Boeing 737-200

The flight for 35 minutes after takeoff from Trivandrum Airport was normal and uneventful. After receiving clearance from Madras, the aircraft commenced descent from a cruising altitude of 27,000 feet. Soon thereafter, a loud explosion was heard from the forward lavatory area. The cockpit and front portion of cabin were filled with smoke and cabin lights went off. There was completed instrument and electrical failure. The aircraft with undercarriage down made a flapless approach and touched down at a distance of 2,500 feet beyond threshold of runway 25 at Madras Airport. The aircraft overshot the runway, ploughing through kutcha grassy field and nullah. After the accident came to a halt, the passengers evacuated through forward and rear doors. The aircraft was destroyed due to inflight explosion and subsequent post crash overrun. The fire started on starboard side after the aircraft came to a halt and damaged the starboard wing. 14 occupants were injured.

After liftoff from runway 09 at Hyderabad-Begumpet Airport, during initial climb, the captain noticed severe vibrations as the leading edges were not properly deployed. After the undercarriage were raised, the captain decided to land back. The airplane belly landed, slid for about 940 meters, overran, struck a perimeter fence and came to rest in flames in a grassy area. The aircraft was totally destroyed by a post crash fire. 31 passengers were injured while 100 other occupants escaped unhurt. A passenger as well as three people cutting grass near the boundary fence were killed.

The aircraft was engaged in a local training flight at Charleroi-Gosselies Airport and was carrying a crew of three (one instructor and two student pilots) who just landed from Brussels. Both students were going to practice ILS approaches to runway 25 at Charleroi-Gosselies Airport (CRL) followed by a touch-and-go. The initial six approaches were uneventful. The students then changed seats. The second student's first approach and touch-and-go were uneventful. During the second touch-and-go a flock of birds (ring doves) were observed crossing the runway. Several birds were ingested as the airplane was rotating. The instructor took over control and attempted to continue takeoff. The airplane failed to respond to his control inputs and seemed to decelerate. He then decided to abort the takeoff. There was insufficient runway length available so the Boeing overran, struck localiser antennas and skidded. It lost its undercarriage and came to rest in flames on a road located about 320 meters past the runway end. All three occupants evacuated safely while the aircraft was destroyed by fire.

The airplane departed Rio de Janeiro-Galeão Airport at 2015LT on flight VP005 to São Paulo. Following an uneventful flight, the crew was unable to lower the undercarriage and decided to complete a belly landing. Upon touchdown, the airplane slid for few hundred meters before coming to rest in flames onto the runway. All 44 occupants were evacuated safely while the aircraft was damaged beyond repair.

Pacific Western Airlines flight 314 was a scheduled Boeing 737 service from Fort McMurray, Aberta, to Castlegar with stops at Edmonton, Calgary and Cranbrook, B. C. The flight departed Calgary at 1932Z 11 February 1978, for Cranbrook with a Company estimated time enroute of 23 minutes. This estimate was passed to the Company Agent in Cranbrook. Flight 314 was cleared by Calgary Air Traffic Control to Cranbrook via high level airway 505, and reached the assigned altitude of 20,000 feet at 1938Z. Air Traffic Control in Calgary transmitted an ETA (estimated time of arrival) of 2005Z to Cranbrook Aeradio, via the land line. Cranbrook is an "uncontrolled" airport without a control tower, but within controlled airspace, with an "Aeradio" station providing communications, weather, and advisory service. At Cranbrook it was snowing with the visibility reported as 314 of a mile, and a radio equipped snow removal vehicle was sweeping the runway. The Aeradio operator at Cranbrook alerted the vehicle operator about the incoming aircraft at 1935Z and gave him the ETA of 2005Z; they both expected the flight would report by the "Skookum Beacon" on a straight-in approach to runway 16, thus giving the vehicle operator about seven minutes to get off the runway. At 1942Z Flight 314 called Calgary and requested and received descent clearance; it was also given clearance for the approach to Cranbrook. At 1944Z, the flight called out of 18000 feet in the descent, and Calgary ATC advised the flight to contact Aeradio. At 1945Z, Flight 314 made initial contact with Cranbrook Aeradio and at 1946Z Cranbrook passed the latest weather, altimeter and runway information. At 1947Z Cranbrook Aeradio advised the flight that snow removal was in progress and gave the latest visibility; Flight 314 acknowledged. No further transmissions were received from the flight by Aeradio or ATC. Evidence indicates the aircraft passed the Skookum beacon inbound on a straight-in instrument approach, and flew the ILS for runway 16 to touchdown.' According to witnesses and estimates partially derived from flight data recorder information, the aircraft touched down at 1955Z approximately 800 feet from the threshold and reverse thrust was selected. Reverse thrust was cancelled immediately after touchdown and a go-around was initiated. The aircraft became airborne prior to the 2000 foot mark, and flew down the runway at a height of 50 to 70 feet, flying over a snow removal vehicle which was still on the runway, 2050 feet from the threshold and 20 feet from the right edge. About this time the left engine thrust reverser doors deployed. A few seconds later, the flap was selected up from 40° to 15°. The landing gear remained down and locked. Six seconds before impact and just over 4,000 feet from the runway threshold, the flight recorder data indicates that a large amount of left rudder was momentarily applied. The aircraft climbed to 300 to 400 feet above the airfield, banked steeply to the left, lost height and side-slipped into the ground to the left of the runway. Fire broke out on impact. Four crew members and 38 passengers were killed while seven other occupants were killed.

The airplane departed Penang Airport at 1921LT on scheduled service MH653 to Kuala Lumpur. During the descent, while at an altitude of 4,000 feet, a hijacker entered the cockpit and forced the crew to divert to Singapore. The aircraft then climbed to FL210 and proceeded to Singapore when the hijacker shot both pilots and then himself. Few minutes later, the airplane entered a dive and crashed in a wooded area located in the region of Jalan Tanjung Kupang. The aircraft was totally destroyed and all 100 occupants were killed. The cockpit voice recordings indicate noises suggestive of the cockpit door being broken in, along with a reasonable amount of screaming and cursing. No noises are heard from within the cockpit to indicate any of the three occupants were conscious. The autopilot was then disconnected, possibly due to a pitch input by someone entering the cockpit and trying to control the aircraft. An investigator speculated that someone pulled back on the column, causing a pitch up, followed by an oscillation. This rapidly developed into a high amplitude phugoid oscillation that resulted in a rapid dive.

Western Air Lines flight 470 to Casper and Minneapolis departed Denver at 07:03 in the morning. The airplane, on an IFR flight plan, climbed to its cruising altitude of FL220. At 07:36, following a descent to 12,000 feet, the flight crew contacted Casper approach control and advised that the flight was about 12 miles south of the Evansville Intersection. At that time, the controller cleared the flight to use the localizer back course approach for runway 25, to circle to runway 3, or to land straight in. The weather reported to the crew indicated poor visibility with light snow falling and wind 040° at 9 knots. One minute later, the approach controller advised that "runway 7/25 has been plowed. There's about a 1/4-inch of powder snow on it. Braking action reported, Convair 580, as poor. Runway 3/21 is being plowed at this time." At 07:51, Flight 470 reported at the Henning Intersection and was cleared to contact the Casper Tower. The tower controller cleared the flight to land on runway 25 and gave the wind as 030° at 8 knots. The flight was also advised by the controller that a disabled snow blower was "just west of the intersection runway 21, left side runway 25, on the edge ...." At 07:41:42, the first officer called out "thousand to go to the field." At 07:42:09, the first officer called "approaching minimums," and 12 seconds later, he called "just about at minimums." The aircraft then flew level for a few moments a t the minimum descent altitude (MDA). At 07:42:25, the first officer called the runway in sight directly below the aircraft. At that time airspeed was 150 knots and the flaps were at 25°. The first office then set the flaps at 30° as the captain initiated the final descent. The aircraft crossed the threshold at reference speed +15 knots. The aircraft touched down 2,375 feet from the departure end of the runway, about 6,306 feet from the approach end of the runway. The aircraft went off the departure end of the runway to the right of the centerline. After striking several metal stanchions in the first row of terminal bar lights, which were located 200 feet off the end of the runway, the aircraft struck a shallow irrigation ditch 280 feet off the runway end. The aircraft veered farther to the right and stopped about 800 feet beyond the departure end of the runway.

On final approach to New Delhi-Palam Airport by night, the crew encountered poor weather conditions. In below-minimum visibility, despite he was unable to locate the runway, the captain decided to continue the approach and passed below the glide. With the flaps down to 40°, the airplane struck power cables and crashed in flames near the district of Vasant Vihar, about 3 km east of the airport. Five crew members and 43 passengers were killed while 17 other occupants were injured.

Flight UA553 departed Washington-National Airport at 1250LT for Omaha with an intermediate stop at Chicago-Midway Airport. Chicago ARTCC cleared the crew to descend to 4000 feet and the flight was given vectors for a Midway Airport runway 31L localizer course. At 14:19 the flight was transferred to Chicago Approach Control which later requested UA553 to slow down to 180 knots and later down to 160 knots. After issuing a descent clearance down to 2000 feet at 14:23 the controller requested the flight to slow down to approach speed because of separation between UA553 and a preceding Aero Commander. At 14:24 the Aero Commander passed the Outer Marker and was cleared to land on runway 31L. Two minutes later UA553 passed the Outer Marker inbound. Then, at 14:27:04 the air traffic controller decided to issue a missed approach clearance: "United 553 execute a missed approach make a left turn to a heading of 180 climb to 2000". At the same time, having just reached 1000 feet, the stick shaker suddenly activated. Full power was applied and the gear was retracted in an attempt to execute a missed approach. The Boeing continued to descend however, attaining a high nose up attitude (of at least 30deg, according to some survivors). The aircraft then clipped a tree and impacted trees, houses, utility pole cables and garages before coming to rest. Post crash fire destroyed part of the fuselage.

At 18:50 Boeing 737 "City of Bristol" taxied to runway 09 for departure. At 19:05 the first officer, who was pilot flying, initiated the takeoff roll. Shortly after rotation, at a speed above V2, a loud bang was heard and the aircraft veered to the right. The captain moved both throttles forward but there seemed to be no response. The captain then made the instantaneous decision to set the aircraft back on the runway. The aircraft touched down 1075 feet short of the runway end. The 737 continued of the end of the runway and across the blast pad. It crossed a field, passed through a 6-foot high aluminum chain link fence into an area covered with high grass, weeds and brush. The aircraft came to rest 1634 feet past the end of the runway.