Malaysia

The airplane departed Langkawi Island Airport on a flight to the airport of Subang in Kuala Lumpur, carrying six passengers and a crew of two. On final approach to Kuala Lumpur-Subang-Sultan Abdul Aziz Shah Airport Runway 15, while completing a sharp turn to the right, the airplane entered an uncontrolled descent and crashed on a road located in Elmina, less than 5 km from the runway threshold, bursting into flames. The airplane was totally destroyed and all eight occupants were killed as well as two people on the ground, one motorcyclist and one car driver.

The crew was completing a training flight from Kuala Lumpur-Subang Airport when on final approach to Butterworth Airbase, the twin engine aircraft went out of control and crashed, coming to rest against the perimeter fence. The aircraft was partially destroyed by impact forces and one crew member was killed while three other occupants were injured. Weather conditions were considered as good at the time of the accident.

The crew departed Kuala Lumpur-Subang-Sultan Abdul Aziz Shah Airport at 0835LT on a local training flight. Ten minutes later, the left engine caught fire and failed, forcing the captain to attempt an emergency landing. The aircraft crash landed in the sea, few metres off the beaches of Taman Malawati Utama, south of Kuala Selangor. The copilot was injured (broken arm) while seven other occupants escaped unhurt. The aircraft was destroyed by a post crash fire.

A de Havilland Canada DHC-6 Twin Otter 310, operated by MASwings, sustained substantial damage in an accident at Kudat Airport (KUD), Malaysia. The copilot and one passenger died, four others were injured. MASwings flight MH3002 operated on a domestic flight from Kota Kinabalu Airport (BKI) to Kudat. The captain was the pilot flying for this sector and the first officer was pilot monitoring. As the aircraft was approaching Kudat Airfield, Kudat Tower reported the weather conditions to be: wind at 270 degrees at 17 kts gusting 31 kts. The aircraft continued the approach on runway 04 and leveled off at 500 feet with flaps set at 10°. At this point the crew noticed that the approach for runway 04 had a strong tail wind. This was evident from the indicated airspeed observed by the crew which indicated 100 kts where the airspeed for flaps 10° should be 65kts. The windsock also indicated a tail wind. Noticing the approach for runway 04 was a tail wind condition, the crew decided to go around at a height of 500ft. Maintaining runway heading, the crew initiated a go around climbing to 1,000ft making a left tear drop and reposition for runway 22. On the approach for runway 22 the captain informed the first officer that if they could not land they would return to Kota Kinabalu. The aircraft was aligned with the centerline of runway 22 and 20° flaps was set. The aircraft continued to descend to 300ft. At this point the wind appeared to be calm as the aircraft did not experience any turbulence and the captain told the first officer that he was committed to land. Upon reaching 200ft the captain called for the flaps to be lowered to full down. As they were about to flare the aircraft to land, approximately 20ft above the runway, the aircraft was suddenly hit by a gust of wind which caused the aircraft to veer to the right with the right wing low and left wing high and the nose was pointing 45° to the right of runway 22. The crew decided to go around by applying maximum power; however the aircraft did not manage to climb successfully. The flaps were not raised and were still in the full flaps down position as the crew thought the aircraft was still low hence the flaps were not raised. The aircraft continued to veer to the right with right wing low and managed to only climb at a shallow rate. The aircraft failed to clear the approaching trees ahead and was unable to continue its climb because the airspeed was reducing. The presence of a full flaps configuration made it more difficult for the aircraft to climb. As the aircraft was on full power on both the engines, it continued to fly almost perpendicularly in relation to the runway and at a low height above the ground. The aircraft hit a tree top at the airfield perimeter fencing, disappeared behind the row of trees, hit another tree behind a house. It hit the right rear roof of the house, ploughed through the roof top of the kitchen, toilet and dining area, hit the solid concrete pillars of the car garage and finally hit the lamp post just outside the house fence. It swung back onto the direction of the runway and came to rest on the ground with its left engine still running. A woman and her 11-year old son who were in the living room at the time escaped unhurt.

Following an uneventful mail flight from Kuala Lumpur, the crew initiated a night approach to Kuching Airport. After touchdown on a wet runway due to recent heavy rain falls, the aircraft deviated to the left and veered off runway. While contacting soft ground, both main gears collapsed, the left engine was torn off and the aircraft came to rest 1,500 metres past the runway threshold. All four crew members escaped uninjured while the aircraft was damaged beyond repair.

Following technical problems with the engines, the aircraft was transferred to a hangar at Kuala Lumpur for maintenance. In the evening, a team of six technicians was dispatched to convoy the aircraft to the main terminal where 319 passengers should embark on a flight to Jeddah. While on a taxiway, the engineers attempted to turn to another taxiway when control was lost. The aircraft veered off taxiway and came to rest, nose first, in a drainage ditch. All six occupants were injured and the aircraft was damaged beyond repair. At the time of the accident, only the engine n°2 and 3 only were running and it is believed that the auxiliary hydraulic pump switches were in the OFF position. Thus, the nosewheel steering system was inoperative as well as the brakes.

The crew was completing a local training flight at Kuching Airport. On final approach, one of the engine failed. The aircraft lost height and crashed in a swampy area near the airport. All five occupants were killed.

The aircraft landed a little too far down the runway and bounced twice. Out of control, it skidded and overran the runway before coming to rest in a ditch. All eight occupants escaped uninjured while the aircraft was damaged beyond repair.

The twin engine aircraft departed Bandar Seri Begawan Airport at 1903LT on a regular schedule flight to Miri, Sarawak. At 1936LT, the crew was cleared for an approach to runway 02 but failed to acknowledge. Six minutes later, while descending by night, the aircraft struck the slope of Mt Lambir (500 metres high) located 13,7 km from the airport. The wreckage was found the next morning at 0710LT. All 10 occupants were killed.

Flight MH2133 A Fokker 27 mark 050 bearing registration 9M-MGH was a scheduled domestic flight from Kota Kinabalu to Tawau, Sabah. The departure from Kota Kinabalu was delayed by approximately 30 minutes due to late arrival of the aircraft operated by a different set of flight crew from Labuan. The flight took off from Kota Kinabalu at 0419 hrs on an Instrument Flight Rules (IFR) flight plan via Airway W 423 direct to Tawau Very Omni Range (VOR) at flight level (FL) 170 with 53 persons on board. The departure out of Kota Kinabalu was uneventful and the weather en-route was insignificant. At 0442 hrs the flight established radio contact with Tawau Tower “MH 2133 we are maintaining FL 170, TMA 40, VTW 0505, presently at 94 DME VTW”. The controller then passed the weather for Tawau which was, “surface wind calm, visibility more than 10 km, rain north to north east, scattered 1600 feet and scattered 2700 feet, broken at 14000 feet, Temperature 30 degree C and QNH 1009 mb, Runway 17”. At 0443 hrs another aircraft call sign TSE 809 (a Cessna 206) flying along the same route as MH2133 but at 9500ft established radio contact with Tawau Tower, TSE 809 then reported that the flight was 65 DME from Tawau VOR. This was immediately followed by Tawau Tower asking MH2133 to report position from Tawau VOR which MH 2133 replied “57 DME and requested descent”. The controller then cleared MH 2133 to descend to 10500 feet. At this point in time there was also another aircraft MH2135 (a Boeing 737) heading towards Tawau cruising at FL 230 and cleared by the TOWER to descent to FL 180. MH 2135 was also notified by the TOWER of the Expected Approach Time (EAT) of 0530 hrs. At 0457 hrs TSE 809 reported that the flight was 44 DME from Tawau VOR. On hearing this transmission, MH 2133 requested a lower descend clearance, as it was 30 DME from Tawau VOR. It must be noted that at this juncture, MH 2133 was ahead of TSE 809 but at a higher altitude. The controller then asked TSE 809 whether there was any objection for MH2133 to descent through its level and become number One (1). Despite the fact that TSE 809 had no objection for MH 2133 to become number One (1), MH 2133 was asked by the controller to still maintain 10500 feet. At 0458:23 hrs, MH 2133 asked “MH 2133 confirm maintain 10500 feet?”. TOWER then replied “Affirm maintain 10500 number 2 in traffic”. At 0458:36 hrs MH 2133 again asked “MH 2133, 26 DME confirm we are still number 2?” TOWER then replied- “Station calling…. say again - MH 2133 then repeated “2133 Maam, and are 25 DME maintain 10500, confirm we are number 2?”. TOWER – responded “That’s affirm 2133, Expected Approach Time 0520 hrs”. At 0459:05 hrs MH2133 asked TSE 809 to check position and whether there would be any objection for the aircraft to descend through its level. TSE 809 replied that they had no objection and MH 2133 was subsequently cleared to descend to 7000 feet. The descent into Tawau by MH 2133 from the cruising altitude of 10500 feet was initiated at about 21 DME. The flight crew discussed the descent technique they were going to use and were aware of all their action. At 0501:15 hrs, as the flight reported leaving 9000 feet and passing 16 DME, the flight crew advised the controller that they had the airfield visual. MH2133 was then cleared for visual approach runway 17. At 0502:48 hrs, MH 2133 reported passing 3500 feet. The aircraft was then configured for landing where landing gears were selected down and flaps set at 25 degrees. The aircraft speed was still fast and since it was also high on the approach, the commander assured the co-pilot “Runway is long so no problem Eh”. On passing 2000 feet and on short final, the copilot reminded the commander “speed, speed check, speed check Ah”. The rate of descent was in excess of 3000 feet per minute and its pitch angle was around minus 13 degrees. The excessive rate of descent triggered the aircraft Ground Proximity Warning System (GPWS) sink rate and pull up warnings. The commander ignored these warnings and insisted that he should continue with approach for a landing. The aircraft first touched down on the runway at 0505 hrs. Its first tyre marks (nose wheel) on the runway was at approximately 3400 ft from the threshold. It then bounced and at 4500 ft point, its left main wheel made a light contact with the runway surface. It subsequently bounced up again and its main wheels made a firm contact at 4800 ft point, thus leaving only 800 ft of runway remaining. The aircraft continued onto the grass verge, momentarily left the ground and hopped over the runway perimeter fence. It subsequently crashed at 571 feet from the end of the runway at almost right angle to the runway. There were a number of explosions followed by a fire. The aircraft was totally destroyed.