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  • AS32 / B734, Aberdeen UK, 2000 (Synopsis: For reasons that were not established, a Super Puma helicopter being air tested and in the hover at about 30 feet agl near the active runway at Aberdeen assumed that the departure clearance given by GND was a take off clearance and moved into the hover over the opposite end of the runway at the same time as a Boeing 737 was taking off. The 737 saw the helicopter ahead and made a high speed rejected take off, stopping approximately 100 metres before reaching the position of the helicopter which had by then moved off the runway still hovering.)
  • AS50 / PA32, en-route, Hudson River NJ USA, 2009 (Synopsis: On August 8, 2009 a privately operated PA32 and a Eurocopter AS350BA helicopter being operated by Liberty Helicopters on a public transport sightseeing flight collided in VMC over the Hudson River near Hoboken, New Jersey whilst both operating under VFR. The three occupants of the PA32, which was en route from Wings Field PA to Ocean City NJ, and the six occupants of the helicopter, which had just left the West 30th Street Heliport, were killed and both aircraft received substantially damaged.)
  • AS50, en-route, Hawaii USA, 2005 (Synopsis: On 23 September 2005, an AS350 helicopter, operated by Heli USA Airways, crashed into the sea off Hawaii following loss of control associated with flight into adverse weather conditions.)
  • AT43, vicinity Glasgow, UK 2012 (Synopsis: On 22 February 2012, the crew of an ATR 42 making a radar-vectored ILS approach to runway 23 at Glasgow at night allowed the airspeed of the aircraft to reduce and a stall warning followed. Corrective action then led to an overspeed and further corrective action almost led to a second stall warning. The Investigation concluded that SOPs were not followed, monitoring was ineffective and crew cooperation during recovery was poor. It was considered that crew performance may have been affected by inadequate rest prior to a night flying duty period.)
  • AT43, vicinity Oksibil Papua Indonesia, 2015 (Synopsis: On 26 August 2015, contact was lost with an ATR 42-300 making a descent to Oksibil supposedly using detailed Company-provided visual approach guidance over mountainous terrain. Its burnt out wreckage was subsequently located 10 nm from the airport at 4,300 feet aal. The Investigation found that the prescribed guidance had not been followed and that the Captain had been in the habit of disabling the EGPWS to prelude nuisance activations. It was concluded that a number of safety issues identified collectively indicated that the organisational oversight of the aircraft operator by the regulator was ineffective.)
  • AT72 / B732, vicinity Queenstown New Zealand, 1999 (Synopsis: On 26 July 1999, an ATR 72-200 being operated by Mount Cook Airlines on a scheduled passenger flight from Christchurch to Queenstown entered the destination CTR without the required ATC clearance after earlier cancelling IFR and in marginal day VMC due to snow showers, separation was then lost against a Boeing 737-200 being operated IFR by Air New Zealand on a scheduled passenger flight from Auckland to Queenstown which was manoeuvring visually (circling) after making an offset VOR/DME approach in accordance with a valid ATC clearance.)
  • AT72, Mumbai India, 2009 (Synopsis: On 10 November 2010, a Kingfisher Airlines ATR 72-200 made an excessively steep and unstabilised tailwind approach in light rain to runway 27 at Mumbai in visual daylight conditions. After touching down late, the aircraft was steered off the side of the runway when it became obvious that an overrun would otherwise occur. The Investigation found that ATC had failed to advise of water patches on the runway and aquaplaning had occurred. It also found that without aquaplaning, the available distance from the actual touchdown point would have been sufficient to stop the aircraft in.)
  • AT75, vicinity Magong Taiwan, 2014 (Synopsis: On 23 July 2014, a TransAsia Airways ATR 72-500 crashed into terrain shortly after commencing a go around from a VOR approach at its destination in day IMC in which the aircraft had been flown significantly below the MDA without visual reference. The aircraft was destroyed and48 of the 58 occupants were killed. The Investigation found that the accident was entirely attributable to the actions of the crew and that it had occurred in a context of a systemic absence of effective risk management at the Operator which had not been adequately addressed by the Safety Regulator.)
  • B190, Blue River BC Canada, 2012 (Synopsis: On 17 March 2012, the Captain of a Beech 1900C operating a revenue passenger flight lost control of the aircraft during landing on the 18metre wide runway at destination after an unstabilised day visual approach and the aircraft veered off it into deep snow. The Investigation found that the Operator had not specified any stable approach criteria and was not required to do so. It was also noted that VFR minima had been violated and, noting a fatal accident at the same aerodrome five months previously, concluded that the Operators risk assessment and risk management processes were systemically deficient.)
  • B190, vicinity Charlotte NC USA, 2003 (Synopsis: On 8 January 2003, a B190, operated by Air Midwest, crashed shortly after take off from Charlotte, NC, USA, following loss of pitch control during takeoff. The accident was attributed to incorrect rigging of the elevator control system compounded by the airplane being outside load and balance limitations.)
  • B712, en-route, Union Star MO USA, 2005 (Synopsis: On 12 May 2005, a Boeing 717 crew climbed in night IMC without selecting the appropriate anti-icing systems on and as a result lost control. The non-standard crew response led to an eight minute period of pitch excursions which occurred over a 13,000 feet height band at recorded ground speeds between 290 and 552 knots prior to eventual recovery and included a split in control columns some two minutes into the upset. The Investigation concluded that the aircraft had been fully serviceable with all deviations from normal flight initiated or exacerbated by the control inputs of the flight crew.)
  • B722, Cotonou Benin, 2003 (Synopsis: On 25 December 2003, a Boeing 727-200 being operated by UTA (Guinea) on a scheduled passenger flight from Cotonou to Beirut with a planned stopover at Kufra, Libya, failed to get properly airborne in day VMC from the 2400 metre departure runway and hit a small building 2.45 metres high situated on the extended centreline 118 metres beyond the end of the runway. The right main landing gear broke off and ripped off a part of the trailing edge flaps on the right wing. The airplane then banked slightly to the right and crashed onto the beach where it broke into several pieces and ended up in the sea where the depth of water varied between three and ten metres. Of the estimated 163 occupants, 141 were killed and the remainder seriously injured.)
  • 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.)