Scheduled Revenue Flight

Following an uneventful flight from Madrid, the crew contacted Quito Approach at 1650LT and received descent instructions in preparation for an instrument approach no. 4 (VOR QIT DME/ILS) for runway 35. During the descent the crew were notified that preceding flights had reported braking action medium to poor. The flight crew selected auto braking to 'High'. At 17:05, the crew reported the runway in sight, after which the controller stated that the wind was 170° at 4 knots, the runway was wet and reported braking action was poor. The flight was cleared to land. The pilot in command, following the procedures established by Iberia, decided to leave the ILS glide path and captured the path of the PAPI lights. The aircraft touched down 200 metres past the threshold at a 3.09g side load. The spoilers deployed automatically and main gear tyres 3 and 8 blew. The flap lever was moved involuntarily by the copilot, from the full position to position 2. The crew applied full manual braking and select reverse thrust. The Auto Brake function failed, after which the crew disconnected the antiskid braking system and continued to apply manual braking. The aircraft passed the end of runway 35, with a ground speed of 90 knots, hit the ILS localizer and stopped 232 meters further. Passengers and crew were evacuated using the slide at door 2R, thirty minutes after the aircraft stopped. All occupants escaped uninjured while the aircraft was considered as damaged beyond repair.

Shortly after takeoff from runway 02, the pilot initiated a 180 turn when the aircraft stalled and crashed in an open field located one km from the airport, coming to rest upside down. All 15 occupants were injured and the aircraft was destroyed.

On 1 November 2007, a Boeing Company B737-200 aircraft, registered PK-RIL, operated by PT. Mandala Airlines as flight number MDL 260, was on a scheduled passenger flight from Jakarta Soekarno-Hatta International Airport, Jakarta, to Abdurrachman Saleh Airport, Malang, East Java. The pilot in command (PIC) was the handling pilot, and the copilot was the support/monitoring pilot. There were 94 persons on board the aircraft, consisting of two pilots, three cabin crew, and 89 passengers. The aircraft landed at Malang at 1324 Western Indonesian Standard Time (06:24 Coordinated Universal Time (UTC). It was reported to have been raining heavily when the aircraft landed on runway 35 at Malang. The aircraft bounced twice after the initial severe hard landing, and the lower drag strut of the nose landing gear fractured, resulting in the rearwards collapse of the nose landing gear and separation of the lower nose landing gear shock strut and wheel assembly. The aircraft’s nose then contacted the runway, and the aircraft came to rest 290 metres before the departure end of runway 17. The crew subsequently reported that during the visual segment of the landing approach, they realized that the aircraft was too high with reference to the precision approach path indicator (PAPI) for runway 35. The PIC increased the aircraft’s rate of descent (ROD) to capture the PAPI. The high ROD was not arrested, and as a consequence, the severe hard landing occurred which substantially damaged the aircraft. No one of the passengers or crew was injured.

Shortly after takeoff from runway 36, while climbing to a height of 50 feet, the crew raised the landing gear when the aircraft stalled. It landed back on the runway about 380 metres from the runway end. It slid on all this distance, overran then turned to the left and came to rest in a grassy area about 60 metres past the runway end. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.

Following an uneventful flight from Manila-Ninoy Aquino Airport, the crew started the approach to Butuan Airport in good weather conditions. After landing on runway 12/30 which is 1,965 metres long, the aircraft was unable to stop within the remaining distance. It overran, went down an embankment and came to rest in a coconut grove. The cockpit was partially destroyed and both pilots were seriously injured while 32 passengers escaped with minor injuries. 120 other occupants were unhurt and the aircraft was damaged beyond repair.

The twin engine aircraft departed Villavicencio-La Vanguardia Airport at 1530LT on a flight to Uribe with 15 passengers and 2 pilots on board. En route, while cruising in poor weather conditions, the crew reported his ETA in Uribe at 1550LT. At an altitude of 11,800 feet, the aircraft struck the slope of a mountain and disintegrated on impact. The wreckage was found 3 days later on Mt Páramo El Nevado, about 33 km northeast of Cubarral. The aircraft was totally destroyed upon impact and all 17 occupants were killed.

On 16 September 2007 at approximately 14:30 hours, One Two Go Airlines' McDonnell-Douglas MD-82 airplane with nationality and registration mark HS-OMG, departed on a scheduled passenger flight number OG269 from Don Mueang International Airport for Phuket International Airport with 123 passengers and 7 crew members on board. The Pilot-in-Command (PlC) seated on the left was a Pilot not Flying (PNF) / Pilot Monitoring and the Co-pilot seated on the right was a Pilot Flying (PF). The flight was en route on airways G458 at Flight Level (FL) 320 (32,000 feet) and the estimated time of arrival at Phuket International Airport was 15:50 hours. At 15:36:21, during the time that flight OG269 was approaching the Phuket International Airport, the Orient Thai Airlines flight OX2071, while vacating from Runway 27 after landed at the Phuket International Airport, reported the Air Traffic Controller (ATC) of the weather condition prior to landing that Cumulonimbus (CB) was over the airport area and there was windshear at 5 nautical miles before reaching the Instrument Landing System (ILS) station, resulted in airspeed gain and loss of 15 knots. The ATC asked flight OG269 whether they acknowledged the weather conditions reported by flight OX2071, because both flights were on the same aerodrome radio frequency (118.1 MHz). The PlC of flight OG269 acknowledged the information and extended the landing gears for landing. At 15:37:31, the ATC informed flight OG269 of surface winds from 240 degrees at 15 knots and gave clearance to land on Runway 27 with-wet runway precaution. At 15:38:27, the ATC informed flight OG269 of surface winds from 240 degrees at 30 knots and asked the flight OG269 to state its intention of landing. The flight OG269 affirmed. At 15:39:00, the flight OG269 requested for information of surface wind condition. The ATC informed a surface wind condition of 240 degrees at 40 knots and the flight OG269 acknowledged. At that instant, the Radio Altitude Aural Call-Out system automatically called out '500 feet' and the PlC called out that the airspeed was at 136 knots. At 15:39:23, the PlC ordered for more engine power and reminded the copilot that the airplane was descending below the ILS glide path. The copilot affirmed the correction. The PIC then ordered to increase engine power three more times. During that time, the airplane was at the altitude of 100 feet. At 15:39:45, the Radio Altitude Aural Call-Out system automatically called out '40 feet' and the Enhanced Ground Proximity Warning System (EGPWS) called out 'sink rate - sink rate' . At 15:39:49, the copilot called out for a go-around and the PIC said 'Okay, Go Around'. At 15.39.50, the copilot called for 'flaps 15' and transferred the airplane control to the PIC. Then, the PIC told the copilot to set the autopilot airplane heading and to retract the landing gear. At 15 :40: 11, the airplane veered off and hit an embankment located in the North of Runway 27 and broke up in flames. 40 people were rescued while 90 others were killed, among them five crew members.

On approach to Guadalajara-Miguel Hidalgo y Costilla Airport, the crew selected flaps and slats down but noticed an asymmetry. During the second approach, flaps were selected down via the alternate system. The airplane landed with the landing gear in a transit position, causing both engines to struck the ground after touchdown. After a course of few hundred metres, the aircraft came to rest, bursting into flames due to the engine friction on the ground. The fire was quickly extinguished but the aircraft was damaged beyond repair. All 109 occupants evacuated safely.

The aircraft departed Copenhagen-Kastrup AIrport on a flight to Palanga with 48 passengers and a crew of 4 on board. Following an uneventful flight, the crew started the descent. At an altitude of about 2,000 feet, the crew selected the landing gear down. However, the right-hand main gear extended but did not lock down and the landing gear doors did not close. The approach was abandoned and the crew initiated a go-around. During the second attempt to land, the crew recycled the system but the warning remained so the decision was taken to divert to Vilnius. On approach, the crew attempted to release the undercarriage using a backup system, but the undercarriage control panel still showed an unsafe warning. The right engine was shut down and the propeller was feathered prior to landing. Upon touchdown, the right main gear collapsed. The aircraft veered off runway and came to rest 40 metres further, some 1,150 metres pas the runway threshold. All 52 occupants evacuated safely and the aircraft was damaged beyond repair.

Few minutes after takeoff from Port-au-Prince Airport, the pilot attempted an emergency landing 10 km north of the capital city. Upon landing, the single engine aircraft overturned and came to rest upside down. It was damaged beyond repair and all 9 occupants escaped with minor injuries. It is believed that a door improperly closed was the cause of the accident. Later, the Haïti civil aviation authority decided to suspend the AOC of the operator until further notice following two accidents in 12 days.