Lagos-Murtala Muhammed

The flight originated from Lagos, Nigeria, at 1320LT hours local time as a training flight. The training flight commenced from Lagos with the trainee Captain on the left seat as the Pilot Flying while the Instructor Captain was on the right seat as Pilot-in-Command. The point of intended landing and subsequent trainings was Ilorin Airport. Flight preparation was completed by the crew and ground dispatchers with 60.3 metric tonnes of fuel up-lift giving an estimated endurance of 8 hours. The flight was normal up till the altitude of 3,000 feet when the aircraft was inside the control zone of Ilorin Control Tower which had cleared the aircraft for a touch and go on runway 05. At 1,000 feet agl the aircraft had its landing gears in the down position and landing flaps set at 35°. At 400 feet agl the autopilot was disconnected and later at 80 feet the autothrottles were also disconnected. The aircraft was fully established on the ILS. As the trainee captain was on his very first flight on the aircraft type, the Nigeria Airways DC-10 flight transition syllabus item 9 has it that the sequence of training at this point in time should be '3 engine or single land demonstration-Full stop'. As the aircraft had already requested and cleared for a touch and go and established on ILS, it was clear that item 9 had been skipped and item 10 '3 engine Flight Director ILS approach -Touch and Go' was in progress. The trainee captain crossed the 05 threshold rather high at about 60 feet or more and a long time, interspersed with instructions by the instructor captain, was spent before the aircraft had its main landing gears on the ground at about 2,913 feet (888 m) from the threshold. Runway 05 had a Landing Distance Available if 3,100 meters. It appeared that the trainee captain did not recede the throttles fully back for the touchdown and the Instructor had to assist in doing so. The trainee captain then appeared to be holding the nosewheel off the ground and again the Instructor had to push the control column down. On nosewheel touchdown, the trainee immediately requested for takeoff power. The Instructor went into the aircraft reconfiguration procedure after the landing and was still busy on the required settings when the trainee Pilot raised an alarm as the runway threshold was approaching. The Instructor looked out into the 900m of slight haze visibility, felt that the aircraft would not takeoff with the limited runway available and immediately reached out to deploy the spoilers at the same time stepped on the brakes. Abort takeoff was not announced. At this point in time the engine throttles had already been advanced for takeoff. The aircraft was on heavy braking from about 1,390 feet (424 meters) before runway end as it overran the runway. The aircraft made significant impacts with the ILS antenna bars, electrical switch posts and the approach light support structures of runway 23 all located on the runway 05 clearway before it came to a halt. The location of the accident site was 44 meters to the left of the centreline and 649 meters along the extended centreline. A fire erupted and consumed the fuselage. All nine crew members escaped uninjured.

Following a normal landing at Accra-Kotoka Airport, the crew vacated the runway and the aircraft was taxiing to his parking position when an explosion occurred. The aircraft caught fire and was stopped on the taxiway. All four crew members escaped with minor injuries while the aircraft was partially destroyed.

Crashed on landing for unknown reasons. All three occupants were injured and the aircraft was written off.

Crashed on approach to Lagos-Murtala Muhammed Airport while on a state flight from Cotonou. All four occupants were killed.

On final approach to Lagos-Murtala Muhammed Airport, the twin engine airplane crashed in unknown circumstances short of runway. The aircraft was destroyed by a post crash fire and the pilot, sole on board, was killed.

Landed hard at Lagos-Ikeja Airport for unknown reasons. There were no casualties but the aircraft was irreparable.

Following an uneventful flight from Kano, the crew started the descent to Lagos-Ikeja Airport. The captain was cleared for a straight-in approach but encountered low visibility due to foggy conditions. On final, the crew failed to realize his altitude was insufficient when the airplane struck trees and crashed 13 km short of runway 19. The aircraft was totally destroyed and all 87 occupants have been 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.