Scheduled Revenue Flight

Crashed in unknown circumstances following a pilot error. There were no casualties.

17 minutes after its takeoff from Jamba Airport, while in cruising altitude, the three engine airplane was shot down by the pilot of a Zambian Shenyang J-6 fighter plane. Out of control, it entered a dive and crashed in a field located in Matala. All 29 occupants were killed. Angolan authorities confirmed the aircraft was shot down by mistake.

While approaching Yacuiba Airport, the airplane struck the slope of Mt Tapecua located few km from the airfield. All 13 occupants were killed.

On final approach to Útila Airport, the airplane was too low. It struck a concrete wall, lost its undercarriage and crash landed. There were no casualties.

En route, weather conditions deteriorated and the crew failed to return when the airplane struck the ground and crashed. Occupant fate unknown.

On approach to Bonanza-San Pedro Airfield, the airplane was too low and struck a wooden pile located near the runway threshold. The airplane crash landed and came to rest on the runway. There were no casualties.

Weather conditions at Esperance were fine; there was no cloud, visibility was in excess of 30 km and the surface wind was from the northwest at 5 to 10 knots. The aircraft entered the circuit on a left downwind leg for an approach to Runway 29. The flaps were lowered, firstly a quarter and then half-way, on the downwind leg and the landing gear was extended just before the aircraft turned onto a base leg. This configuration, and an airspeed of 133 knots (best single - engine rate of climb speed), was maintained until after the aircraft was straightened onto final approach. At an altitude of 1100 feet, the pilot considered he was at Decision Height and committed to land. He lowered full flaps and reduced the airspeed to 115 knots. At about this time, as he was retarding the power levers, the right engine flamed out. The pilot reported that he promptly sensed the engine failure and checked the engine instruments while re-opening both power levers. He noted both torque and fuel flow indication s for the right engine were zero. He briefly considered retracting the landing gear and flaps but decided to do neither. Left engine power was increased initially to the maximum available of 940°C ITT (Inter-turbine temperature) and then adjusted to the normal maximum limit of 923°C ITT. The right propeller was feathered. During this period the aircraft banked to the right and turned away from the runway. Its airspeed had reduced and the rate of descent increased. The turn had been opposed but the pilot found that the application of full left rudder and aileron would not enable him to maintain runway heading, although the airspeed was above the minimum control airspeed of 94 knots, specified in the aircraft flight manual. It was evident to the pilot that the aircraft would land short of the aerodrome, amongst trees to the right of the runway approach path. He therefore abandoned his efforts to regain the normal approach path and allowed the aircraft to turn further to the right, towards a large, clear paddock. Just before touchdown, he observed a power pole on his selected landing path and he again turned further right to avoid it. During this turn the right wing tip struck the ground. The nosegear then impacted heavily and collapsed . The aircraft slid and bounced across the ground for 188 metres before coming to rest. Fuel from ruptured line s ignite d under the left engine , but the fire was slow to develop and the occupants were able to make an orderly evacuation . By the time the fire brigade arrived from Esperance township, the fire had spread and most of the aircraft was consumed.

Crashed in unknown circumstances somewhere in Indonesia. Occupant fate unknown.

On final approach to Paris-Orly Airport, the twin engine crash landed in a field, lost its undercarriage and came to rest on its belly. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.

On 27 April 1980, HS-748 Series 11, HS-THB was on a scheduled domestic passenger flight. The flight operated the route Bangkok - Khon Kaen - Udon - Nakhon Phanom - Udon - Khon Kaen - Bangkok. The departure flight was flight number TG221 which departed Bangkok International Airport at 0101 h, arrived Khon Kaen Airport at 0210 h, departed Khon Kaen Airport at 0233 h, arrived Udon Airport at 0251 h, departed Udon Airport at 0309 h, arrived Nakhon Phanom Airport at 0349 h. The return flight, flight number TG231, departed Nakhon Phanom Airport at 0408 h, arrived Udon Airport at 0448 h, departed Udon Airport at 0507 h, arrived Khon Kaen Airport at 0532 h, departed Khon Kaen Airport at 0550 h, ETA Bangkok International Airport at 0656 h. At 0559 h, after take-off from Khon Kaen Airport, the pilot reported to Bangkok Area Control Centre that he was climbing to 6 000 ft, ETA Korat at 0626 h, ETA Bangkok International Airport at 0656 h and requested ATC clearance to Bangkok International Airport via W6 - KT - W1 - BKK. Bangkok Area Control Centre cleared HS-THB to Bangkok International Airport via this route, to maintain FL 120 and asked the pilot to report when the aircraft reached FL 120.
- At 0614 h the pilot reported that HS-THB reached FL 120.
- At 0626 h the pilot reported that the aircraft was over KT.
- AT 0627 h Bangkok Area Control Centre informed the pilot that HS-THB was in radar contact, 5 miles northwest of KT.
- At 0642 h Bangkok Area Control Centre cleared HS-THB to descend to 8 000 ft and informed the pilot that the altimeter setting was 1 008 mb. This was acknowledged by the pilot.
- At 0644 h, Bangkok Area Control Centre advised the pilot to contact Bangkok Approach Control on 119.1 MHz.
- At 0644 h, the pilot contacted Bangkok Approach Control and reported that he was maintaining 8 000 ft. Bangkok Approach Control advised the pilot to descend to 6 000 ft and informed him that the altimeter setting was 1 008 mb. This was acknowledged by the pilot.
- At 0648 h Bangkok Approach Control advised HS-THB to descend to 6 000 ft.
- At 0651 h Bangkok Approach Control advised HS-THB to descend to 1 500 ft.
- At 0653 h the pilot reported that HS-THB had reached 1 500 ft.
- At 0654 h Bangkok Approach Control informed the pilot that HS-THB was 7 miles from the Outer Marker and cleared the aircraft to make an ILS approach to runway 21R. This was acknowledged by the pilot.
- At 0656 h Bangkok Approach Control advised the pilot to contact Bangkok Tower on 118.1 MHz but no answer from the pilot was received. Bangkok Approach Control tried to contact HS-THB until 0709 h but no answer was received. HS-THB operated in good weather conditions on both the outbound and return flights until, descending to runway 21R nearly at the airport, it encountered an area of rain. Later, HS-THB lost altitude rapidly. Many things in the passenger cabin fell to the cabin floor. It was raining with hail. Looking through the windows, some passengers saw grey clouds. Then the aircraft could maintain altitude. Thirty seconds later it again lost altitude, more severely than the first time. Finally it crashed into a paddy field and skidded forward about 510 feet. Fire occurred in both wings for a while. The accident site was 8 NM northeast of Bangkok International Airport.