Dornier DO228

Following an uneventful flight from Lyudao (Green Island), the crew forgot to lower the landing gear while approaching Taitung Airport. The aircraft landed on its belly and slid for few dozen metres before coming to rest. All 19 occupants escaped uninjured while the aircraft was damaged beyond repair. The same aircraft suffered another accident in similar circumstances at the same airport on 21 April 1993.

While descending to Bharatpur Airport, the crew encountered poor weather conditions. Too low, the aircraft struck the slope of a rocky peak located about 6,5 km short of runway 15 threshold. The aircraft was destroyed and all 19 occupants were killed.

On final approach to Lyudao Airport, the crew failed to realize his altitude was too low when the aircraft struck the ground few metres short of runway threshold. Upon impact, the right main gear was torn off and the aircraft crash landed and came to rest on the main runway. All 22 occupants escaped uninjured while the aircraft was damaged beyond repair.

The approach to Lanyu Islands Airport was completed in poor weather conditions with heavy rain falls when the aircraft struck the water surface and crashed in the sea few km offshore. All six occupants were killed.

While cruising in good weather conditions, the aircraft went out of control and crashed in the Bay of Bengal, off Paradip. Two passengers were rescued while all four other occupants were killed.

The Dornier 228 originated from Lagos (LOS) at 07:00 UTC. Destination was Eket. Enroute, the captain briefed his copilot that the wind was northerly at 2 knots. He decided to use runway 19. He also briefed that they would descend to the Minimum Descent Altitude (MDA) of 500 ft. and if they did not have the field in sight by then, they would carry out a missed approach, maintain runway heading and climb to 1,500 ft. From Lagos, they were cruising at 11,000 ft. and started the descent at about 77 nm from Port Harcourt, which was close to Eket. On clearance to 5000 ft by Port Harcourt Approach Control, the crew called Eket Control who descended them to 3,500 ft. At about 10 nm from Eket the NDB frequency was picked up and the crew informed Eket that they were leaving 3500ft for 1500. When the aircraft came overhead the NDB they shot the approach. On the outbound leg of 195 they turned 45° for a right procedure turn and still maintaining 1500ft. Flap 1 was selected with the speed lever set in the high RPM position. With the runway inbound on track 105 magnetic, the landing gear was selected in the down position and the aircraft was descended to 500ft. After 90 seconds into the final approach on runway 01, the co-pilot called out "runway-in-sight" but the captain thought the aircraft was high, so he announced he was overshooting, whereas, while giving evidence the co-pilot said she advised the overshoot when the ADF needle swung. Another approach was attempted. They came back to the same runway 01 to maintain the MDA and the runway was sighted from about 2 miles out at 400 feet height. The co-pilot thought the aeroplane was high and called for a missed approach. Then another landing attempt was made for runway 19. At about between 600 - 700 feet height above the approach path, the captain instructed his co-pilot "when you see the field, give me flaps 2, I am going to land". As soon as the co-pilot sighted the runway at about 2nm out, she selected flap 2. The captain descended for the field and while they came over the threshold, the speed was between 95 and 98 knots. Height above threshold was 300ft; the co-pilot felt that the aeroplane was high, but she thought that at flap 2 the aircraft was committed to land. This time the First Officer did not warn the captain though she felt that the aircraft was high. The captain said that he descended fast from 300ft with the target aim of touching down at about the 6th centre line marking from the threshold. After the touchdown, the captain applied reverse pitch but no effect of the deceleration was felt. He then moved the throttle levers to the maximum reverse position, yet there was no deceleration effect. The next action was to go on the brakes while the aircraft still had the rolling speed of about 80 knots. The captain felt that only the right brakes were effective because-the aeroplane skidded to the right; when there was no directional control, the captain said that he then used the opposite rudder for control. The commander was still fighting with the directional control when the aeroplane overran the end of the paved way at about 40 knots with the brakes still applied. The airplane sustained damage to the wheels and propellers. The fuselage was buckled just forward of the left wing leading-edge and at the fuselage/wing rear attachment point. Also the right hand side of the fuselage had bucklings at the forward section.

The aircraft took-off from Bangalore at 0645 hrs IST. The flight from Bangalore to Madras was uneventful. The aircraft was cleared to land by Madras Control Tower at 0728 hrs IST. The aircraft touched down on the belly at a distance of 2,140 feet from the beginning of runway 07. The aircraft slided on its belly for approximately 1,500 feet before finally coming to rest on the runway slightly to the right side of the centre line. The port wing tip and the port engine propeller blades had touched the runway just before it came to stop. The rear passenger door was opened normally by the airhostess and the passengers were evacuated from the rear door. There was slight smoke near the bottom centre of the fuselage but there was no fire. There was no injury to any person on board. The aircraft was written off.

On final approach to Nuku Hiva Airport runway 06, at an altitude of about 2,000 feet, the left engine failed. The crew decided to perform an approach to runway 24 when on final, the captain ditched the aircraft few dozen meters offshore. The impact was relatively violent and 10 occupants were killed, among them the captain. All 12 other occupants were injured, some seriously.

Following an uneventful cargo flight from Taipei, the crew failed to realize his altitude was too low on approach to Lanyu Airport. On short final, the aircraft struck the ground 15 meters short of runway 13 threshold. Upon impact, the undercarriage were torn off and the aircraft slid for 150 meters before coming to rest. Both pilots escaped with minor injuries while the aircraft was damaged beyond repair.

The aircraft took off from Pune at 1928 hrs. The flight was uneventful up to 1943 hrs. Soon thereafter, the aircraft started losing height rapidly with increasing speed. The pilot attempted recover the aircraft from the dive but the aircraft continued to lose height till it impacted the backwaters Ujjaini Dam near Indapur village, 129 ms east-southeast of Pune. The aircraft disintegrated into multiple pieces, killing all persons on board the aircraft. The accident occurred during night conditions.