Scheduled Revenue Flight

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.

The accident flight was a scheduled domestic flight from Copenhagen Airport, Kastrup (EKCH) to Aalborg Airport (EKYT). The flight was uneventful until the landing gear was selected down during the approach to EKYT runway 26R. The nose landing gear and the left main landing gear (MLG) indicated down and locked. The right MLG indicated “in transit” (not down and locked). The Aalborg Tower was informed about the problem with the right MLG indication. A go-around was initiated at 1100 feet MSL with a climb towards 2000 ft. The flight crew consulted the Quick Reference Handbook (QRH). An alternate landing gear procedure was initiated. The right MLG indication remained in “transit”. A mayday call was made to Aalborg Tower and they were informed about the unsafe landing gear. The flight crew reset the alternate gear extension system and subsequently they tried to make a normal gear up selection. The nose landing gear and the left MLG retracted normally, however the right main landing gear indication remained in “transit”. A second attempt to use the alternate landing gear extension procedure was performed without any changes to the right MLG indication. The aircraft entered a holding pattern in order to reduce the amount of fuel and at the same time to brief the passengers about the situation and to prepare the passengers for an emergency landing. Passengers seated at rows 6, 7 and 8 seats D and F were reseated away from the right propeller area. During the approach the flaps were selected to 10° and the landing gear horn started. The warning horn continued throughout the remaining flight. During the emergency landing the left MLG touched down on the runway first, followed by the right MLG. Shortly after the right MLG contacted the runway the right MLG collapsed. The aircraft departed the runway to the right and came to rest on a heading of 340° at 1357:26 hrs.

Shortly after takeoff from Port-au-Prince-Toussaint Louverture Airport runway 10, while in initial climb, the engine lost power. The pilot attempted an emergency landing when the aircraft crash landed in Croix-des-Bouquets, about 5 km east of the airport, coming to rest upside down. A passenger was slightly injured and the aircraft was damaged beyond repair.

During the takeoff roll at La Ceiba-Goloson Airport, a tyre burst. The pilot rejected takeoff but the aircraft was unable to stop within the remaining distance. It overran and came to rest 116 metres further. All nine passengers escaped uninjured while the pilot was seriously injured. The aircraft was damaged beyond repair.