard. The plane crashed in mountainous area in Ecuador’s Andes, killing all the three people onboard. The Boeing 737 had been stored for a while at Caracas. It was being ferried to Latacunga, reportedly underway to a new owner. The plane lost contact with Ecuadorian ground controllers after it began its descent to Latacunga. The wreckage was found the next day. Wreckage location suggests that the airplane flew into the side of the Iliniza Volcano (elevation approx. 17000 feet), near Toacaso. The impact with the ground completely destroyed the aircraft.

The Boeing 737-200 was on a passenger flight from Bishkek, Kyrgyzstan, bound for Tehran, Iran. 83 passengers and 7 crew members were on board. The plane, owned by Itek-Air, a private Kyrgyz company, was chartered by the Iranian company Iran Aseman Airlines. It crashed minutes after take-off from Bishkek-Manas International Airport. 65 people died, and 25 survived the crash. The crew reported a technical problem shortly after it had taken off and tried to return to the airport. The plane had suffered a sudden loss of cabin pressure, causing the pilot to request an emergency landing. But the pilot was not able to reach the airport. Ten minutes after takeoff, the Boeing 737 crash-landed in a field a few kilometres away from the runway and caught fire. Plane wreckage and body parts were found strewn across a large area, suggesting the impact with the ground were violent, and that the plane skidded on a long distance before coming to a stop. Itek Air is on the European Union blacklist of airlines banned from flying in EU airspace (European Union blacklist applicable on August 25th 2008). The Boeing 737-200 involved in the accident was produced in 1979, which is quite old for a passenger aircraft.

The Boeing 747 freighter took off from Bogota, Colombia, bound for Miami, Florida, USA, with 8 crewmembers onboard. The plane was operated by Michigan-based company Kalitta Airlines as a wet lease to Centurion Air Cargo. The plane crashed minutes after takeoff in a farm field. The Boeing 747 was carrying a cargo of flowers to Miami. Seconds after takeoff, the Boeing 747-200 of Kalitta suffered the failure of both outer engines, after it took off from runway 31R. All was absolutely normal until after rotation, then engine number 4 (outer right engine) failed. The crew initiated the "special engine out procedure", that had been briefed and set up in the FMS fix page. Before the checklists could be worked or the airplane could turn back to the airport, engine number one (outer left engine) failed, too. The crew quickly recognized, they didn't have the thrust anymore necessary to get back to the airport and attempted an off airport landing. When hitting the ground, the plane broke up and caught fire. Witnesses on the ground watched the airplane as it descended. The witnesses reported, that they saw a growing fire on the left hand wing of the airplane. They could not tell, whether it was engine #1 or #2 though. Three people on ground died when the plane struck the farm house where they were living. The plane's eight crew members survived the crash and were taken to a hospital. Four of them were seriously injured.

The Boeing 747 Cargo belonging to Michigan-based Kalitta Air was on a flight from Bruxels, Belgium, to Gulf state of Bahrain. The plane skidded off the runway at Brussels airport and split in at least two pieces. None of the five crew members was seriously injured. The Boeing 747 carried 76 tonnes of freight. While the plane was attempting to take-off on runway 20 (a 3000 x 50 metres (9800 x 164 feet) asphalt runway), the crew reportedly heard one or two loud bangs. The crew decided to abort the take-off, but the airplane continued past the end of the runway, broke in two, and came to a rest 300 meters (980 feet) past the end of the runway, close to a rail line and some 500 metres (1600 feet) from housing. Fortunately the Boeing 747 did not catch on fire. The weather was clear at the time of the accident, after light rains doused Brussels a few hours before the accident.

The Boeing 727 belonging to Lloyd Aéreo Boliviano - LAB departed La Paz, Bolivia, on a domestic service to Cobija, Bolivia, with 151 passengers and 8 crewmembers. But fierce storms at the destination forced the crew to divert to the Trinidad, a Bolivian city in the Amazon jungle. The charter jet was approaching Tinidad when the engines suddenly lost power, possibly because of fuel exhaustion or mechanical failure. The crew carried out a forced landing in an Amazon jungle clearing just short of the airport. All on board survived. But several passengers were taken to a nearby hospital for injuries. The third-engines plane has been substantially damaged, with at least one wing torn off and a landing gear broken.

The flight BA38 operated by a Boeing 777 belonging to British Airways took off from Beijing, China, and was due to land at London-Heathrow Airport, uk, with 136 passengers and 16 crewmembers onboard. The plane landed 1000 ft short of runway 27L at London-Heathrow. It skidded through the grass and came to rest on the edge of the runway. The left main gear smashed through the wing, while the right hand gear broke off. Two giant wheel units were ripped off. A large section of the port wing had been ripped up at a 90 degree angle next to the fuselage, while the starboard wing also appeared to have become partially detached. All passengers evacuated through the emergency slides, and only 18 needed treatments for minor injuries. The plane was using an instrument landing system (ILS) approach, which allows pilots to follow a set path and be guided in - in this incident towards runway 27L at Heathrow. The jet was at a height of about 600ft (183 metres) and two miles (3.2 kilometres) from touch down when the engines failed to respond to a demand for increased thrust from its auto throttle. After continued demands for increased thrust, and with the flight crew moving the throttle levers, the engines similarly failed to respond. The aircraft speed reduced and the aircraft thus descended below the normal flight path. It was then impossible to reach the runway threshold.

The Boeing 737-800 belonging to China Airlines departed Taipei, Taiwan, and landed at Okinawa, Japan. Okinawa Airport traffic controllers had received no report from the pilot indicating anything was wrong as the plane came in to land and even as it stopped near the terminal to unload passengers. Soon after the plane arrived at the stand, a fire erupted in or near the left engine. All 157 passengers fled the Boeing 737-800 unhurt on inflated emergency slides. The eight-member crew also safely left the plane. A figure believed to be the pilot hung onto the cockpit window for several seconds before dropping to the tarmac and sprinting away from the exploding plane. When all occupants had evacuated, a large explosion occurred in the centre of the airplane.

The Boeing 737 plane carrying 79 passengers crashed and broke in half when it landed at an airport in M'banza Congo. 5 people were killed, and several injured. The plane belonging to Angola's state TAAG airline was en route from Luanda to M'Banza Congo, which is in northern Angola near the border with the Democratic Republic of Congo, 300 kilometers (180 miles) north of the capital, Luanda. The aircraft's landing gear appeared to give way as the plane touched down halfway down the runway: two tires were punctured. The crew lost control, bounced, a wing tip hit the ground and the plane crashed into a small brick house built on grassy land next to the runway. The aircraft's front section broke off from the fuselage and came to rest about 50 meters away from the rest of the plane. In Africa, rural airports often have dwellings next to the runway, and pedestrians and livestock can cross the tarmac. The M'banza Congo airport has no air traffic control tower.

The Kenya Airways Boeing B737-800 bound for Nairobi, Kenya, with 114 people on board crashed shortly after takeoff from Douala, Cameroon, in torrential rain. The flight originated in Ivory Coast but stopped in Cameroon to pick up more passengers. The plane had departed an hour late because of rain. It issued a distress call a few minutes after takeoff, but then lost contact with the radio tower. The wreckage was found southeast of Douala, 6km far from the runway end, along the plane's flight path from the Douala airport - more than 40 hours after the Boeing 737-800 lost contact with the airport. All 105 passengers and nine crew were killed. The causes of the accident are under investigation, but it is remotely possible that the plane could have inadvertently gone into some extremely turbulent air and suffered massive hail damage or a sudden structural failure. The final moments of Kenya Airways Flight 507 were preceded by anxiety over the weather as the plane sat on the tarmac for more than an hour. Three jetliners sat ready for takeoff at Douala International Airport, their crews waiting for a massive thunderstorm to move away. Just a few minutes past midnight, all three radioed air traffic control to check the weather report. They were told the storm would take another hour to dissipate, and the Cameroon Airlines and Royal Air Maroc crews opted to wait it out. But the Captain Kenya Airways Flight 507, already delayed for an hour and carrying scores of passengers with onward connections to catch, judged the weather had improved sufficiently to permit departure for Nairobi. Douala tower cleared the flight for takeoff at 1 am, instructing it to report on reaching 5,000 feet (1,500 meters). The plane took off, but 30 seconds after becoming airborne the plane nose-dived into a swamp. Flight crews are responsible for the decision whether to take off or land in bad weather, usually depending on guidelines prescribed by their airline. The Boeing 737-800 is fitted with weather radar: pilots routinely take off into stormy weather and then rely on radar to guide them around the towering cumulonimbus thunderheads that can cause structural damage to airframes. While air traffic control can take measures to prevent flights, including closing down airports, such drastic measures are highly unusual outside the northern hemisphere where heavy winter snows can block runways and bring traffic to a standstill. The wreckage in the thick jungle indicated the plane flew nose-first into the ground at a nearly 90 degree angle. It was found buried deep in a crater of reddish-brown muck with only tiny bits of the rear fuselage and wings left above ground. Trees nearby were smashed, but otherwise the jungle canopy remains intact, making the site almost invisible from the air. Investigators said the nose-dive indicated that a violent gust of wind within a thundercloud may have flipped the airliner over, throwing it into a fatal dive. The low altitude (3000 ft), would have made it impossible to recover the plane. The impact with ground was extremely violent.

The Garuda airlines Boeing 737-400 was on a passenger flight from Jakarta, Indonesia, to the Java island’s city of Yogyakarta, Indonesia, with 140 passengers and crew members onboard. It overshot the runway of Yogyakarta airport and caught fire killing 23 people and injuring at least 90. The Indonesian Boeing 737-400 started shaking violently before landing at the Yogyakarta international airport, landed intact but then overshot the runway, hitting fences and stopping in a rice field. Some survivors said the fire began at the front the plane before engulfing the aircraft. Many occupants managed to escape the blazing plane. The aircraft landing speed may have been a factor in the crash. The plane landed intact but was not able to stop before the end of the 7215-feet runway that may point to excess speed being a factor. Failure or malfunction of the aircraft braking systems could also be a cause of the accident: the failure of one of the three braking system (wheel brake, spoilers or thrust reversers) significantly increases the landing distance. The plane could also have touch down too far from the runway threshold, hence reducing the landing distance available. The pilot says he felt a very powerful downdraft just before landing. Such wind shears have been blamed in other accidents involving commercial jetliners: the aircraft become slightly unstable and may start to shudder or shake. The plane may finally be pushed to the ground very rapidly. A standard way to restore control of the plane is to speed up and pitch up. During the landing phase, it must end up in a safe go-around. If the go-around is not performed, the plane could land too fast.

The Adam Air Boeing 737-400 plane flying between Indonesian islands with 96 passengers and six crew on board lost contact with the Air Traffic Controller while cruising at 35 000 ft (10 700 m). The plane was flying from Surabaya on Java Island to Manado on Sulawesi Island flying in poor weather conditions when it vanished 83 nautical miles northwest of Makassar, an hour away from its destination. The plane did not report any complaints about the navigation, the condition of the plane or other technical problems. After the Boeing disappeared, two signals from its emergency beacon - which is activated on impact - were picked up by a plane in the vicinity and a satellite. Part of a jetliner's tail, food trays and shards of fuselage were pulled from the sea in northeastern Indonesia, more than 10 days after the plane vanished. It is clear that the plane crashed somewhere in the ocean. Adam Air, a privately owned low-cost Indonesian airline, began operations in Indonesia several years ago and most of its flights are domestic.

The Boeing 727 belonging to Aerosucre was on a cargo flight from Bogota, Colombia, to Leticia, Colombia. The plane crashed as it approached Leticia airport in Colombia's Amazon region, killing the three crew members and two passengers. The airplane was on a visual approach when it stroke a 150-foot television antenna about 2 miles (3 km) from the airport. Clouds and patches of fog prevailed at the time of the accident, and may have led to crew to drop down too low. The airplane was destroyed following subsequent impact with terrain.

The plane, a Boeing 737 operated by the private Nigerian airline ADC (Aviation Development Company), was on a passenger flight from Lagos (Nigeria) to Sokoto (north-west Nigeria), via Abuja. After a short stop in Abuja (at Nnamdi Azikiwe airport), the plane took off again, heading to Sokoto with 99 passengers and 6 crewmembers. But 30 seconds after take-off, the plane began to lose altitude, crashed and burst into flames. The wreckage was found 2 kilometres far from the airport. Only the plane's tail, an engine and part of a wing were still recognisable at the crash site, which was littered with smouldering fires, boxes and bags. 9 people survived the accident, and 96 were killed. A farmer working on the field was killed after being struck by debris from the crash. The pilot had ignored a bad weather warning from the air traffic control tower, and decided to take-off anyway. Following the accident, the Nigeria Authorities have grounded the entire fleet of the airline. The investigation shows that the aircraft encountered a windshear (sudden variation of the wind direction). This phenomenon is feared by the pilots, but is generally foreseeable. It results in a rapid loss of altitude, and requires a prompt and specific reaction of the crew to overcome the situation.

GOL Flight 1907 departed the principal Amazon city of Manaus (Brazil) at 15:35 on a scheduled flight to the capital Brasilia and Rio de Janeiro. It was expected to arrive at Brasilia at 18:12. At 16:48, while at a cruise altitude of FL370 (37,000 ft – 11,300 m), radar contact was lost. The Boeing 737-800 operated by Brazilian low-cost carrier Gol probably plunged into the ground nose first after it clipped a smaller executive jet. The wreckage was found near a cattle ranch, in remote Amazon jungle, 1090 miles (1750 km) northwest of Sao Paulo in the heavily forested Brazilian state of Para. All 149 passengers and 6 crew members were killed. Five air force planes searched for several hours without success over the area immediately after the flight went missing in Para state airspace. The day after, a total of eight planes and five helicopters took part in the search and rescue efforts along with emergency services and medical teams, and finally found the wreckage. The small executive jet, an Embraer 135 Legacy 600, declared an emergency and safely landed in Cachimbo without injuries to the 7 occupants. Its pilot reported seeing, "out of nowhere, a large shadow" passing his plane, clipping his wing, and forcing an emergency landing. The small executive jet was flying at the wrong altitude when it crossed paths with the Boeing 737. The planes were both flying at 37,000 feet. But the small jet, flying north toward Manaus, should have been at even-numbered altitudes, like 36 [thousand] or 38,000 feet. Authorities also believe the two pilots of the small executive jet may have shut off the plane's transponder, an illegal move that would have rendered its anti-collision system useless. Indeed, the transponder is a device that transmits the plane’s location to other planes and to the Air Traffic Controller. It also transmits other plane’s location to the aircraft TCAS (Traffic Collision Avoidance System). If the transponder is switched off, the TCAS is unable to detect threatening planes and to provide appropriate anti-collision orders to the crew. But the pilots have denied they turned off the transponder, and said they believed it was working just before the collision. The device could have experienced an internal failure.

The Boeing 737-200 belonging to General Kikunda (a senior aviation figure in the Democratic Republic of Congo) crashed during a test flight, killing all seven people on board (Kikunda, was not on board at the time of the accident). The accident occurred at the capital Kinshasa's airport (Congo). A test flight was carried out, because the General Kikunda had decided to put the aircraft back into use after 9 years of standing idle. It had been left on the airport's parking apron since 1997. Airport sources said the plane was making a landing when its left main landing gear failed, causing the crash. Reports said the flightcrew, which included a number of aero-engineers, had battled in vain to safely land the stricken aircraft.

A jetliner from Southwest Airlines was performing a passenger flight from Baltimore to Chicago, with 98 passengers and 5 crew members onboard, when it crashed after landing at Midway-Chicago International Airport. The nose landing gear collapsed after the aircraft touched down. Then, The plane went off the end of the runway and slammed through a fence before striking two vehicles. One person in a car was killed while 8 other people in both cars were injured. Onboard, two passengers were injured. The plane landed in very bad conditions: in extremely low visibility and on a short, snow-covered runway, during a snow storm.

This Boeing 727 from Miba airline skidded off the runway after landing at the national airport of Kindu, near Maniema. All people onboard survived, but the aircraft has been damaged. After landing, the aircraft veered off the side of the runway coming to rest on soft ground. At the time, the local weather was varying between medium to heavy rainshowers causing slippery runway conditions. The captain said he landed normally, but he has been surprised by a water layer on the runway. 3 crew members and 7 tons of cargo were onboard.

The flight 201 from Bellview airline was performing a passenger flight from Lagos to Abuja with 111 passengers and 6 crew members onboard when it crashed near Lagos a few minutes after take-off. The 737 left Lagos at 20:35 local time and there was thunderstorm activity in the vicinity of the city at the time, which could be the cause of the accident. The exact circumstances surrounding the crash are unclear, although local press reports quote officials as saying that communication was lost with the aircraft around 3min after take-off (possibly following a distress call) and that it crashed 7min later. The crew had asked for air traffic control assistance in avoiding storm activity. Investigations indicate that the aircraft may have “stalled” after passing FL130 (13,000ft/3,970m) and “nose-dived into the ground”. The loss of communications could have been a result of the lightning causing the aircraft’s electrical system to fail. The aircraft came down around 30km (19 miles) north of Lagos, with witnesses reporting that it was on fire before it struck the ground. The impact created a large crater around 12m deep, with little remaining of the aircraft. Another cause of the accident could be a terrorism act.

The aircraft crashed while performing a scheduled passenger flight from Medan-Polonia Airport to Jakarta. Shortly after takeoff from Medan, survivors reported that the Boeing began to shake violently, veered left, and crashed into a residential area about 500m off the end of the runway. A failure of one engine could be the root cause of the crash said a transport safety official. "Preliminary investigations show a fuel problem on the engine" he said. The 9 survivors were seated in the same row.

The aircraft was approaching Pucallpa on a domestic flight from Lima with heavy thunderstorms in the vicinity of the airport when, shortly after 3:00pm local time, it encountered windshear and heavy turbulence, and crashed onto a jungle-covered, dirt roadway approximately 2 miles from the runway at 3:06pm.

The aircraft departed Larnaca, Cyprus at 9:07am local time for a scheduled passenger flight to Athens, Greece. Shortly after departure, at 9:37am, the aircraft entered Greek airspace, and over the next 30 minutes, the crew failed to make contact with Greek air traffic control. At 10:20am, Greek air traffic controllers contacted their Cypriot counterparts, who reported that the flight crew had reported a problem with the 737's air conditioning packs shortly before entering Greek airspace. Subsequent attempts to establish contact with the flight crew failed, and at 10:55am, two Greek F-16 fighter jets were scrambled to intercept the stricken airliner. The fighter jets established visual contact with the 737 at 11:20am over the Aegean Island of Kea, and subsequently reported that the Captain was not in the cockpit, the first officer was unconscious, slumped over the flight controls, and that the cabin oxygen masks appeared to be deployed. The F-16 jets continued to follow the aircraft as it started descending and, at 12:05pm local time, crashed into arid, mountainous terrain about 19 miles north of Athens' Eleftherios Venizelos Airport. The investigation shows that the cabin pressure regulation valve (located aft the fuselage) would have remained opened. The crew would have set this valve into manual control (so, open), letting the aircraft at atmospheric pressure. The crew would have fainted before being aware of the problem. The aircraft flew until it ran out of fuel.

The aircraft was on a scheduled passenger flight from the Gulf city of Kish to Tehran. It landed on its destination airport. But due to a failure of the aircraft's landing gear, the plane wasn't able to brake correctly and ran the length of the runway, then continued several hundred metres through the grass and up to the river, which lies on the airport's perimeter. Rescued passengers said the plane had problems right from take off and landed too fast. The emergency slides did not work, and several passengers jumped out and fell three metres. Several people suffered broken arms and legs, in total 80 people got injured. Three passengers were killed after falling into the river during evacuation.

The aircraft, operating a cargo flight from Addis Ababa to Lome (Togo), on behalf of Ethiopian Airlines, crashed into Lake Victoria on its second landing attempt, at it was landing to refuel in Uganda. The flight was initially on an instrument approach to runway 17, but circled to land on runway 35 due to weather which consisted of rain and an 8-kilometer visibility. During the approach to runway 35, the right wing struck a rock in the lake located about 1 kilometer from the shoreline. The crew members sustained some minor injuries, and the aircraft was destroyed.

The 747 was on a cargo flight from Halifax, Nova Scotia to Zaragoza, Spain with a load of fish and lobster. It crashed into a rock quarry shortly after takeoff. The aircraft's tail struck the runway for approximately the last 1,000ft of the takeoff roll, with the tail becoming separated from the fuselage upon impacting an obstacle at the end of the runway. Weather at the time of the accident was reported as good, with clear skies and unlimited visibility.

The aircraft was on a scheduled passenger flight from Freetown to Conakry. Shortly after takeoff, technical problems appeared, and the aircraft was forced to ditch in a swamp some 3 miles beyond the end of the runway. None of the 127 passengers and crew members were killed.

On January 3rd 2004, at 02:45:06 UTC, 04:45:06 local time, the Flash Airlines Boeing 737-300 registered SU-ZCF in Egypt crashed into the Red Sea shortly after takeoff from Sharm el-Sheikh International Airport (SSH) (Egypt, southern Sinai). This passenger flight, operating as FSH604, was a charter flight bound for Charles de Gaulle Airport, with a stop in Cairo to refuel. The aircraft departed Sharm el-Sheikh Airport with 2 pilots (captain and first officer), 1 observer, 4 cabin crew members, 6 off-duty crew members and 135 passengers. The aircraft was destroyed by the impact with the Red Sea. There were no survivors. The circumstances of the accident were established: shortly after taking off from Sharm el-Sheikh Airport, the aircraft initiated a left turn. The aircraft therefore began banking to the left. But the autopilot was quickly disengaged and the aircraft began banking the other way (to the right), which caused it to enter a right turn. This right turn was not part of the airport departure procedure. For 52 seconds, the aircraft’s bank angle continued to increase without any intervention from the crew. The bank angle became so great that the aircraft began to pitch down and lose altitude. When the crew attempted to recover the aircraft, the bank angle was slightly greater than 90° (the aircraft was on its side). Although the crew performed the appropriate recovery manoeuvre, the aircraft’s attitude, altitude and speed did not allow the accident to be avoided. The reasons why the aircraft entered this right turn when it should have continued turning left are not very clear. Possible causes of the accident include: Trim / Feel Unit failure (aileron trim runaway) Temporary failure of a spoiler cable in the wings (spoiler position offset) Temporary failure of the first officer’s control wheel (spoiler position offset) Failure of the autopilot engagement system An aggravating factor was crew distraction, which led to spatial disorientation until the first officer announced “The aircraft is turning right” and the captain noticed it.

The aircraft, on a chartered passenger flight from Cotonou (Benin) to Beirut, crashed while attempting to take off. Witnesses reported that the aircraft impacted a building, exploded, and crashed into the sea. Weather at the time of the accident was good, with airport officials reporting light winds and clear conditions. Various media outlets report that the plane may have been overloaded. 151 out of 163 passengers were killed in the accident.

Gol flight 1756 departed São Paulo for a passenger flight to Porto Alegre via Navegantes. After landing at Navegantes' runway 25, the Boeing 737 ran off the runway and crashed through a brick wall before coming to rest. All 149 people aboard escaped major injuries.

The aircraft, on a cargo flight to Lagos' Murtalah Mohammed Airport, collided with construction equipment after being cleared to land on a closed runway. A NOTAM was to inform about the runway unavailability As the aircraft was rolling out, the main landing gear impacted several construction vehicles parked on the runway and one wing was torn off. The 3 flight crewmembers escaped with minor injuries.

The aircraft was on a scheduled passenger flight from Port Sudan to Khartoum (Sudan). Several minutes after take-off, the crew reported some troubles to the Air Traffic Control. Then, the aircraft crashed. One passenger among the 117, a two-year-old boy, survived the accident.

Air Algérie flight 6289 originated in Tamanrasset (South Algeria) and was bound for Algiers, with an intermediate stop at Ghardaia. There were 97 passengers and 6 crewmembers onboard this aircraft, named "Monts du Daia". Takeoff was commenced from runway 02 with the co-pilot acting as pilot-in-command. The aircraft rotated and the co-pilot ordered the gear to be raised. At that moment, at a height of 78 feet and a speed of 158 kts, the nr.1 engine suffered a turbine failure. The captain took over control of the airplane. Three seconds later the co-pilot asked if she should raise the gear, but the captain did not respond. The 737 lost speed and at seconds later the speed had dropped to 134 kts. Height at that moment was 398 ft. The aircraft stalled and crashed and broke up on rocky terrain about 1645 metres past the runway. Among the 103 people onboard, only 1 passenger survived. The accident was caused by the loss of an engine during a critical phase of flight, the non-retraction of the landing gear after the engine failure, and the Captain, the PNF, taking over control of the airplane before having clearly identified the problem. The following factors probably contributed to the accident: The perfunctory flight preparation, which meant that the crew were not equipped to face the situation that occurred at a critical moment of the flight; The coincidence between the moment the failure occurred and the request to retract the landing gear; The speed of the event that left the crew little time to recover the situation; Maintaining an inappropriate rate of climb, taking into account the failure of one engine; The absence of any teamwork after the engine failure, which led to a failure to detect and correct parameters related to the conduct of the flight (speed, rate of climb, configuration, etc.); The takeoff weight being close to the maximum with a high aerodrome altitude and high temperature; The rocky environment around the aerodrome, unsuitable for an emergency landing.

The aircraft, on a passenger flight from Belém and Manaus, crash-landed short of runway 06 at Rio Branco in poor weather conditions. The Boeing skidded approximately 2,000 feet across the runway and came to a stop in the grass adjacent to the runway surface, suffering substantial damage. No serious injuries were reported among the 87 passengers and six crewmembers aboard.

The aircraft crashed at 5:43am local time while attempting to land at Tallahassee Regional Airport on a cargo flight from Memphis, TN. With the Tallahassee Airport control tower closed due to the early-morning hour, the flight crew received clearance from Jacksonville Center for a visual approach to runway 09 at 5:36am. The first impact mark was on a tree, about 70 feet high and 3,100 feet from the runway threshold. The plane first hit the ground about 2,100 feet from the runway threshold, and the first piece of wreckage - a leading edge slat - was found approximately 200 feet from the initial tree-strike point. The aircraft's landing gear was down at the time of the accident. The 727 skidded to a stop about 1,000 feet from the end of the runway and caught fire. The flight crew escaped major injury.

The aircraft, on a flight from N'Djamena to Brazzaville, was carrying a combination of passengers and cargo. Shortly after takeoff, the pilot reported that the landing gear would not retract. The decision was made to divert to Bangui for a precautionary landing, and the aircraft crashed about 4km short of the runway in a fishing community on the outskirts of the capital after all four engines failed. The only surviving cockpit crew member, a Congolese engineer, later reported that the aircraft may have run out of fuel after the crew initiated a fuel dump in preparation of the precautionary landing. Among the 25 people onboard, 23 were killed.

The aircraft, on a cargo flight from Bergamo to Brussels, collided with a Bashkirian Airlines Tupolev TU-154 near Ueberlingen on the northern shore of Lake Constance, which borders Switzerland and Austria, around 11:43pm local time. Both aircraft were level at FL360, under Swiss air traffic control (Zurich). Approximately 50 seconds before the collision, Swiss ATC instructed the Russian Tupolev to descend from FL360 to FL350 to avoid a conflict with the DHL Boeing 757. No response was registered by the Russian crew. A second descent instruction was made by Swiss controllers a few seconds later, and the Tupolev crew acknowledged the instruction. The TU-154 initiated its descent about 25 seconds before the collision. At nearly the same instant, the Boeing 757's TCAS (Traffic Collision Avoidance System) issued a Resolution Advisory (RA) in response to the threat of a collision with the TU-154, and the pilots began a descent in an attempt to avoid the Russian aircraft. The aircraft collided at FL354, broke apart and crashed, with debris scattered over an area nearly 40km wide. Both crew members were killed in the DHL plane, and all 69 passengers and crew members died in the Bashkirian plane. This accident raised the problem of the crew decision when both the TCAS and the air traffic controller give opposite orders.

The aircraft was on a passenger flight from Taiwan's Chiang Kai Shek Airport to Hong Kong. The flight duration was expected to be 1h20. About 20 minutes after takeoff, while cruising at FL350, the aircraft disappeared from radar screens and crashed into the Taiwan Strait between Taiwan and China. Radar data suggests that the aircraft broke into four pieces while at FL350. This theory is supported by the fact that articles, which would have been found inside the aircraft (magazines, etc.) were found up to 80 miles (150 kilomètres) from the crash site. There was no sign of an explosion on the recovered debris, and no distress call was received from the flight crew. Weather around the time of the accident was clear. The final investigation report found that the accident was the result of "metal fatigue" due to inadequate maintenance after a previous incident. The report finds that on February 7, 1980, the accident aircraft suffered a tail strike occurrence in Hong Kong. The aircraft was then ferried back to Taiwan on the same day un-pressurized and a temporary repair was conducted the day after. A permanent repair was conducted on May 23 through 26, 1980. However, the permanent repair of the tail strike was not accomplished in accordance with the Boeing SRM (Structure Repair Manual), in that the area of damaged skin in Section 46 was not removed and the repair doubler did not extend sufficiently beyond the entire damaged area to restore the structural strength. Consequently, after repeating cycles of depressurization and pressurization during flights, the weakened hull started to crack gradually and finally broke open in flight on that flight, exactly 22 years after the faulty repair has been applied to the damaged tail. An explosive depressurization of the aircraft occurred once the crack was broken, causing the complete disintegration of the aircraft mid-air. All 225 passengers and crew members were killed.

The aircraft was on a passenger flight from Cairo (Egypt) to Tunis (Tunisia). It crashed while on approach to Tunis-Carthage Airport runway 11. Shortly before the accident, the Captain reported a landing gear malfunction, and had performed a low pass over the airfield. The aircraft crashed during its second approach. Weather around the time of the accident was poor, with strong winds and a surface visibility of 5000 meters. 14 of the 62 people onboard were killed.

The aircraft departed Beijing (China) as flight CA129 to Pusan's Kimhae Airport (South Korea) for a passenger flight. While turning onto final approach to Runway 18R at Kimhae, the aircraft impacted rising, wooded terrain, broke apart, and caught fire. Weather around the time of the accident was light rain and mist, and the surface visibility was 4000 meters. Among the 167 passengers and crew members, 128 were killed.

TAME flight 120 departed Quito 10:03am on the first leg of its scheduled Quito-Tulcán-Cali (Colombia) flight. Radio contact with the aircraft was lost at 10:23am as it approached Tulcán. The aircraft crashed near the Colombian city of Ipiales, approximately 20 miles (30 kilometers) north of Tulcán, in a crater near the top of the 15,626ft Cumbal Volcano. The wreckage of the aircraft was found by aerial search some 24 hours after the accident. There was no survivor. The weather in the heavily mountainous region was reported to be foggy around the time of the accident.

The aircraft was on a passenger flight from Lombok to Yogyakarta (Indonesia) when the crew was forced to make an emergency landing in the Benjawang Solo River, approximately 14 miles (20 kilometers) from their destination airport of Yogyakarta. Weather at the time of the accident was poor. A flight attendant was reportedly killed in the accident.

The aircraft was on a cargo flight from Luxembourg to Port Harcourt. It crashed approximately 700 meters short of runway while attempting to land at Port Harcourt's Omagwa Airport. A crewmember was fatally injured in the crash.

The Boeing 747 was being taxied on Kuala Lumpur (Malaysia) airport from a hangar toward a departure gate to board 319 passengers for Jeddah (Saudi Arabia), when the crew lost directional control of the plane and it entered a monsoon drainage ditch, resulting in serious damage to the forward airframe/nose section. None of the six crewmembers aboard were seriously injured. The aircraft was being moved by a maintenance crew, who taxied using only the no.1 and no.4 engines, apparently not realizing that the aircraft's braking system is powered by hydraulic pumps powered by engines no.2 and no.3.

The plane was scheduled for a passenger flight from Bangkok's Don Muang International Airport to the northern Thai city of Chiang Mai. Approximately 27 minutes before its scheduled departure time, fire broke out aboard. The fire was extinguished within an hour. Traces of C-4, a powerful explosive, were found in the wreckage, but it is unclear whether these traces were related to the explosion aboard the aircraft.

The Cameroon Airlines Boeing 747-200 landed on runway 09R at Paris Charles de Gaulle Airport in rainy conditions. After touchdown, the aircraft did not decelerate as expected and began to deviate to the right. It left the runway and came to rest on soft ground. All occupants were able to evacuate, although the aircraft was severely damaged.

On October 31, 2000, Singapore Airlines (SIA) Flight SQ006, a Boeing 747-400 aircraft, bearing Singapore registration No. 9V-SPK, crashed on a partially closed runway during takeoff. Heavy rain and strong winds from typhoon “Xangsane” prevailed at the time of the accident. SQ006 was on a scheduled passenger flight from Chiang Kai-Shek International Airport (CKS Airport), Tao-Yuan, Taiwan, Republic of China (ROC) to Los Angeles International Airport, Los Angeles, California, USA. The flight departed with 3 pilots, 17 cabin crewmembers, and 159 passengers aboard. The aircraft was destroyed by its collision with construction equipment and runway construction pits on Runway 05R, and by post impact fire. There were 83 fatalities, including 4 cabin crewmembers and 79 passengers, 39 seriously injured, including 4 cabin crewmembers and 35 passengers, and 32 minor injuries, including 1 flight crewmember, 9 cabin crewmembers and 22 passengers. In the investigation report stated that the probable causes are: The flight crew did not review the taxiing route, despite having all the relevant charts, and as a result did not know the aircraft had entered the wrong runway (the aircraft entered runway 05R instead of runway 05L). Upon entering the wrong runway, the flight crew had neglected to check the Para Visual Display (PVD) and the Primary Flight Display (PFD) as it would have supposedly told them that the aircraft was lined up on the wrong runway. Due to the Typhoon Xangsane's imminent arrival and the poor ambient conditions, the flight crew lost situational awareness and attempted to take off from the wrong runway. The following element may or may not have contributed to the accident The first series of taxiway lights leading to 05L were damaged. CVR transcriptions The following are selected excerpts from SQ006's CVR prior to the accident. All times are in UTC.

The Alliance Air Boeing 737-200 was operating Flight 7412 from Calcutta to Delhi, with planned stops at Patna and Lucknow. On approach to Patna, the crew found the aircraft too high relative to the normal approach profile. The pilots requested a 360-degree turn to lose altitude before rejoining final approach to runway 25.

The Air Philippines Boeing 737-200 was operating a passenger flight to Davao, Philippines. The crew had been cleared for an approach to runway 23. After reporting about 7 NM from the runway, the aircraft continued descending in an area where rising terrain lies close to the approach path.

The plane was on a passenger flight from Las Vegas, NV to Burbank, CA. Arriving in Burbank, the crew was told to expect the visual approach to runway 08. Approximately 10 NM from the field, while descending to 3000 feet, the crew was instructed to maintain 230 knots until further advised. One minute later, the crew was cleared for the visual approach to runway 08, with an instruction to maintain 3,000 feet until passing the Van Nuys VOR (approx 6 NM from the runway). But the flight crew passed the VOR and failed to start their descent from 3000 feet. 3.9 NM from the runway threshold, at an airspeed of 230 knots and an altitude of 3000 feet, the crew began their descent to land. Due to the steep nature of the descent (nearly 7°, instead of the standard 3°), the crew received two "sink rate" warnings at approximately 400 ft AGL (Above Ground Level), and a "pull up" warning at 190 ft AGL. The aircraft touched down 2800 ft down the 6032 ft runway with a groundspeed of 181 knots. Despite using max reverse thrust, spoilers, and brakes, the crew was unable to stop the aircraft before the end of the runway. The plane broke through a blast fence at approximately 40 knots, skidded across Hollywood Way, and came to rest 38 ft from a gasoline station. The aircraft was evacuated via the escape slides. There is no fatality among the 142 people onboard.

The Transbrasil Boeing 737 was arriving at Porto Alegre's Salgado Filho Airport while a severe thunderstorm affected the area. The aircraft landed on runway 29, whose surface was wet.

The EgyptAir Boeing 767 was operating a passenger flight from Johannesburg, South Africa, to Harare, Zimbabwe. The arrival took place in a severe thunderstorm, with heavy precipitation and gusty winds. During the landing, the aircraft made a hard runway contact and the right engine struck the surface.

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