Boeing 707

On January 30, 1974, Pan Am Flight 806, Boeing 707-321B 'Clipper Radiant' operated as a scheduled flight from Auckland, New Zealand, to Los Angeles, California. En route stops included Pago Pago, American Samoa, and Honolulu, Hawaii. Flight 806 departed Auckland at 2014. It was cleared to Pago Pago on an IFR flight plan. At 2311, Flight 806 contacted Pago Pago Approach Control and reported its position 160 miles south of the Pago Pago airport. Approach control responded, "Clipper eight zero six, roger, and Pago weather, estimated ceiling one thousand six hundred broken, four thousand broken, the visibility - correction, one thousand overcast. The visibility one zero, light rain shower, temperature seven eight, wind three five zero degrees, one five, and altimeter's two nine eight five." At 2313, Pago Pago Approach Control cleared the flight to the Pago Pago VORTAC. Flight 806 reported leaving FL330 three minutes later and leaving FL200 at 2324. Pago Pago Approach Control cleared the flight at 2324: "Clipper eight zero six, you're cleared-for the ILS DME runway five approach - via the two zero mile arc south-southwest. Report the arc, and leaving five thousand." At 2333, the flight requested the direction and velocity of the Pago Pago winds and was told that they were 360 degrees variable from 020 degrees at 10 to 15 knots. At 2334, the flight reported out of 5,500 feet and that they had intercepted the 226 degree radial of the Pago Pago VOR. The approach controller responded, "Eight oh six, right. Understand inbound on the localizer. Report about three out. No other reported traffic. Winds zero one zero degrees at one five gusting two zero." At 2338, approach control said, "Clipper eight oh six, appears that we've had power failure at the airport. " The first officer replied, "Eight oh six, we're still getting your VOR, the ILS and the lights are showing." Approach control then asked, "See the runway lights?" The flight responded, "That's Charlie." The approach controller then said, " ...we have a bad rain shower here. I can't see them from my position here." "We're five DME now and they still look bright," the first officer responded. Approach Control replied, "´kay, no other reported traffic. The wind is zero three zero degrees at two zero, gusting two five. Advise clear of the runway." At 23:39:41, the flight replied, "Eight zero six, wilco." This was the last radio transmission from the flight. On the flight deck the windshield wipers were turned on and the flaps were set at the 50° position, which completed the checklists for landing. At 23:40:22, the first officer stated, "You're a little high." The radio altimeter warning tone then sounded twice and the first officer said "You're at minimums." He reported the field in sight and said that they were at 140 kts. At 23:40:42, the aircraft crashed into trees at an elevation of 113 feet, and about 3,865 feet short of the runway threshold. The first impact with the ground was about 236 feet farther along the crash path. The aircraft continued through the jungle vegetation, struck a 3-foot-high lava rock wall, and stopped about 3,090 feet from the runway threshold. Of the 101 occupants of the aircraft, 9 passengers and 1 crew member survived the crash and fire. One passenger died the next day; the crew member and three passengers died 3 days after the accident. One passenger died of his injuries 9 days after the accident. Thus only four passengers survived the crash.

Following an uneventful flight from New York-JFK, the crew started the descent to Los Angeles Airport runway 06R over the sea. Weather was clear but on short final, the crew encountered local patches of fog and visual control with the ground was lost. The airplane continued the approach and landed nose wheel first with a vertical g load of 4.6. This caused the nose wheel to collapse rearward and a fire started in the nose wheel well area. The fire in the nose wheel well was initiated by the burning nose gear tires. The fire was fed by hydraulic fluid that escaped from broken nose wheel steering hydraulic lines. Evacuation of the aircraft resulted in minor or serious injuries to eight passengers. Firefighting personnel were unable to extinguish the fire in the nose wheel well before it spread to the fuselage and destroyed the cockpit and the passenger cabin.

The approach to New Delhi-Palam Airport was initiated by night and marginal weather conditions with a limited visibility due to haze/fog. The copilot was the pilot-in-command and about 8 km on final, the airplane was too high on the glide with an approach speed in excess of 65 knots. Flaps were configured in a down position and the airplane started to lose height and speed. The captain failed to intervene and to realize that the airplane was too low when it struck approach lights and various equipments about 460 meters short of runway threshold. Out of control, the airplane crashed on the ground, lost its four engines and slid for few hundred meters before coming to rest in flames. Fire brigade and rescuers arrived on the scene 18 minutes later and the aircraft was largely consumed by fire. All 109 occupants were evacuated, among them 40 were injured.

While parked at Rome-Fiumicino-Leonardo da Vinci Airport and ready for departure, the aircraft was attacked by six members from a Palestinian terrorist group. Shots burst with police forces and several grenades detonated, causing the aircraft to catch fire. 15 occupants were seriously injured while 129 others were unhurt. Unfortunately, 33 passengers were killed during this terrorist attack.

Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33.Pan American World Airways Clipper Flight 160 was a scheduled cargo flight from New York-JFK to Frankfurt (FRA), Germany, with a scheduled stop at Prestwick (PIK), Scotland. At 08:25 the flight departed JFK. The aircraft was carrying 52912 lb (24000 kg) of cargo, 15,360 lb (6967 kg) of which were chemicals. After departure, Clipper 160 was vectored on course while climbing to FL330. At 08:44, Clipper 160's clearance was amended, and it was instructed to maintain FL310 as a final cruising altitude. Clipper 160 reported level at FL310 at 08:50. As the flight approached Sherbrooke VORTAC 100 miles east of Montreal, Canada, at about 09:04, it advised Pan American Operations (PANOP) in New York that smoke had accumulated in the "lower 41" electrical compartment, and that the flight was diverting to Boston. At 09:08, Clipper 160 advised Montreal Center that they were level at FL310 and wanted to return to JFK. Montreal Center cleared Clipper 160 for a right turn to a heading of 180 degrees. At 09:10, Clipper 160 advised PANOP that it was returning to New York and that the smoke seemed to be "getting a little thicker in here." At 09:11, the crew advised PANOP that they were now going to Boston and that "this smoke is getting too thick." They also requested that emergency equipment be available when they arrived at Boston. During this conversation, the comment was made that the "cockpit's full back there." During its return to Boston, the flight was given preferential air traffic control treatment, although it had not declared an emergency. After issuing appropriate descent clearances en route so that fuel could be burned off more rapidly at lower altitudes, at 09:26:30 Boston Center advised Boston Arrival Radar that the flight was at 2,000 feet. At 09:29, Clipper 160 asked Boston Center for the flight's distance from Boston, and added, "The DME's don't seem to be working." The Center answered, "You're passing abeam, Pease Air Force Base, right now, sir, and you're about 40 to 45 miles to the northwest of Boston." The first communication between Clipper 160 and the arrival radar controller was at 09:31:21. The flight was cleared "direct Boston, maintain 2,000." The controller asked if the flight was declaring an emergency; the reply was "negative on the emergency, and may we have runway 33 left?" The controller approved the request, and the flight proceeded to Boston as cleared. At approximately the same time, the captain instructed the crew to "shut down everything you don't need." At 09:34:20, the controller asked, "Clipper 160, what do you show for a compass heading right now?" Clipper 160 answered, "Compass heading at this time is 205." The controller then asked, "will you accept a vector for a visual approach to a 5-mile final for runway 33 left, or do you want to be extended out further?" The crew replied, "Negative, we want to get it on the ground as soon as possible." At 09:35:46, the controller stated, "Clipper 160, advise anytime you have the airport in sight." Clipper 160 did not reply. At 09:37:04, the arrival controller made the following transmission: "Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1. There is a Lufthansa 747 on a 3-mile final for runway 27, the spacing is good. Remain on this frequency, Clipper 160." There was no reply from the flight. With flaps and spoilers had been extended for speed reduction, the airplane approached runway 33L. The yaw damper was rendered inoperative by the uncoordinated execution of emergency procedures earlier. This made the 707 extremely difficult to control at low speeds. Control was lost and the airplane struck the ground nose down about 262 feet from the right edge of the approach end of runway 33. The aircraft was totally destroyed and all three crew members were killed.

The airplane was completing a internationaal service from Auckland to Los Angeles with an intermediate stop in Papeete, Tahiti. After a night takeoff from Papeete-Faaa Airport runway 04, while climbing to a height of 300 feet, the pilot-in-command initiated a turn to the left according to departure procedures. Then the aircraft entered a left banked, lost altitude and crashed into the sea about 3 km offshore. Few debris were found floating on water and one passenger was evacuated while all 78 other occupants were killed. The aircraft sank by a depth of about 700 meters and both CVR and FDR were not found.

The airplane departed Rio de Janeiro-Galeão Airport at 0303LT on flight RG820 to Paris-Orly Airport. The en route part of the flight was uneventful. At 13:57 the aircraft had descended to FL80 and contacted Orly approach, who told the crew to maintain FL80 and head to the OLS VOR which would take the aircraft to the downwind leg of runway 26. At 13:58:20 the flight crew contacted Orly approach and reported a "problem with fire on board". An emergency descent was requested. At 13:59 clearance was given to descend to 3000 feet for a runway 07 landing, making a straight-in approach possible. While the situation on board was getting worse (smoke entering the cockpit and passengers becoming asphyxiated), a clearance to descend to 2000 feet was given at 14:01:10. The flight crew put on oxygen masks as smoke was making it impossible to read the instruments. At 14:03 the pilot decided to make an emergency landing 5 km short of the runway with gear down and flaps at 80°. The Boeing approached with considerable nose-up attitude, in a slight left bank. The aircraft truncated some small trees and made a heavy landing on a field. Both main gears collapsed and the engines were torn off in the subsequent skid. The fuselage however, remained intact. Ten occupants (all crew members) evacuated the aircraft. By the time the firemen arrived (6-7 minutes later) the fire had burned through the roof and there was no sign of life. Of the four unconscious occupants the firemen could evacuate, only one survived.

On final approach to runway 14 at Rio de Janeiro-Galeão Airport, at an altitude of 200 feet, the airplane nosed down and crashed into the sea. Two crew members were rescued while two others were killed. The aircraft was destroyed.

The aircraft was completing a charter flight from Jeddah to Lagos on behalf of Nigeria Airways, carrying Nigerian pilgrims flying back home. En route, the crew was informed about bad weather in Lagos and was rerouted to Kano-Mallam Aminu Kano Airport. On final approach, the pilot-in-command encountered mist when during the last segment, control was lost. The airplane nosed down and struck the runway surface with its nose gear first. On impact, the nose gear collapsed then both main gears touched the ground and punctured the fuel tanks. Out of control, the airplane skidded on runway, lost its both left engines then made a 180 turn before coming to rest in flames. Three crew members and 23 passengers were rescued while 176 other occupants were killed. The aircraft was totally destroyed by a post crash fire. Up to date, this was the worst plane crash in History.

The airplane was engaged in a cargo flight from Toronto to Seoul with intermediate stops in Edmonton and Vancouver, carrying two passengers, three crew members and a load of 86 Holsteins cows. Following an uneventful flight, the crew was cleared for an ILS approach to runway 29. At this time, weather conditions were considered as poor with limited visibility due to the night, snow falls and turbulences as a cold front was approaching the area. The copilot was in command and due to various factors, he failed to realize that the sink rate was too high on short final when the captain decided to regain control. Then the airplane struck poplar trees located 3,137 meters short of runway and electric cables, stalled and crashed in flames in a gravel pit located less than three km from the airfield. The aircraft was destroyed and all five occupants and 86 cows were killed.