Boeing 707

During the takeoff roll on runway 01R at San Francisco Airport, after the V1 speed was reach, the crew noticed vibrations while the aircraft started to slow down. The captain decided to abort the takeoff but unable to stop within the remaining runway, the airplane overran, lost its nose gear and engine n°2 before coming to rest in the San Francisco Bay, broken in two. All three crew members were evacuated safely while the aircraft was damaged beyond repair.

The descent to Ürümqi-Diwopu Airport was initiated in poor weather conditions due to snow falls. On final, the crew was too high on the glide, causing the plane to land too far down the runway. After touchdown, the airplane was unable to stop within the remaining distance, overran and came to rest few dozen yards farther. All five crew members were slightly injured and the aircraft was destroyed.

Flight 6005 was a scheduled international cargo flight from San Francisco to Saigon with intermediate stops at Honolulu, Guam and Manila. The flight from San Francisco to Honolulu and Guam was uneventful. At 2125 hours GMT on 24 July 1971, the flight took off from Guam for Manila. Initial contact with the flight was established by Manila Control at 2400 hours and the controller provided the flight with the latest weather information for Manila. At 0013 hours the flight reported having passed Jamalig one minute before, being at 67 DME and out of FL 200. It was then handed over by Manila Control to Manila approach control. The approach controller cleared the flight to BA and provided the crew with the following weather information: wind 280°/20 kts, visibility 7 kms, light rain, cloud 3/8 at 4 000 ft and 8/8 at 9 000 ft. At 0018 hours the flight was cleared for a VOR/DME approach to Runway 24 from the Bangbang Intersection and one minute later the flight reported commencing the approach. At 0021 hours the flight reported 22 DME out of 5 000 ft for 4 000 ft and 20 seconds later reaching 4 200 ft. This was acknowledged by the controller who, thereafter was unable to establish contact with the flight. It was subsequently found that at approximately 0023 hours the aircraft collided with Mt Kamunay some 20 miles ENE of the Manila VOR, at an altitude of 2 525 ft. Witnesses residing near the scene of the accident testified that they had heard the sound of an aircraft which ceased in an explosion, followed by two other explosions, one immediately thereafter and the second one a little later. The aircraft was totally destroyed and all four crew members were killed.

The five crew members were engaged in a local training mission at Bombay-Santa Cruz Airport. During the takeoff roll on three engine, the pilot-in-command lost control of the airplane that deviated to the right and departed the asphalt. The right wing struck a mound of 9 feet high located 188 feet to the right of the runway, causing both right engines n°3 and 4 to be torn off. The aircraft caught fire and came to rest in flames. All five crew members were slightly injured and the aircraft was destroyed.

During the takeoff roll from runway 30 at Tel Aviv-Lod Airport by night, just before V1 speed, the crew saw an Israel Air Force Boeing KC-97G Stratotanker that was towed across the active runway. The pilot-in-command initiated an immediate takeoff when the left wing struck the Stratotanker. On impact, both airplanes caught fire and exploded. While all three crew members on board the 707 survived, both technicians on board the KC-97 were killed.

Three minutes after takeoff from Maiquetía-Simon Bolivar Airport, while climbing to a height of 3,000 feet at night, the aircraft went out of control, nosed down and plunged into the sea about 5 km offshore. The wreckage sank by a depth of 50 metres and all 62 occupants were killed.

The flight departed New York-JFK to carry out training and proficiency check manoeuvres at the National Aviation Facilities Experimental Center (NAFEC) at the Atlantic City Airport. The first captain to receive the proficiency check occupied the left seat. The instructor-pilot occupied the right seat, and a flight engineer occupied the flight engineer's position. The other two captains occupied the flight deck as observers while awaiting their turn at the controls. Flight 5787 landed on runway 13 then requested, and the tower approved, clearance to taxi to the end of the runway, execute a 180 degrees turn, and take off on runway 31. Prior to takeoff, the instructor pilot briefed the captain to expect a simulated engine failure after V1, to execute a three-engine climbout, and to request vectors for a precision ILS approach to runway 13, using the aircraft's flight director system. Take off was initiated at 12:20 and instructor pilot retarded the No. 4 engine to training idle thrust after V1 had been reached. The takeoff was continued and emergency procedures were executed in accordance with the TWA engine failure emergency checklist. The aircraft was leveled off at 1,500 feet and vectored to intercept the ILS course in the vicinity of the outer marker. The No. 4 engine remained in idle thrust and the instructor pilot directed the captain to execute a simulated three-engine ILS approach, and to expect a missed approach at the decision height. The landing gear was extended and after the aircraft passed the outer marker, flaps were placed full down (50deg). The tower cleared TWA 5787 to land. At the decision height, a missed approach was announced. The captain advanced power on engines 1, 2, and 3, and called for "25 Flaps," "Takeoff Power," "Up Gear." However, neither the flaps nor the landing gear moved from their previous positions. The aircraft was accelerated to 130 knots and a missed-approach climb was instituted. Approximately 16 t o 18 seconds after the start of the missed-approach procedure, one of the observer pilots commented, "Oh! Oh! Your hydraulic system's zeroed." At 300 feet agl and an airspeed of 127 knots all hydraulic pumps were shutdown, but power on the no. 4 engine was not restored. Directional control was lost and the aircraft struck the ground in a right-wing low nose down attitude. The Boeing 707 broke up and caught fire.

The aircraft christened 'Clipper Racer' departed San Francisco on a cargo flight to Cam Ranh Bay, Vietnam with en route stops at Elmendorf AFB, Tokyo and Đà Nẵng. Because of below minima weather at Anchorage International Airport, the aircraft landed at Elmendorf AFB. Several delays were experienced before the flight taxied out at 06:02. Flight 799 was given a void time of 06:15 by Oceanic Control to avoid traffic conflict. If the crew failed to make that time, it would result in a 45 min delay. When the checklist item "wing flaps" was called, the 'follow me' truck arrived to guide them to runway 23. From then on the crew were busy steering the plane on the slippery taxiways and talking to Oceanic Control resp. The aircraft was cleared for takeoff at 06:14. The stick shaker sounded shortly after VR (154 kts). The aircraft rotated climbed slowly. The right wing contacted the snow covered ground 94 feet left of the extended centerline at a distance of 2760 feet from the runway. The aircraft rolled inverted and broke up.

Following an uneventful flight from New York-JFK, the crew started a night approach to Maiquetía-Simon Bolivar Airport in Caracas. On final, the airplane struck the water surface and crashed into the sea 18,4 km north offshore. Few debris were found floating on water and all 51 occupants were killed.

Flight SN712 was a non-scheduled international cargo flight from Brussels direct to Lagos on behalf of the Federal Government of Nigeria with 34 994 kg of cargo on board. No passengers were being carried. A flight plan was filed for a flight of 6 hours 9 minutes and the total endurance of the aircraft was stated as 8 hours 20 minutes. The designated alternate was Kano. The aircraft took off from Brussels at 2152 hours GMT on 12 July 1968 and routine radio reports were received during the en route phase of the flight. At 0325 hours R/T contact was made with Lagos approach control. The R/T transmissions with the aircraft have been identified as being almost certainly the voice of the co-pilot indicating that he was doing the R/T rhile the pilot-in-command was flying the aircraft. The aircraft gave an ETA at Lagos of 0355 hours and reported that it was at flight Level (FL) 330. A request was then made for the latest Lagos weather and the reply included the following information: wind: 210°/3 kt; visibility: 16 km; cloud: 5/8 stratocumulus 270 m, 7/8 altostratus 2 400 m, temporary thunderstorms, 118 cumulonimbus 2 000 ft; QNH: 1012 mb; temperature 24°. At 0327 hours the aircraft reported an ETA overhead Ibadan NDB of 0344 hours in response to a request for this information from Lagos. One minute later it reported that the Ibadan NDB did not appear to be operating. At 0336 the aircraft requested descent clearance. It was cleared to Lagos at FL60 and commenced the descent from FL330 at that time. Three minutes later the aircraft reported passing Ibadan and descending through FL275 but since it had reported earlier that the Ibadan NDB seemed not to be radiating it is not known how the position was determined. In reply Lagos approach stated that there was no delay in the approach and that the runway in use was 19. At 0341 hours, when the aircraft was about 50 miles north of. Lagos, it was recleared to 2 200 ft on a QNH of 1012 mb - and told to report field in sight. The flight recorder readout shows that shortly after this interchange the descent was interrupted while the speed decreased to a figure corresponding to the recommended maximum for landing gear extension and this speed was not exceeded for the remainder of the flight. Close study of the flight recording shows subsequent irregularity indicating that the automatic pilot was most probably disengaged at this stage of the flight. Subsequent to the speed reduction the rate of descent was re-established to approximately 2 000 ft/min and at 0350 hours the aircraft passed one mile to the east of Lagos airport whilst on a southerly heading at an altitude of 15 000 ft. The aircraft was heard flying over the airport at this time. The flight recorder indicates that a procedure turn was made to the south of the airport in the vicinity of the city of Lagos and at its conclusion there was a second interruption in the descent following which the airspeed remained below the maximum for 25° of flap. At 0354 hours the aircraft passed over the airport northbound at an altitude of 9 000 ft maintaining the average rate of descent of 2 000 ft/min for a further 2 1/2 minutes. At 0356 hours a procedure turn was commenced at an altitude of about 5 000 ft during which the rate of descent was reduced to 1 500 ft/min. The track of the aircraft between its passage over the airport northbound and the commencement of the final procedure turn is almost coincident with the outbound track of the published VOR approach procedure. At 0357 hours Lagos approach control was informed by the aircraft that it was in the procedure turn and requested to give the wind conditions. In reply control stated that the wind was calm and this was acknowledged. Shortly afterwards approach control instructed the aircraft to report runway in sight and this was also acknowledged. On completion of the procedure turn at an altitude of 1 400 ft (a height above the airport of 1268 ft) the airspeed was reduced from 190 kt to a little less than 160 kt and the rate of descent was reduced to 900 ft/min. The heading was stabilized on 197° M and at 0359 hours the aircraft asked for the runway lights to be put on maximum brightness. Approach control replied that the runway lights were on low intensity non-variable. A transmitter switch was then heard but there was no subsequent message from the aircraft before it crashed about 8 1/2 miles north of the airport approximately on the extended centre line of the runway. All the occupants were killed and the aircraft caught fire immediately and was burnt out. All seven occupants were killed.