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  • B772, Tokyo Narita Japan, 2008 (Synopsis: On July 30 2008, a Boeing 777-200 being operated by Vietnam Airlines on a scheduled passenger flight landed at Narita in daylight and normal visibility and shortly afterwards experienced a right engine fire warning with the appropriate crew response following. Subsequently, after the aircraft had arrived at the parking stand and all passengers and crewmembers had left the aircraft, the right engine caught fire again and this fire was extinguished by the Airport RFFS who were already in attendance. There were no injuries and the aircraft sustained only minor damage.)
  • B773, Singapore, 2016 (Synopsis: On 27 June 2016, a Boeing 777-300ER powered by GE90-115B engines returned to Singapore when what was initially identified as a suspected right engine oil quantity indication problem evidenced other abnormal symptoms relating to the same engine. The engine caught fire on landing. The substantial fire was quickly contained and an emergency evacuation was not performed. The cause of the low oil quantity indication and the fire was a failure of the right engine Main Fuel Oil Heat Exchanger which had resulted in lubrication of the whole of the affected engine by a mix of jet fuel and oil.)
  • CONC, vicinity Paris Charles de Gaulle France, 2000 (Synopsis: On 25th July 2000, an Air France Concorde crashed shortly after take-off from Paris CDG following loss of control after debris from an explosive tyre failure between V1 and VR attributed to runway FOD ruptured a fuel tank and led to a fuel-fed fire which quickly resulted in loss of engine thrust and structural damage which made the aircraft impossible to fly. It was found that nothing the crew failed to do, including rejecting the take off after V1 could have prevented the loss of the aircraft and that they had been faced with entirely unforeseen circumstances.)
  • DC91 / B722, Detroit MI USA, 1990 (Synopsis: On 3 December 1990 a Douglas DC9-10 flight crew taxiing for departure at Detroit in thick fog got lost and ended up stopped to one side of an active runway where, shortly after reporting their position, their aircraft was hit by a departing Boeing 727-200 and destroyed by the impact and subsequent fire. The Investigation concluded that the DC9 crew had failed to communicate positional uncertainty quickly enough but that their difficulties had been compounded by deficiencies in both the standard of air traffic service and airport surface markings, signage and lighting undetected by safety regulator oversight.)
  • DH8A, en-route SSE of Madang, Papua New Guinea, 2011 (Synopsis: On 13 October 2011, the Captain of a Bombardier DHC8-100 manually flying a low power, steep descent in an attempt to get below cloud to be able to see the destination aerodrome inadvertently allowed the speed to increase sufficiently to trigger an overspeed warning. In response, the power levers were rapidly retarded and both propellers entered the ground range and oversped. As a result, one engine was damaged beyond use and the other could not be unfeathered. A forced landing was made following which the aircraft caught fire. All three crew members but only one of the 29 passengers survived.)
  • G115 / G115, near Porthcawl South Wales UK, 2009 (Synopsis: On 11 February 2009, the plots of two civil-registered Grob 115E Tutors being operated for the UK Royal Air Force (RAF) and both operating from RAF St Athan near Cardiff were conducting Air Experience Flights (AEF) for air cadet passengers whilst in the same uncontrolled airspace in day VMC and aware of the general presence of each other when they collided. The aircraft were destroyed and all occupants killed)
  • HUNT, manoeuvring, vicinity Shoreham UK, 2015 (Synopsis: On 22 August 2015 the pilot of a civil-operated Hawker Hunter carrying out a flying display sequence at Shoreham failed to complete a loop and partial roll manoeuvre and the aircraft crashed into road traffic unrelated to the airshow and exploded causing multiple third party fatalities and injuries. The Investigation found that the pilot had failed to enter the manoeuvre correctly and then failed to abandon it when it should have been evident that it could not be completed. It was concluded that the wider context for the accident was inadequate regulatory oversight of UK civil air display flying risk management.)
  • IL76, vicinity Karachi Pakistan, 2010 (Synopsis: On 27 November 2010, collateral damage to the wing of an IL-76 in the vicinity of an uncontained engine failure, which occurred soon after take-off from Karachi, led to fuel in that wing igniting. Descent from a maximum height of 600 feet occurred accompanied by a steadily increasing right bank. Just under a minute after take-off ground impact occurred and impact forces and fire destroyed the aircraft. The Investigation concluded that the engine failure was attributable to component fatigue in the LP compressor and that it would have been impossible for the crew to retain control.)
  • LJ60, Columbia SC USA, 2008 (Synopsis: On September 19 2008, a Learjet 60 departing Columbia SC USA on a non scheduled passenger overran after attempting a rejected take off from above V1 and then hit obstructions which led to its destruction by fire and the death or serious injury of all six occupants. The subsequent investigation found that the tyre failure which led to the rejected take off decision had been due to under inflation and had damaged a sensor which caused the thrust reversers to return to their stowed position after deployment with the unintended forward thrust contributing to the severity of the overrun.)
  • MA60, en route, west of Bima Indonesia, 2011 (Synopsis: On 12 December 2011, the crew of a Xian MA60 delayed their response to an engine fire warning until the existence of a fire had been confirmed by visual inspection and then failed to follow the memory engine shutdown drill properly so that fire continued for considerably longer than it should have. The Investigation found that an improperly tightened fuel line coupling which had been getting slowly but progressively worse during earlier flights had caused the fire. It was also concluded that the pilots' delay in responding to the fire had prolonged risk exposure and "jeopardised the safety of the flight".)
  • MD10, Fort Lauderdale FL USA, 2017 (Synopsis: On 28 October 2017 the left main landing gear of an MD10-10F that had just touched down at Fort Lauderdale collapsed which led to the aircraft departing the side of the runway and catching fire. The Investigation found that the collapse had occurred because of metal fatigue which had developed in the absence of protective plating on part of the leg assembly. The reason for this could not be determined but it was noted that had the aircraft operator’s component overhaul interval not been longer than the corresponding manufacturer recommendation then the collapse would probably not have occurred.)
  • MD82, Detroit MI USA, 1987 (Synopsis: On 16 August 1987, an MD-82 being operated by Northwest Airlines on a scheduled passenger flight from Detroit MI to Phoenix AZ failed to get properly airborne in day VMC and, after damaging impact with obstacles within the airport perimeter after climbing to a maximum height of just under 40 ft, impacted the ground causing the destruction of the aircraft by impact forces and a subsequent fire. All but one of the 157 occupants were killed with the single survivor suffering serious injury. On the ground, 2 people were killed, 2 more seriously injured and 4 more suffered minor injury with several buildings vehicles and structures damaged or destroyed.)