Boeing 707

Uganda Airlines flight 775, a Boeing 707-338C, took off from London-Gatwick Airport, United Kingdom, at 2110LT on a flight to Rome-Fiumicino Airport, Italy and Entebbe, Uganda. During the descent to Rome, clearance was received for a descent to 4,000 feet in preparation for an ILS approach to runway 16L. Visibility was deteriorating with RVR values of 400 meters (point Alfa), 1,000 meters (point Bravo) and 350 meters (point Charlie). A missed approach procedure was carried out at 0005. A second approach was attempted, this time to runway 25. This was also abandoned due to poor visibility. RVR values for runway 34L (1,600 m, 2,000 m and 150 meters respectively. At Alfa, Bravo and Charlie made the crew request radar vectoring to runway 34L. The aircraft was established on the localizer at 0028. The aircraft continued to descend below the 420 feet MDA, although the runway visual markings hadn't been located. Because the flight crew failed to use the altitude callouts, the GPWS sounded unexpectedly. The right wing collided with the roof of a car rental agency located 1,300 meters short of the runway, 100 meters to the right of the extended centreline. The aircraft continued and crashed 500 meters further, bursting into flames. 33 occupants were killed, among them all seven crew members, while 19 passengers were injured.

On approach to Lagos-Murtala Muhammed Airport, the four engine aircraft struck the ground and crashed 10 km short of runway 19R. All six crew members were killed.

On final approach to Luanda-4 de Fevereiro Airport, the crew failed to realize his altitude was too low when the aircraft struck a radio antenna located on the top of a building. Hydraulic and control lines were damaged by the collision. After touchdown, the aircraft was unable to stop within the remaining distance, overran, lost its nose gear and came to rest. All nine occupants escaped uninjured while the aircraft was damaged beyond repair.

A Boeing 707-300 passenger plane, registered HL7406, was destroyed in an accident in the Indian Ocean, some 100 km off the coast of Myanmar. All 104 passengers and eleven crew members were killed. Korean Air flight 858 departed Baghdad, Iraq on a scheduled service to Seoul, South Korea. En route stops were planned at Abu Dhabi, UAE and Bangkok, Thailand. At 00:01 UTC Flight 858 departed Abu Dhabi, climbing to a cruising altitude of FL370. Last radio contact was at 05:01 UTC when the crew reported that they estimated reaching the TAVOY waypoint over the Andaman Sea at 05:22. Flight 858 was declared missing when it failed to arrive at the destination. On December 13, 1987 a local schooner found pieces of wreckage floating northwest off Tavoy, Myanmar. Korean Authorities, suspecting sabotage after the aircraft became missing, started checking on passengers who disembarked at Abu Dhabi and traced the suspects Mr.Hachiya Shinichi and Miss Hachiya Mayumi to Bahrain where they were apprehended while going through exit formalities at the airport. It was reported that they were found to be holding false Japanese Passports. While being held for interrogation, both committed suicide by taking poison capsules hidden in the cigarettes and Mr.Hachiya Shinichi died. Miss Hachiya Mayumi who survived the attempt was extradited to South Korea. It was reported that the passengers were found to be named Mr. Kim Sung-il and Miss Kim Hyon-hui of North Korean origin. For her role in the bombing Kim Hyun Hui was sentenced to death in March 1989. However, South Korean president Roh Tae-woo pardoned her in 1998.

Buffalo Airways flight 721, a regularly scheduled cargo flight, was operating between Oklahoma City, OK, and Fort Wayne, IN (FWA), with en route stops at Wichita, KS (ICT), and Kansas City, MO (MCI). The flight to Wichita was routine. En route to Kansas City, the crew deviated from course to avoid thunderstorms, but the descent into the terminal area was routine. At 21:42 flight 721 contacted the TRACON arrival radar controller. The controller directed the flight to turn to 060 degrees and told the flightcrew that they were being vectored to the ILS localizer for the ILS approach to runway 1. About 21:47 while the airplane was descending through about 6,500 feet, the first officer, who had been flying the airplane, turned the controls over to the captain. Buffalo Airways' regulations required captains to make all the approaches and landings whenever the ceilings and visibilities were less than 400 feet and 1 mile, respectively. At 21:50, after several intermediate descent clearances, flight 721 was cleared to descend to 2,400 feet. At 21:51, the controller told flight 721 that it was "five miles from DOTTE (the LOM), turn left zero four zero, maintain two thousand four hundred until established, cleared ILS runway one approach." The crew had completed the before-landing checklist, the landing gear was down and locked, and the flaps had been extended to 25 degrees, as required, for landing. At 21:52:40, the local controller advised flight 721 that it was No. 2 to land and that the winds were zero four zero at eight knots, and that the RVR on runway 1 was more than 6,000 feet. At 21:52:47, the first officer stated, "Localizer alive." The first office reported the airplane's altitude during the descent in 100-foot increments above "minimums (DH)" until the airplane reached the decision height. At 21:53:07, the first officer called, "Marker inbound." The flightcrew then received ATIS information "Sierra" which stated that the weather at the airport was in part: ceiling--100 feet, overcast; visibility 1/2 mile, fog; wind 40° at 8 knots. At 21:53:24, the captain remarked, "Already started the approach." At 21:53:32, 4 seconds after reporting that the airplane was 200 feet above minimums, the first officer told the local controller that, "Seven twenty-one is the marker inbound." The local controller acknowledged receipt of the message. At 21:53:41, after receiving a low-altitude alert generated by the Automated Radar Tracking System III (ARTS III) computer's Minimum Safe Altitude Warning (MSAW) function, the local controller warned flight 721 to "check altitude immediately should be two thousand four hundred, altimeter two nine six one." Flight 721 did not respond. However, the captain said "Call the radar (radio) altimeter please." At 21:53:46, the first officer responded, "Okay, there's twelve hundred on the (radio) altimeter." At 21:53:50, the local controller again called the flight and warned, "I have a low altitude alert, climb and maintain two thousand four hundred." Again, the flightcrew did not acknowledge receipt of the warning. At 21:53:51, a crewmember called out "pull it up," and at 2153:52, the captain applied power followed almost simultaneously by sounds of initial impact. Flight 721 struck the tops of trees on a 950-foot-high ridge about 3 nmi short of the approach end of runway 1. The airplane cut a relatively level 750- to 800-foot-long swath through the tree tops about 20 to 30 feet above the ground. The swath ended as the ridge and tree tops sloped downward. The airplane then rolled and turned to the right as it descended into the main impact area 2,000 feet beyond the initial impact site. All four occupants were killed.

The approach to Manaus-Eduardo Gomes Airport was completed in poor weather conditions with limited visibility due to heavy rain falls. On final, the crew failed to realize that the airplane was not properly aligned with the runway centerline. The aircraft landed to the right of the centerline, causing the right main gear to collapse after it struck runway lights and an electric box. The aircraft slid for few hundred meters before coming to rest. All seven occupants escaped uninjured.

About 20 minutes after takeoff from Abidjan-Port-Bouet Airport, while cruising over the Atlantic Ocean, the fire alarm on engine n°1 sounded. As the fuel temperature was abnormally high, it was decided to shut down the engine. The captain declared an emergency and was cleared to return. On approach, he was cleared to land on runway 03 but preferred to land on runway 21 that was equipped with an ILS system. After completing a back circuit by night but in relative good visibility, the airplane passed over the Abidjan VOR then the pilot-in-command initiated a left turn when the stall warning sounded. While completing a left turn in a flaps and landing gear up configuration, the airplane banked left, stalled and crashed in the forest of Akakro located about 10 km northeast of Abidjan Airport, near the city of Bingerville. A passenger was seriously injured while 50 other occupants were killed.

Following an uneventful cargo flight from Basel via São Paolo, the crew started the approach to Buenos Aires in marginal weather conditions. On final, the aircraft was too high on the glide and landed too far down the runway. Unable to stop within the remaining distance, it overran, struck an embankment and came to rest 120 meters further. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

During the takeoff roll at Sebha Airport, about V1 speed, the captain decided to abandon the takeoff procedure and initiated an emergency braking manoeuvre. Unable to stop within the remaining distance, the aircraft overran and came to rest, bursting into flames. All occupants escaped uninjured while the aircraft was damaged beyond repair.

For unknown reasons, the aircraft landed hard at Isiro-Matari Airport and was damaged beyond repair. There were no casualties.