Airport (less than 10 km from airport)

On 2nd June, 2012 at 1828hrs Allied Air Ltd Flight DHV 111, a Boeing 727-221 Cargo aircraft, Registration: 5N-BJN, departed Murtala Muhammed International Airport, Ikeja, Lagos-Nigeria to Kotoka International Airport, estimating Accra, Ghana at 1904hrs, en-route to Abidjan. While taxiing for take-off, the Flight Engineer observed that the CSD amber light (caution) had illuminated on the panel. With the Captain’s permission, it was disconnected. The flight was cleared Flight Level 240 and to maintain by Accra Area Control on 130.9MHz. The Flight was operating under Instrument Flight Rules (IFR) conditions and the flight was turbulent, the aircraft was cruising at a speed of 280kts which is the recommended turbulence speed. On the descent into Accra, the aircraft was cleared by Accra Approach on 119.5MHz initially to Flight Level 50 and later cleared to 2000ft. It was again instructed to climb to 3000ft due to high ground. On arrival at Accra, the Captain flew an Instrument Landing System (ILS) coupled approach, until he saw the runway. He then disconnected the autopilot at 500ft and manually flew the aircraft. After disconnecting the auto-pilot, he came into heavy IMC conditions in rain. The aircraft experienced an unstable approach at a high speed of 167kts and landed with a wind of 050/15kts at 154 kts and about 5807 ft from Runway 21 in nil visibility. The crew deployed thrust reversers and applied the normal brakes as well as the emergency pneumatic brakes but these actions were ineffective to stop the aircraft. Normally deploying the thrust reversers or applying the brakes would bring the nose wheel down. However, the nose gear was kept up. The speed brakes were not deployed. The crew reported seeing red lights rushing towards them soon after the main wheels touched the ground for the landing run. The aircraft nose gear never touched the ground until the aircraft went over the fence wall. A Lufthansa Flight DLH 566 operated on behalf of Lufthansa (LH) by Private Air which had landed earlier at 1902hrs reported a wind of 050/15kts and visibility of 3800m in rain. From the 2nd intersection where DLH 566 had stopped, ready to backtrack Runway 21, the crew observed Allied Air appeared to have landed at very high speed when the aircraft went past and could not determine whether the aircraft was taking off. A Lufthansa ground engineer who was waiting at the intersection to receive DLH 566 indicated the approximate touchdown point of DHV 111. Both the controller at the Tower and the Marshaller in the “follow me” vehicle waiting at the 1st Intersection saw Allied Air land between the 1st and 2nd intersections. The FDR indicated that the aircraft landed 4000 ft to the end of Runway 21. The full length of Runway 21 is 3403 m (11,162ft for take-off) but available for landing is 2990 m (9,807 ft). The FDR readout showed that the aircraft landed at 150 kts, and at 1.6 G, 5807 ft from the beginning of Runway 21 and 4000ft from the threshold of the Runway 03. The runway surface condition for braking as described by DLH crew was good. Shortly after Turkish Airline (THY 629) had landed, DLH 566 also landed followed by DHV 111. The aircraft over-run the runway and destroyed the Threshold Lights and the Approach lights on Runway 03. It knocked out the ILS Localizer transmitter structure and mounts, broke through the airport perimeter wall. The aircraft crossed Giffard Road, collided with a passenger mini bus killing all ten (10) persons on board. It uprooted a tree by the road side before finally coming to a stop at an open space near El-Wak Sport Stadium. The Emergency Locator Transmitter (ELT) was triggered by the impact. The right side of a taxi cab on the road was grazed by flying debris from the localizer transmitter structures carried along by the right wing of the aircraft. The leading edge of the wing was extensively damaged. The aircraft came to a rest outside the airport perimeter wall 1171 ft (350m) from the Threshold of Runway 03, heading 215° southwest, coordinates 05 35 13.67N 000o 10 29.20W. The four (4) crew members sustained minor injuries. The aircraft and the mini bus were all destroyed. At 1910hrs, RFFS was alerted by the Tower Controller through the crash alarm bell. It took 9 minutes for the firemen to get to the crash site. The Airport was closed for 45minutes during which runway inspection was carried out. No pool of water was found anywhere on the runway. Approximately one hour after the aircraft had over-run the runway, the Airport was re-opened to traffic. Other airlines including KLM and British Airways, landed. Even though the Technical Log Book had no records of deferred defect, the Captain in an interview said the windshield wipers where switched on during the landing phase but were unable to clear the rain. It was observed during the investigation that the windshield wipers were rather ¾ switched on.

The approach to Pontianak was unstable and really difficult due to turbulence and poor weather conditions (heavy rain falls). The aircraft landed on wet runway 15 and skidded. It eventually veered off runway to the left and went through a muddy field. The nose gear was torn off while both main gears sank, leaving both engines on the ground. While all 163 occupants were evacuated safely, the aircraft was damaged beyond repair. At the time of the accident, weather conditions were as follow: wind from 230 at 22 knots, visibility 600 metres, few clouds at 900 feet, broken at 700 feet, CB's above the terrain and turbulences.

The single engine aircraft departed Lézignan-Corbières Airport at 1650LT with a pilot and several skydivers on board. At 10,500 feet, all skydivers jumped out and the pilot reduced his altitude to return to his base. On final approach to runway 08, at a height of 700 feet and at a speed of 90 knots, the pilot slightly increased the engine power to maintain the glide and then reduced again the power. At this time, the engine stopped and the propeller auto-feathered. Unable to reach the runway, the pilot attempted an emergency landing in a vineyard located some 800 meters short of runway 08, to the right of its extended centerline. While the pilot was uninjured, the aircraft was damaged beyond repair.

The aircraft was engaged in a training exercise at Čáslav AFB, carrying 14 Russian soldiers and 9 Czech soldiers. Upon landing in a nose-down attitude, the aircraft bounced twice. The nose gear collapsed and the aircraft skidded on runway. Unable to stop within the remaining distance, the aircraft overran and came to rest in an open field, broken in two and bursting into flames. Seven occupants were injured, among them two seriously. The aircraft was partially destroyed by fire.

The pilots reported that the cargo airplane was about 60 pounds over its maximum takeoff weight. Because their taxi to the assigned runway was long, they decided to reduce weight by using higher-than-normal engine power settings to burn fuel before takeoff while using the wheel brakes to control the airplane’s speed while taxiing. During the taxi, a fire ignited in the right wheel housing. The pilots brought the airplane to a stop on the taxiway, evacuated, and attempted to extinguish the fire with two handheld fire extinguishers. Airport firefighting personnel arrived on scene and extinguished the fire using foam suppressant. Although the fire damage was extensive, postaccident examination of the airplane did not show evidence of mechanical malfunctions or failures with the wheel and brake system that could have caused the fire. The right and left main landing gear tires deflated when the fusible plugs in the wheels blew due to overheating. The fusible plugs are designed to “fail” if the wheels overheat, and those plugs functioned as designed. The pilots stated that they had been trained to not ride the brakes while taxiing. However, the captain stated that he did not realize that he was in danger of blowing the tires much less causing a fire, otherwise he would not have attempted to bum off excess fuel while taxiing.

On final approach to Jomsom Airport runway 06, the crew lowered the landing gear when they noticed a technical issue. On short final, the captain decided to initiate a go-around procedure and to divert to Pokhara. He made a sharp U-turn to the left at a speed of 73 knots when the left wing impacted a rocky hill located 270 meters above the runway 24 threshold. The aircraft stalled and crashed on the slope of the hill and was destroyed by impact forces. The stewardess and five passengers were seriously injured while all 15 other occupants, among them both pilots, were killed.

It was reported that the aircraft had taken-off from Juba for Yambio, Sothern Sudan with two crew members and nine passengers onboard. The flight was uneventful up to and until after touchdown, twenty metres after the threshold of runway 03, when it was noted that the aircraft steadily veered to the left. Efforts by the captain to prompt the pilot flying and intercession by taking control of the aircraft and initiating the necessary corrective measures by applying full right rudder yielded no positive results. The aircraft left wheel entered the trench at high speed, causing the aircraft to flip over and crash 200metrs from threshold of runway 03 and came rest in an inverted position. All persons exited safely on their own, except two passengers who were assisted by the captain to disembark. The captain used the portable fire extinguisher to put off the fire that flickered in the engine compartment. The flying pilot sustained injuries on his right foot, while the other passengers were reported to have hard minor injuries. The prevailing weather at the time of occurrence was reported as CAVOK (clear sky, and visibility better than 10Km) with calm North Easterly winds (030/05).

On 1 May 2012, aircraft TC-OAG, an Airbus A300-605R was performing a commercial flight for Saudi Arabian Airlines (SVA) as SVA2865. SVA 2865 departed from Prince Mohammed Bin Abdulaziz International Airport (PMAI) Madinah at 08h50 en-route to the King Abdulaziz International Airport (KAIA) Jeddah, Kingdom of Saudi Arabia. SVA 2865 was on a positioning flight with 10 crew members and no passengers. No discrepancies were noted on this aircraft prior to departure from Madinah. The visibility at Jeddah was good with a few clouds present. During the initial ILS approach to runway 16 Right (16R), while at 8 nautical miles (nm) and 2600 feet (ft), the landing gear handle was lowered. Both main landing gear extended and locked down and, the nose gear doors opened but the nose landing gear did not lower. The Captain who was then the Pilot Monitoring (PM) took over the controls and carried out a missed approach. The First Officer (FO) became the Pilot Monitoring (PM). SVA 2865 was then given an area to the northeast of Jeddah to carry out attempts at lowering the nose gear. The flight crew attempted to manually free fall the nose landing gear at least ten (10) times. The nose landing gear would not lower into the locked position, but the nose gear doors remained open during all those attempts. As a precautionary measure, SVA 2865 performed a fly-by of runway 16R at 500 ft. The air traffic controller confirmed that the nose landing gear (NLG) was not down. SVA 2865 was vectored over the Red Sea to lower the fuel load, thus reducing the landing weight. During this period, the Fire & Rescue Services (FRS) at Jeddah foamed a portion of runway 16 Left (16L) between taxiway Kilo 5 (K5) and K2. The majority of the FRS vehicles were standing by at the junction of taxiways K4 and K3. SVA 2865 was vectored for an instrument approach for Runway 16L. The Auto Pilot and the Auto Throttle Systems were OFF. The surface winds were from 220° at 12 knots (kt), gusting to 19 kt and the temperature was + 37 Celsius (°C). The flight crew used the "Landing with Nose Landing Gear Abnormal" checklist ensuring the aircraft was properly prepared and configured for the approach, the before landing, the flare and the touchdown sequences, including when the aircraft stopped and the necessary procedures to secure the aircraft before evacuation. The aircraft landed on its main landing gear 4000 ft past the threshold of runway 16L. The nose of the aircraft was slowly lowered to the runway with the nose landing gear doors touching the runway within the foamed area 4500 ft from the end of runway 16L. The front of the fuselage then touched the runway within the last portion of foam, 3500 ft from the end of runway 16L. The nose area of the aircraft slid on the runway, where sparks were present until the aircraft came to a full stop 1500 ft prior to the end of runway 16L. As soon as the aircraft passed by the position of the FRS vehicles, the FRS vehicles gave chase to the aircraft and reached it within 30 seconds after it came to a full stop. Although there was no post-crash fire, the FRS personnel applied water and foam to the nose area of the aircraft. All of the crew members were evacuated from the aircraft by ladder provided by the FRS. The crew was taken to the airport clinic as a precautionary measure. All were released the same day. The accident occurred at 14h49 on runway 16L at the KAIA - Jeddah, Kingdom of Saudi Arabia.

After landing at Dhaka-Hazrat Shahjalal Airport, the twin engine aircraft deviated to the right and veered off runway. It collided with an embankment, lost its undercarriage and came to rest against a concrete wall. All 15 occupants were rescued, among them two passengers were slightly injured.

Following an uneventful flight from Hargeisa, the crew started the descent to Galkayo-Abdullahi Yusuf Airport runway 05L. On short final, at a height of about 5-7 feet, the captain spotted an animal crossing the runway from left to right. He attempted to extend the flare in order to avoid a collision but the aircraft subsequently touched down hard and bounced several times. Out of control, it veered off runway and came to rest with both wings partially detached. All 36 occupants evacuated safely while the aircraft was damaged beyond repair.