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  • B732, Pekanbaru Indonesia, 2002 (Synopsis: On 14 January 2002, a Boeing 737-200, operated by Lion Air, attempted to complete a daylight take off from Pekanbaru, Indonesia without flaps set after a failure to complete the before take off checks. The rejected take off was not initiated promptly and the aircraft overran the runway. The take off configuration warning failed to sound because the associated circuit breaker was so worn that it had previously auto-tripped and this had not been noticed.)
  • B732, vicinity Washington National DC USA, 1982 (Synopsis: On 13 January 1982, an Air Florida Boeing 737-200 took off in daylight from runway 36 at Washington National in moderate snow but then stalled before hitting a bridge and vehicles and continuing into the river below after just one minute of flight killing most of the occupants and some people on the ground. The accident was attributed entirely to a combination of the actions and inactions of the crew in relation to the prevailing adverse weather conditions and, crucially, to the failure to select engine anti ice on which led to over reading of actual engine thrust.)
  • B733, Tabing Padang Indonesia, 2012 (Synopsis: On 13 October 2012, the crew of a Boeing 737-300 destined for the new Padang airport at Minangkabau inadvertently landed their aircraft on runway 34 at the old Padang Airport at Tabing which has a similarly-aligned runway. The Investigation found that the Captain disregarded ILS indications for the correct approach after visually acquiring the similarly aligned runway when the correct runway was not also in sight. Since the chosen runway was some 6 miles ahead of the intended one, a high descent rate achieved through sideslip, followed with this unstable approach, continued to an otherwise uneventful landing.)
  • B733, vicinity Belfast Aldergrove UK, 2006 (Synopsis: On 18 July 2006, a Boeing 737-300 being operated by a Spanish Airline commenced a daylight non precision approach with a 12 degree offset FAT towards Belfast Aldergrove but then made an unstable descent to 200 feet agl towards an unlicensed runway at a different airport before being told by ATC radar to go around. A further also unstable approach to the correct airport/runway followed. The Investigation noted that there were multiple cues indicating that an approach to the wrong airport was being made and was not able to establish any reason why two successive unstable approaches were not discontinued)
  • B734, Lahore Pakistan, 2015 (Synopsis: On 3 November 2015, a Boeing 737-400 continued an unstabilised day approach to Lahore. When only the First Officer could see the runway at MDA, he took over from the Captain but the Captain took it back when subsequently sighting it. Finally, the First Officer took over again and landed after recognising that the aircraft was inappropriately positioned. Both main gear assemblies collapsed as the aircraft veered off the runway. The Investigation attributed the first collapse to the likely effect of excessive shimmy damper play and the second collapse to the effects of the first aggravated by leaving the runway.)
  • B734, Yogyakarta Indonesia, 2007 (Synopsis: On 7 March 2007, a Boeing 737-400 being operated by Garuda landed on a scheduled passenger flight from Jakarta to Yogyakarta overran the end of the destination runway at speed in normal daylight visibility after a late and high speed landing attempt ending up 252 metres beyond the end of the runway surface in a rice paddy field. There was a severe and prolonged fire which destroyed the aircraft (see the illustration below taken from the Investigation Report) and 21 of the 140 occupants were killed, 12 seriously injured, 100 suffered minor injuries and 7 were uninjured.)
  • B734, en-route, Daventry UK, 1995 (Synopsis: On 23 February 1995, a British Midland Boeing 737-400 made an emergency landing at Luton airport UK after losing most of the oil from both engines during initial climb out from East Midlands airport UK, attributed to failures in the quality of maintenance work and procedures during routine inspections of both engines prior to the flight.)
  • B735, vicinity Perm Russian Federation, 2008 (Synopsis: On September 13 2008, at night and in good visual conditions*, a Boeing 737-500 operated by Aeroflot-Nord executed an unstabilised approach to Runway 21 at Bolshoye Savino Airport (Perm) which subsequently resulted in loss of control and terrain impact.)
  • B737 / B737, vicinity Geneva Switzerland, 2006 (Synopsis: On 11 May 2006, B737-700 taking off from Geneva came into close proximity with a Boeing Business Jet (BBJ) on a non revenue positioning flight which had commenced a go around from the same runway following an unstabilised approach. The Investigation attributed the conflict to the decision of ATC to give take off clearance to the departing aircraft when the approach of the inbound aircraft could have been seen as highly likely to result is a go around which would lead to proximity with the slower departing aircraft.)
  • B737 en-route, Glen Innes NSW Australia, 2007 (Synopsis: On 17 November 2007 a Boeing 737-700 made an emergency descent after the air conditioning and pressurisation system failed in the climb out of Coolangatta at FL318 due to loss of all bleed air. A diversion to Brisbane followed. The Investigation found that the first bleed supply had failed at low speed on take off but that continued take off had been continued contrary to SOP. It was also found that the actions taken by the crew in response to the fault after completing the take off had also been also contrary to those prescribed.)
  • B737, Chicago Midway USA, 2005 (Synopsis: On 8 December 2005, a delay in deploying the thrust reversers after a Boeing 737-700 touchdown at night on the slippery surface of the 1176 metre-long runway at Chicago Midway with a significant tailwind component led to it running off the end, subsequently departing the airport perimeter and hitting a car before coming to a stop. The Investigation concluded that pilots’ lack of familiarity with the autobrake system on the new 737 variant had distracted them from promptly deploying the reversers and that inadequate pilot training provision and the ATC failure to provide adequate braking action information had contributed.)
  • B737, manoeuvring, west of Norwich UK 2009 (Synopsis: On 12 January 2009, the flight crew of an Easyjet Boeing 737-700 on an airworthiness function flight out of Southend lost control of the aircraft during a planned system test. Controlled flight was only regained after an altitude loss of over 9000 ft, during which various exceedences of the AFM Flight Envelope occurred. The subsequent investigation found that the Aircraft Operators procedures for such flights were systemically flawed.)