Scheduled Revenue Flight

During the takeoff roll on runway 28, the pilot-in-command decided to reject takeoff and initiated an emergency braking procedure. The aircraft overran, turned to the left, lost its undercarriage and came to rest on a river bank. All 15 occupants escaped uninjured while the aircraft was damaged beyond repair.

After landing on runway 24 at Istanbul-Atatürk Airport, the aircraft was unable to stop on a wet runway, overran and came to rest 30 metres further. All 50 occupants evacuated safely while the aircraft was later declared as damaged beyond repair. At the time of the accident, the runway surface was wet due to rain falls.

The aircraft departed Surgut on a flight to Belgorod with an intermediate stop in Samara, carrying 50 passengers and 7 crew members. While descending to Samara-Kurumoch Airport, weather conditions worsened and the visibility was below minimums. After the approach checklist was completed, the crew lowered the landing gear, selected flaps down at 30° and continued the approach. In poor visibility, the aircraft descended below the MDA until it struck the ground at a speed of 320 km/h and crashed 304 metres from the runway threshold and 95 metres to the left of its extended centerline. The aircraft came to rest upside down and partially burned. Six passengers were killed, 21 other occupants were injured and 30 people escaped uninjured. At the time of the accident, the visibility was estimated to be 150 metres with an RVR of 200 metres for runway 23 and a vertical visibility of 300 feet in freezing fog.

For unknown reasons, the aircraft landed hard at Kish Island Airport and was considered as damaged beyond repair. All 158 occupants escaped uninjured.

During the takeoff roll from Dubai Intl Airport runway 12L, after V1 speed, the crew heard a loud bang then noticed severe vibrations when the nose gear collapsed. The captain abandoned the takeoff procedure and initiated an emergency braking manoeuvre. The aircraft slid on its nose for few hundred metres and came to rest just before the end of the runway, slightly to the left of the centerline. All 250 occupants evacuated safely while the aircraft was damaged beyond repair.

On 7 March 2007, a Boeing Company 737-497 aircraft, registered PK-GZC, was being operated by Garuda Indonesia on an instrument flight rules (IFR), scheduled passenger service, as flight number GA200 from Soekarno-Hatta Airport, Jakarta to Adisutjipto Airport, Yogyakarta. There were two pilots, five flight attendants, and 133 passengers on board. The pilot in command (PIC) and copilot commenced duty in Jakarta at about 21:30 Coordinated Universal Time (UTC), or 04:30 local time, for the flight to Yogyakarta. Prior to departing Jakarta, during the push back, the PIC contacted the ground engineers and informed them that the number-1 (left) engine thrust reverser fault light on the cockpit instruments had illuminated. The engineers reset the thrust reverser in the engine accessories unit and the fault light extinguished. The scheduled departure time was 23:00. The aircraft took off from Jakarta at 23:17, and the PIC was the pilot flying for the sector to Yogyakarta. The copilot was the monitoring/support pilot. During the cruise, just before top of descent, the crew was instructed by Jakarta Control to ‘maintain level 270 and contact Yogya Approach 123.4’. The copilot acknowledged; ‘contact Yogya 123.4, Indonesia 200’. The PIC started to give a crew briefing at 23:43 stating: ‘in case of holding, heading of 096’. The briefing was interrupted by a radio transmission from Yogya Approach, giving GA200 a clearance to Yogyakarta via airway W 17 for runway 09, and a requirement to report when leaving flight level 270. When radio communication was completed, the PIC continued with the crew briefing for an ILS approach, stating:
When clear approach ILS runway 09, course 088. (C) Frequency 1091, aerodrome elevation three hundred fifty, (C) leaving two thousand five hundred by 6 point 6 DME ILS, (C) to check four DME one thousand six hundred seventy, (C) crossing two DME one thousand thirty seven. Decision Altitude ILS Cat I, five eight seven, two three seven both set, approach flap forty, auto brake two. Speed one three six, one five one, two twenty. Timing from final approach-fix to VOR 6 DME. (C) With airspeed approximately one four one, two minutes thirty six. (C) In case localizer, MDA seven hundred, localizer, miss approach, at point six. (C) DME ILS India Juliet oscar golf. (C) On landing, to the left standby parking stand. Go-around missed approach climb one thousand five hundred turn left. To holding fix via Yogya VOR, continue climb four thousand feet, to cross Yogya at or above two thousand five hundred DME eight. (C).
Twelve minutes and 17 seconds later, Yogya Approach cleared GA200 ‘for visual approach runway zero nine, proceed to long final, report runway in sight’. The copilot acknowledged the clearance and asked for confirmation that they were cleared to descend to circuit altitude, Yogya Approach replied ‘descend to two thousand five hundred initially’. The crew informed the investigation that they were conducting an Instrument Landing System (ILS) approach to runway 09, in visual meteorological conditions (VMC). However they did not inform Yogya Approach or Yogyakarta Tower that they were flying the 09 ILS approach. At 23:58:10, the aircraft overran the departure end of runway 09 at Yogyakarta Airport. The PIC reported that as the aircraft was about to leave the runway, he shut down both engines. The aircraft crossed a road, and impacted an embankment before stopping in a rice paddy field 252 meters from the threshold of runway 27 (departure end of runway 09). The aircraft was destroyed by the impact forces and an intense, fuel-fed, post impact fire. There were 119 survivors. One flight attendant and 20 passengers were fatally injured. One flight attendant and 11 passengers were seriously injured.

The aircraft was on a scheduled passenger flight from Soekarno-Hatta Airport, Jakarta to Juanda Airport, Surabaya, East Java. There were 155 persons on board, consist of 7 crew and 148 passengers. During the flight there was no abnormality declare by the flight crew. Weather condition at Surabaya was thunderstorm and rain, wind 240/7 knots with visibility 8,000 meters. The CVR revealed that there was conversation in the cockpit that was not related to the progress of the flight, the conversation was relating to the company fuel policy and training program until 2000 feet. The CVR did not reveal approach briefing and any checklist reading. On final approach of runway 28 passing 800 feet approach light insight and landing clearance was received. Prior to touchdown, control of the aircraft was transferred from co-pilot to PIC. The CVR recorded that the Ground Proximity Warning Systems (GPWS) warned “Sink Rate” and “Pull Up”. The right wheel track was found out of the runway for about 4 meter away and return to the runway. The aircraft stopped for about 100 meters from taxiway N3. After aircraft touched down, the fuselage aft of passenger seat row 16 was bended down. The passengers were panic. Flight attendants evacuated the passengers via all exits available and door slides were inflated. The two passengers were minor injured, and the aircraft suffered severe damage.

The aircraft was parked on the small apron at North Caicos Airport while the pilot went home to collect some personal items. One of the intended passengers saw the aircraft arrive. He remained in the vicinity until the pilot returned, and reported that the aircraft was unattended in the intervening time. When the pilot returned, four of the five passengers were gathered near the aircraft, and the last passenger arrived soon afterwards. The pilot, a local man well-known to the passengers, appeared to be his normal self and in good spirits. As most inter-island travel in the TCI is by air, the passengers were also familiar with the operator’s aircraft and used to travelling by air. Some had flown frequently on VQ-TIU. The pilot supervised embarkation and gave an emergency briefing. One passenger reported that the pilot made a mobile telephone call, which he presumed to be to Air Traffic Control (ATC) at Providenciales to notify them of the proposed flight. Prior to seating himself at the controls, the pilot told the passengers that they may expect some turbulence. The aircraft taxied onto the runway at its eastern end and along its length for a departure from Runway 08. It was about one hour after sunset and outside the airport’s normal operating hours, so there were no ATC personnel on duty. The runway lights were operated by the operator’s station manager. The aircraft took off at 1840 hrs. Soon after takeoff the aircraft was seen to start a turn to the right, which was consistent with its routing to Grand Turk, some 54 nm to the south-east. However, the aircraft reached a relatively large angle of bank and started to descend. The descent continued until it crashed with significant forward speed into an area of very shallow water. The aircraft broke up on impact, with the fuselage section coming to rest nearly inverted but comparatively intact. All those on board survived the impact sequence with varying degrees of injury. However, the pilot died before he could receive specialist medical treatment.

Following a normal takeoff acceleration on runway 13 at Pau-Pyrénées Airport, the pilot-in-command started the rotation when the aircraft immediately rolled to the left. Then it rolled to the right and to the left again, lost height, struck the ground and bounced. At a speed of about 160 knots, the crew reduced the engine power when the aircraft rolled to the right of the runway, struck the perimeter fence then collided with a truck driving along a road. Upon touchdown, both main landing gears were torn off and the aircraft slid on its belly before coming to rest in an open field located 535 metres past the runway end. All 54 occupants evacuated safely while the aircraft was damaged beyond repair. The truck's driver was killed while his colleague was seriously injured.

The aircraft was conducting an instrument approach to Runway 29 at Fort St. John, British Columbia, on a scheduled instrument flight rules flight from Grande Prairie, Alberta. At 1133 mountain standard time, the aircraft touched down 320 feet short of the runway, striking approach and runway threshold lights. The right main and nose landing gear collapsed and the aircraft came to rest on the right side of the runway, 380 feet from the threshold. There were no injuries to the 2 pilots and 10 passengers. At the time of the occurrence, runway visual range was fluctuating between 1800 and 2800 feet in snow and blowing snow, with winds gusting to 40 knots.