Boeing 737-200

Thai Airways Flight 365 was approaching Phuket VOR/DME on radial 119 after a flight from Hat Yai. At the same time Dragon Air Flight 203 (a Boeing 737 registered VR-HYL, carrying 62 occupants) also approached Phuket VOR/DME on radial 090. At 08:34 UTC Dragonair 203 reported at 2500 feet with Thai 365 in sight in front of them. The Thai Boeing was flying at 3000 feet at the time, and was 13 miles from Phuket VOR/DME. Dragonair 203, first priority in approach sequence, then turned right at 12 DME and was going to turn inbound for finals for runway 27. The Thai crew surmised that the other crew were making a false position report to gain landing priority and reported hurriedly that they were at 8 DME inbound and requested visual approach, though they hadn't reached 8 DME yet. This forced Phuket Approach to give Thai 365 landing priority at 08:35. The Dragonair crew (flying IFR) immediately warned that the Thai plane couldn't descend through their flight level. Concentrating on the conflicting traffic the speed decayed to 163 knots until the stick shaker activated. The Thai crew then applied power and raised the landing gear, but the aircraft entered a stall crashed into the sea, disintegrating on impact. All 83 occupants were killed.

The first 880 meters of runway 27 at Calama Airport were closed due to repavement. Thus, a notam was published with a displaced threshold. The pilot was facing the sun when approaching Calama Airport and landed 520 meters short of the displaced threshold. The aircraft struck various materials when the nose gear collapsed. The aircraft slid on its nose for few hundred meters before coming to rest on the runway, broken in two. A passenger died while all other occupants were rescued. The aircraft caught fire after 30 minutes and was destroyed.

About 50 minutes into the flight, while cruising at an altitude of 26,000 in the Saudi Arabian airspace, four hijackers went into the cockpit and forced the crew to divert to Tehran. In a certain confusion, a first grenade exploded in the cabin and the crew elected to divert to Arar for an emergency landing when a second grenade exploded in the cockpit. On final approach, out of control, the airplane crashed 800 meters short of runway, bursting into flames. 43 occupants were injured while 63 others were killed. The aircraft was destroyed.

During arrival, Piedmont flight 467 was vectored for an ILS runway 36R approach. At 2001 cdt (approximately 7 minutes before landing), all arriving flights were advised the weather was (in part): 400 feet overcast, visibility 2 miles with light rain and fog, wind from 090° at 8 knots. Runway 05/32 was out of-svc at that time. Flight 467 was vectored for right turns (from north and west) onto final approach. At 2002:42, the ATC final controller told another flight (same frequency) that there was a 20 to 25 knots right crosswind on final approach. When flight 467 was cleared for landing at 2005:36, the surface wind was reported from 100° at 4 knots. The aircraft was not configured for landing until just before touchdown and the copilot did not alert the captain of the deviation. The aircraft landed approximately 3,200 feet from the threshold and the captain was unable to stop on the wet runway. After departing the runway, the aircraft hit an ILS antenna and a culvert, then went thru a fence and stopped beside railroad tracks. Reportedly, the captain added 20 knots to approach speed for possible wind shear and delayed spoiler option after touchdown. There was evidence of hydroplaning and poor frictional quality on last 1,500 feet of runway. Three passengers received back injuries; both pilots and one flight attendant had minor injuries.

The aircraft was taxiing and preparing for takeoff at Shiraz Airport when it was hit by an air-to-surface missile shot by the pilot of an Iraqi fighter who was attacking the airport. The B737 caught fire and was partially destroyed by fire. Three passengers were killed, 30 other occupants were injured and 47 unhurt.

On final approach to Magong Airport by night, the crew apparently encountered problems with the nose gear. The captain decided to initiate a go-around procedure. Few minutes later, while climbing, the airplane entered an uncontrolled descent and crashed in the sea. On March 10, the wreckage was found in a depth of 58 meters about 19 km north of the airport. All 13 occupants were killed.

The crew left the apron and taxied to the runway threshold for takeoff on a regular schedule service VP210 to Belo Horizonte. Due to foggy conditions, the visibility was nil and the crew mistakenly lined up on the 'threshold' of the taxiway instead of the runway. Unaware of the wrong position of the aircraft, the crew was cleared for takeoff by ATC and started the takeoff procedure. After few seconds, the captain realize the situation and initiated an emergency braking maneuver. Unable to stop within the remaining distance, the aircraft overran, struck an embankment and came to rest, broken in two. A passenger was killed, 20 other occupants were injured and the aircraft was destroyed.

On November 23, at 19:35 the EgyptAir Boeing 737 was hijacked by 3 men. The Egyptian security guard who was onboard shot and killed one of the hijackers before being shot and wounded himself, along with two flight attendants. Although the hijackers demanded to be flown to Tunisia or Libya, they agreed to land at Malta for refueling were it landed at 21:15. At Malta, the two wounded cabin crew members were released, along with 11 women. Because Maltese authorities refused to refuel the plane unless all passengers were released, the hijackers threatened to kill a passenger every 10 minutes. A total of 5 additional people were shot and thrown off the aircraft, two of them were killed. After 22 hours of negotiation the plane was stormed by Egyptian forces. In the fight which followed hand grenades were thrown into the passenger cabin, causing a fire.