Thessaloniki

Originally, flight MA262 from Budapest to Thessaloniki should be performed by a Boeing 737-300 HA-LES but due to technical problems, a Tupolev TU-154B-2 was dispatched. Following an uneventful flight, the crew was cleared for a VOR/DME approach to runway 34 followed by a visual circle to land on runway 28 as the runway 34 was closed to traffic due to construction works. Because a Boeing 757 slowed to vacate the runway after landing, ATC instructed the crew to extend the downwind leg for runway 28. For unknown reasons, the crew failed to comply with this instructions and performed 'S'. On final approach, the tower controller informed the crew that he forgot to lower the undercarriage. The captain increased engine power and initiated a go-around procedure but this decision was too late. The aircraft continued to descend and struck the runway surface in a gear-up configuration at 1657LT. The aircraft suffered substantial damages but the crew managed to go-around and to follow a holding pattern. A safe landing was completed at 1715LT. All 94 occupants evacuated safely while the aircraft was damaged beyond repair.

AeroSvit Airlines Flight 241 was a scheduled service from Kiev, Ukraine to Thessaloniki, Greece with an en route stop at Odessa, Ukraine. The first leg of the flight was operated by a Boeing 737. Because of engine problems, an aircraft change had to be made at Odessa. The last leg of the flight was carried out using a Yakovlev 42 (UR-42334), which was being chartered from Lvovskie Avialinii. The flight crew had no previous experience in flying to Thessaloniki. The flight was dispatched from Odessa with the No 1 VHF/NAV receiver inoperative, which was contrary to the minimum equipment list (MEL), and took off at 17:23 hours UTC. The weather conditions at Thessaloniki Airport were above required approach and landing minima, however, darkness and an overcast cloud layer obscured awareness of mountainous terrain in the area. The flight was instructed by the approach controller to conduct the LAMBI1F standard arrival procedure and was cleared to execute a VOR-DME-ILS approach to runway 16. The aircraft did not follow the "19 DME arc" as required by the approach procedure, but proceeded directly to the THS NDB. It overshot the localizer course at least twice and the flight crew were unable to establish a stabilized approach. According to the CVR cockpit conversations, the flight crew was confused and uncertain with respect to the navigation aids and the information that was presented. During the approach there were no standard callouts made by the flight crew related to the glide slope, outer marker or minima. At 18:54 UTC the Thessaloniki Tower controller reported that they had passed the airport. The flight crew was unaware that they overflew the runway until they were informed by the controller. The flight crew then initiated a go-around but did not follow the published missed approach procedure, nor did they follow the instructions given by the ATC. Although instructed by ATC to proceed to, and enter the south holding pattern, the flight continued on a flight path to the west. The flight crew remained confused, disorganized, and disoriented during the missed approach and the subsequent clearances issued by ATC. They had lost situational and terrain awareness, and they were uncertain with respect to the radio navigation aids and the information that was presented. They also requested "route vectors" and "heading" twice although Thessaloniki Airport was a non-radar facility. The flight crew occasionally was confused in reading and reporting the correct distances on their DME equipment (miles to kilometers and vice versa) as their instruments displayed distances in kilometers. The flight crew in their effort to solve the navigational problem, often switched their focus from VOR/DME information to ADF, and vice versa. This, in conjunction with the VHF/NAV receiver malfunction, contributed greatly to the confusion in the cockpit and to the loss of orientation. At 19:12 UTC the GPWS sounded for 4 seconds. At the same time the approach controller radioed: "AEW number one, continue VOR-DME/ILS approach minima, continue and report approaching the outer marker". The crew replied: "Outer marker will be report`. After a while the approach controller asked: "AEW-241, do you have the field in sight?". At that time the GPWS sounded again. Shortly afterwards the aircraft impacted the side of Mount Pente Pigadia at 3300 feet. The wreckage was found at 10:30 hours, December 20. At the same date a Greek Air Force Lockheed Hercules, which was being used in the search, crashed, killing all 5 on board. On October 6, 2000 a trial began with two air traffic controllers being accused of many counts of manslaughter and of violating the transportation regulations. They were sentenced to five years imprisonment. In December 2002 a Thessaloniki appeals court reduced the sentences of two air traffic controllers to four years and four months each.

The approach to Thessaloniki Airport was completed in poor weather conditions. The aircraft landed too far down the runway and after touchdown, the crew realized he could not stop the aircraft within the remaining distance so he decided to veer off runway to the right. While contacting soft ground, the undercarriage were torn off and the aircraft came to rest. All 35 occupants escaped uninjured and the aircraft was damaged beyond repair. At the time of the accident, the wind was from 360° at 18 knots gusting to 28 knots with thunderstorm activity, rain falls and a visibility of 5 km.

The aircraft was ferried from Kiev to Bamako with an intermediate stop in Tunis following a complete revision at the Antonov factory in Kiev. En route from Kiev to Tunis, while flying over the north part of Greece, the crew informed ATC about technical problems and was cleared to divert to Thessaloniki-Makedonia Airport. As a radar (instrument) approach was not possible, the crew attempted to land under VFR mode in IMC conditions. On final, in limited visibility due to rain falls and fog, the crew failed to realize his altitude was too low when the aircraft struck the slope of a mountain located 4 km short of runway. All six crew members were killed. It is possible that the crew encountered technical problems with fuel.

Shortly after takeoff from Tatoi AFB, while in initial climb, the aircraft suffered an engine failure, stalled and crashed in an olive grove some 400 metres past the runway end. A crew member was killed while five other occupants were injured.

The crew started the approach to Samos Airport runway 09 in poor weather conditions. While flying under VFR mode in IMC conditions, the aircraft struck the slope of Mt Kerkis (1,430 meters high) located 25 km northwest of the airport. The aircraft disintegrated on impact and all 34 occupants were killed. At the time of the accident, the visibility was poor and the mountain was shrouded in clouds.

While in cruising level over Germany on a positioning flight from Rotterdam to Thessaloniki, the right engine failed and its propeller feathered automatically. The crew informed ATC and started a descent in an order to divert to the nearest airport. While descending, the power was restored on the right engine but it failed again. Once the altitude of 6,000 feet was reached on descent, the left engine failed as well. The crew reduced his altitude and completed a belly landing in an open field located near Niedernberg. Both pilots escaped uninjured while the aircraft was damaged beyond repair.

The aircraft departed Athens-Ellinikon Airport at 1501LT bound for Tessaloniki. The crew climbed to an altitude of 3,000 feet with a 240° heading and later received the permission to climb to 9,000 feet. While approaching Mt Parnis in good weather conditions, the captain informed ATC about his position. Five minutes later, the airplane disappeared from radar screens and crashed near Avlona. The airplane was totally destroyed upon impact and all 19 occupants were killed.

Christened 'Joachim Blankenburg', the aircraft left Thessaloniki Airport at 1620LT bound for Athens. Some 41 minutes later, the radio navigator informed ATC that he was returning to Thessaloniki. Five minutes later, he announced that pilot reduced his altitude, that he was flying over the sea at a height of 30 meters and that he was encountering technical problems with the engines. A Pan message was sent few seconds later and eventually, the aircraft disappeared four minutes later and probably crashed into the South Euboean Gulf. SAR operations did not find any trace of the aircraft nor the 16 occupants.

The three engine aircraft christened 'Harry Rother' left Thessaloniki Airport at 1020LT bound for Belgrade. On approach from the east, crew encountered poor weather conditions and low visibility with a cloud base at 200 meters. Aircraft was too low and hit a hill located 16 km east of the Belgrade-Zemun Airport. All five occupants were killed.