Scheduled Revenue Flight

Following an uneventful flight from San José-Tobías Bolaños Airport, the crew started the descent to Tamarindo Airport runway 07. On short final, at a height of about 500 feet, control was lost and the aircraft crashed in a wooded area located 2 km short of runway. All eight occupants were injured while the aircraft was destroyed.

The aircraft with call sign OSL 1 145 which departed Abuja at 1225 hrs UTC (1.25 pm local time) with endurance of 2 hours 40 minutes was on a scheduled passenger flight enroute Port Harcourt with 110 Persons on Board (103 Passengers and 7 Crew) and the flight continued normally. At 1241 hours UTC, the aircraft cruising at FL240 (24,000ft) Above Sea Level (ASL) got in contact with Port Harcourt Approach Control. The Approach control gave the OSL 1145 in - bound clearance to expect no delay on ILS Approach to runway 21, QNH of 1008 and temperature of 33° C. At about 1242 hours UTC (1.42pm local), the Approach controller passed the 1230 hours UTC weather report to the aircraft as follows: Wind - 260° /02kts Visibility - 12km Weather - Nil Cloud - BKN 420m, few CB (N-SE) at 690m QNH - 1008HPA Temperature - 33° C. About 1250 hours UTC (1.50 pm local), the aircraft, which was 90 nautical miles to the station, contacted Approach Control for initial descent clearance and was cleared down to FL 160. The aircraft continued its descent until about 1300 hours UTC (2.00 pm local) when the crew asked Approach Control whether it was raining over the station to which the controller reported negative rain but scattered CB and the crew acknowledged. At 1304 hours UTC, the crew reported established on the glide and the localizer at 8 nautical miles to touch down. Then the Approach controller informed the aircraft of precipitation approaching the station from the direction of runway 21 and passed the aircraft to Tower for landing instructions. At 1305 hours UTC, the aircraft contacted Tower and reported established on glide and localizer at 6 nautical miles to touch down. The controller then cleared the airplane to land on runway 21 but to exercise caution as the runway surface was slightly wet and the pilot acknowledged. At about 1308 hours UTC, the aircraft made impact with the grass strip between runway 21 and taxiway i.e. 70m to the left of the runway edge, and 540m from the runway 21 threshold. At about 60m from the first impact, the aircraft tail section impacted heavily with a concrete drainage culvert. The airplane then disintegrated and caught fire along its path spanning over 790m. The cockpit section and the forward fuselage were found at about 330m from the rest of the wreckage further down on the taxiway creating a total wreckage trail of 1 120m. Fire and rescue operations were carried out after which 7 survivors and 103 bodies were recovered. Five of the survivors died later in the hospital. The accident occurred in `Instrument Meteorological Conditions' (IMC) during the day.

For unknown reasons, the aircraft struck the right side of the runway while landing at Ratanakiri Airport. Upon impact, the right main gear collapsed and out of control, the aircraft veered off runway and came to rest. All 65 occupants escaped uninjured while the aircraft was damaged beyond repair.

Following an uneventful flight from Manila, the crew started the approach to Catarman Airport. Weather conditions were marginal and the runway was wet due to rain falls. After landing on runway 04/22 which is 1,350 metres long, the aircraft was unable to stop within the remaining distance. It overran and came to rest in a paddy field. All 38 occupants evacuated safely while the aircraft was damaged beyond economical repair. Aquaplaning may be a factor.

Upon landing at Yuzhno-Sakhalinsk Airport, the nose gear collapsed and punctured the ground floor just behind the cockpit. The aircraft came to rest on the main runway following a course of few dozen metres. All occupants escaped uninjured while the aircraft was damaged beyond repair.

The accident was reported to erstwhile Accident Investigation and Prevention Bureau (AIPB) now Accident Investigation Bureau (AIB) on Saturday 22nd of October, 2005. The site of the wreckage was located on the 23rd of October, 2005 and investigation began the same day. On October 22, 2005, at 2040 hrs, Bellview Airlines (BLV) Flight 210, a Boeing B737-200, 5N-BFN, crashed while climbing to cruise altitude shortly after take-off from Murtala Muhammed Airport, Lagos (LOS). The flight was operating under the provisions of the Nigerian Civil Aviation Authority (NCAA) Air Navigation Regulations (ANRs) as a scheduled domestic passenger flight from LOS to Abuja International Airport (ABV). The flight departed LOS for ABV at 2035 hrs, with 2 pilots, 1 licensed engineer, 3 flight attendants, and 111 passengers on board. The airplane entered a descent and impacted open terrain at Lisa Village, Ogun State. All 117 persons were killed and the airplane was destroyed by impact forces and fire. Instrument meteorological conditions prevailed. The airplane was operated on an Instrument Flight Rule (IFR) plan. The accident occurred on the final leg of a one-day round trip from Abuja to Abidjan with intermediate stops at Lagos and Accra for both the outbound and inbound segments. The trip through the second stop at Accra (the fourth leg) was reported without incident. On the fifth leg, during the taxi for takeoff at Accra, the pilot and the engineer discussed the low pressure reading of 650 psi in the brake accumulator system according to the pilot that flew the aircraft from Accra to Lagos. Normal accumulator brake pressure is 1000 psi. The captain continued the flight to the destination, LOS, without incident, where the discrepancy was logged. The engineer briefed the maintenance crew about the low pressure reading. The crew consisted of two Licensed Aircraft Engineers (LAEs) and the outbound engineer for Flight 210. LAEs and engineer on riding coverage worked together to troubleshoot the brake system, which included verifying the pressure reading with the pressure gauge from another Boeing 737 (5N-BFM) in the fleet. It was determined that the source of the low pressure was due to a faulty brake accumulator. On checking the Minimum Equipment List (MEL), the maintenance engineers decided that the aircraft could be released for operation with the fault. Before Flight 210 departed, the captain discussed en-route weather with another pilot who had just completed a flight from Port Harcourt to Lagos. The other pilot informed the accident captain of a squall line in the vicinity of Benin. The accident captain indicated that he experienced the same weather condition on his previous flight from Abuja to Lagos. The chronology of the flight was determined from the transcript of the recorded radio communications between Air Traffic Control and Flight 210 and post accident interviews of air traffic personnel. According to the transcript, the pilot of Flight 210 contacted the tower at 1917:02 UTC and requested for startup and clearance was given. The controller gave him the temperature and QNH, which were 27 degrees Centigrade and 1010 millibars respectively. At 1924:08 UTC, the Pilot requested and got approval for taxi to Runway 18L. At 1927 UTC, the tower requested for Persons on Board (POB), endurance and registration. In response, the pilot indicated the number of persons on board as 114 minus 6 crew, fuel endurance as 3 hours and 50 minutes and registration 5N-BFN. The tower acknowledged the information and issued the route clearance via Airway UR778, Flight Level 250, with a right turn-out on course. The pilot read back the clearance and the controller acknowledged and instructed the pilot to report when ready for takeoff. At 1927:55 UTC, the pilot requested “can we have a left turn out please?” and soon afterwards his request was granted by the controller. At 1928:08 UTC, the tower cleared BLV 210 as follows: "BLV 210 RUNWAY HEADING 3500FT LEFT TURN ON COURSE" At 1928;12 UTC, BLV 210 replied "3500FT LEFT TURN ON COURSE 210". 1928:47 UTC, the pilot reported ready for takeoff, and after given the wind condition as 270 degrees at 7 knots the controller cleared Flight 210 for departure at 1928:50 UTC. The pilot acknowledged the clearance, and at 1929:14 UTC requested “And correction, Bellview 210, please we will take a right turn out. We just had a sweep around the weather and right turn out will be okay for us.” The controller responded “right turn after departure, right turn on course” and the pilot acknowledged. According to the transcript, at 1931:52 UTC, the controller reported Flight 210 as airborne and instructed the pilot to contact LOS Approach Control. During the post-crash interview, the controller indicated he saw the airplane turn right, but was unable to determine its attitude due to darkness. He indicated the airplane sounded and appeared normal. At 1932:22 UTC, the pilot made initial contact with Approach Control and reported “Approach, Bellview 210 is with you on a right turn coming out of 1600 (feet)”. The Approach Control replied “report again passing one three zero.” The pilot acknowledged at 1932:35 UTC, and that was the last known transmission from the flight. According to the transcript, the controller attempted to regain contact with the flight at 19:43:46 UTC. Repeated attempts were unsuccessful. Emergency alert was then sent out to relevant agencies including the National Emergency Management Agency (NEMA) for search and rescue operations to commence. The airplane struck the ground on flat terrain in a relatively open and wooded area, 14NM north of the airport (6˚ 48’ 43” N and 3˚ 18’ 19” E).

While cruising at an altitude of 130 metres, the engine failed. The crew elected to make an emergency landing in the tundra near Labozhkoe, 47 km west from Naryan-Mar, when the aircraft impacted trees and crashed in a wooded area. A passenger was injured while all other occupants escaped unhurt. The aircraft was written off.

Following an uneventful flight from Calcutta, the aircraft landed at Mumbai-Chhatrapati Shivaji Airport runway 27. Unable to stop within the remaining distance, the aircraft overran and came to rest few dozen metres further. All 117 occupants evacuated safely while the aircraft was damaged beyond repair.

The approach and landing at Mae Sot Airport were completed in rainy conditions. After touchdown, the aircraft was unable to stop within the remaining distance, collided with a fence and came to rest. All 28 occupants evacuated safely while the aircraft was damaged beyond repair.

The crew started the descent to Kinshasa when the aircraft crashed in unknown circumstances in the region of Boulankio, about 50 km north of Brazzaville. All 13 occupants were killed.