Bangkok-Don Mueang

Thai Airways International flight 261, an Airbus A310, left Bangkok-Don Mueang International Airport, Thailand at 17:54 hours local time for a domestic flight to Surat Thani. At 18:26 hours, the copilot first established contact with the Surat Thani approach controller while the aircraft was 70 nautical miles away from Surat Thani Airport. The controller radioed that the crew could expect a VOR/DME instrument approach to runway 22. At that time surface wind was calm with a visibility of 1500 meters, light rain and a cloud base of 1800 feet. At 18:39 hours the copilot contacted Surat Thani aerodrome controller and reported over the Intermediate Fix (IF). The controller informed him that the precision approach path indicators (PAPI) on the right side of runway 22 were unserviceable while the left lights were in use. At 18:41 hours, the copilot reported passing final approach fix (FAF). The controller informed the pilot that the aircraft was not in sight but it was cleared to land on runway 22. The surface wind was blowing from 310 degrees at a velocity of 5 knots so the pilots should be careful or the slippery runway. At 18:42 hours, the copilot reported that the runway was in sight and later on the controller also had the aircraft in sight. The pilot decided to go-around. The controller asked the pilot about the distance where the runway could be seen. The copilot reported that it could be seen at 3 nautical miles and requested for the second approach. The controller requested to report over FAF . When the copilot reported that the flight was over the FAF again, the controller cleared the flight to land although he again could not see the runway. When the flight crew failed to observe the runway lights, the captain decided to go around again. Again the controller instructed the flight to report over the FAF and reported that visibility had decreased to 1,000 meters in light rain. At 19:05, after reporting over the FAF, the flight was cleared to land on runway 22. The flight maintained the Minimum Descent Altitude (MDA) but the crew were unable to see the runway. The autopilot was disconnected and a little later the captain decided to go around. The pitch attitude increased continuously. The pitch attitude reached approximately 40°, when the pilot applied the elevator decreasing the pitch attitude to 32-33°. When he discontinued applying elevator the pitch increased to 47-48°. Consequently the speed decreased to 100 knots. The captain was not aware of the attitude due to stress and the expectation that the go around was flown exactly like the first two go-arounds. The airplane lost altitude until it impacted terrain to the left of the runway. 45 people survived and 101 others were killed, including 11 crew members.

The crew was engaged in a local post maintenance test flight at Bangkok-Don Mueang Airport. After takeoff, while in initial climb, the crew encountered technical problems with the left main gear. After being cleared by ATC, the crew decided to return for an emergency landing and made a turn then completed a belly landing. The aircraft came to rest on the main runway and was damaged beyond repair. Both pilots escaped uninjured.

During the days prior to the accident, various problems with the pitch-trim system and the horizontal stabilizers were noticed and reported. Repairs were conducted by technicians from the Royal Thai Air Force but apparently, not according to the Boeing published procedures, so a Boeing engineer was dispatched in Thailand to proceed to controls and tests. On approach to Muang Khon Kaen Airport, the aircraft started to pitch up and down then stalled. The crew increased engine power and regained control for few seconds when the aircraft stalled a second time few seconds later. The crew elected to regain control and to reduce the rate of descent when the aircraft entered an uncontrolled descent and crashed in a rice paddy field located few km from the airport. The aircraft was destroyed and all six occupants were killed. The aircraft has the dual registration 33-333 (military) and HS-TGQ (civil).

Thai Airways Flight 311 was conducting the Sierra (VOR/DME) approach to runway 02 at Tribhuvan International Airport, in instrument weather conditions. A flap fault occurred while the flight was on the approach; this caused the crew to ask for clearance back to Calcutta, a decision that was in keeping with both Company and performance requirements, which necessitate the use of full flaps for the steep final approach. Shortly (21 seconds) after making this request, at a distance of approximately 12 nm from the Kathmandu VOR, the flap fault was rectified by retracting and then reselecting the flaps. The crew determined that it was not possible to continue the straight-in approach, due to the steep descent angles required and the position of the aircraft. The crew stated to the control tower that they wished to start their approach again and requested a left turn back to the Romeo fix, which is 41 nm south south-west (202 radial) of the Kathmandu VOR. The Controller, in the non-radar environment, responded by clearing the flight to make the Sierra approach, which starts at the 202 radial and 16 nautical miles from the VOR. The crew response to the clearance was to report that, at the moment, they couldn't land and to ask again for left turn back to Romeo to start their approach again. After further dialogue with the controller, which included requests for a left turn, the crew unilaterally initiated a right turn from the aircraft's 025° heading and commenced a climb from an altitude of 10,500 feet to FL180, when the flight was about 7 nm south of the Kathmandu VOR. The crew reported to the tower controller that the flight was climbing and the controller replied by instructing the crew to report at 16 nm for the Sierra approach. During the turn, there was more discussion between the tower controller and the flight, where it was established that the aircraft was to maintain an altitude of FL115 and was to 'proceed to Romeo' and contact the Area Control Center (ACC) controller. The flight, commencing a descent while in the turn, completed a 360° turn, momentarily rolling out on headings of 045° and 340°, and again proceeded toward the north on a heading of 025° magnetic. When the flight was about 5 nm south-west of the Kathmandu VOR, the crew contacted the ACC and stated that the aircraft was 'heading 025' and they wished to proceed to Romeo to start their approach again; adding they had 'technical problems concerned with the flight.' It was again established that the flight was to proceed to Romeo and the crew agreed to 'report over Romeo.' It was determined from the cockpit voice recorder that the crew was in the process of inserting 'Romeo' and other related navigational information in the Flight Management System, but were experiencing difficulties. The flight continued towards the north on a heading of 025° and then, at about 16 nm north, the heading was altered to the left to 005°. Slightly over one minute later, the Ground Proximity Warning System (GPWS) sounded the warning 'terrain, terrain' followed by 'whoop whoop pull-up'; the aural warning continued until impact approximately 16 seconds later. Engine thrust was increasing and 'Level Change' had been announced on the cockpit, just before the impact occurred at the 11,500-foot level of a 16,000-foot peak; the accident site was located on the 015 radial (north-north east) at 23.3 nm from the Kathmandu VOR. The aircraft was destroyed and all 113 occupants were killed.

After landing at Bangkok-Don Mueang Airport, the aircraft went out of control, veered off runway to the left, struck a fence and crossed a drainage ditch before coming to rest. There were no casualties.

Lauda Air Flight 004 (NG004) was a scheduled passenger flight from Hong Kong to Vienna, Austria with an en route stop in Bangkok, Thailand. The flight departed Bangkok at 1602 hours on May 26, 1991 for the final flight sector to Vienna Austria. All pre-flight, ground, and flight operations appear routine until five minutes and forty five seconds after the cockpit voice recorder (CVR) recorded the sounds of engine power being advanced for takeoff. At this point a discussion ensued between the crew members regarding an event later identified as a crew alert associated with a thrust reverser isolation valve. The crew discussed this alert for some four and one half minutes. The Quick Reference Handbook (QRH) was consulted to determine appropriate crew actions in response to the alert. No actions were required, and none were identified as being taken. Ten minutes and twenty seconds into the flight the co-pilot advised the pilot-in-command of the need for rudder trim to the left. The pilot-in-command acknowledged the co-pilot's statement. Fifteen minutes and one second into the flight, the co-pilot stated "ah reverser's deployed." Sounds similar to airframe shuddering were then heard on the CVR. Twenty nine seconds later the CVR recording ended with multiple sounds thought to be structural breakup. Flight conditions were recovered from non-volatile memory in the left engine electronic engine control (EEC). At the suspected point of reverser deployment, the EEC readout indicated that the airplane was at an approximate altitude of 24,700 feet, a speed of Mach 0.78, and developing climb power. The airplane crashed in mountainous jungle terrain at 14 degrees 44 minutes North latitude and 99 degrees 27 minutes East longitude at approximately 1617 hours. Night time visual meteorological conditions prevailed. All 223 occupants were killed.

During the last segment on approach to Ho Chi Minh-Ville-Tan Son Nhat Airport, at a height of about 30 feet, the aircraft lost height, causing the left main gear to struck the ground short of runway threshold. The aircraft then landed hard and came to a halt on the main runway. All 79 occupants were evacuated, among them five passengers were injured.

On final approach to Koh Samui Airport runway 35, the aircraft entered an area of heavy rain falls. As the crew was unable to locate the runway, the captain decided to initiate a go-around procedure. With flaps fully extended, the crew increased power and started to gain height when the aircraft rolled to the left to an angle of 75° then entered an uncontrolled descent and crashed at a speed of 147 knots about 5 km short of runway threshold. The aircraft disintegrated on impact and all 38 occupants were killed.

The approach to Bangkok-Don Mueang Airport was initiated in poor weather conditions with a reduced visibility due to heavy rain falls. On final, the aircraft was too low when it struck the ground and crashed about 6 km short of runway. 14 occupants were rescued while 76 others were killed. The aircraft was destroyed.

Crashed upon landing at Bangkok-Don Mueang Airport for unknown reasons. There were no casualties but the aircraft was damaged beyond repair.