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  • B744, en-route NNW of Bangkok Thailand, 2008 (Synopsis: On 7 January 2008, a Boeing 747-400 being operated by Qantas on a scheduled passenger flight from London Heathrow to Bangkok was descending through FL100 about 13.5 nm NNW of destination in day VMC when indications of progressive electrical systems failure began to be annunciated. As the aircraft neared the end of the radar downwind leg, only the AC4 bus bar was providing AC power and the aircraft main battery was indicating discharge. A manual approach to a normal landing was subsequently accomplished and the aircraft taxied to the designated gate where passenger disembarkation took place. None of the 365 occupants, who included two heavy crew members who were present in the flight deck throughout the incident, had sustained any injury and the aircraft was undamaged.)
  • B752, en-route, Central Mauritania, 2010 (Synopsis: On 25 August 2010, a Boeing 757-200 being operated by UK airline Astraeus on a passenger flight from Freetown Sierra Leone to London Heathrow was in the cruise at night in IMC at FL370 when vibration levels on both engines increased. When the prescribed ice shedding drill was followed, one engine malfunctioned and vibration on the other remained abnormally high and so a MAYDAY was declared and a diversion to Nouakchott, Mauritania was made without further event. None of the 103 occupants were injured and there was no engine damage.)
  • B752, vicinity Keflavik Iceland, 2013 (Synopsis: On 26 February 2013, the crew of a Boeing 752 temporarily lost full control of their aircraft on a night auto-ILS approach at Keflavik when an un-commanded roll occurred during flap deployment after an earlier partial loss of normal hydraulic system pressure. The origin of the upset was found to have been a latent fatigue failure of a roll spoiler component, the effect of which had only become significant in the absence of normal hydraulic pressure and had been initially masked by autopilot authority until this was exceeded during flap deployment.)
  • B763, en-route, North West Thailand, 1991 (Synopsis: On 26 May 1991, a Lauda Air Boeing 767-300 experienced an un-commanded deployment of a thrust reverser climbing out of Bangkok which quickly led to a terminal loss of control and subsequent ground impact which destroyed the aircraft. The cause of the PW4000 thrust reverser fault was not established but it was noted that certification requirements included the ability to continue flight under any possible thrust reverser position and that there had been no pilot training requirement for, or awareness of, the essential response which would have required full aileron and rudder corrective action within 4 to 6 seconds.)
  • DH8B, en route, southwest of Windsor Locks CT USA, 2015 (Synopsis: On 5 June 2015, a DHC8-200 descending towards Bradley experienced an in-flight fire which originated at a windshield terminal block. Attempts to extinguish the fire were unsuccessful with the electrical power still selected to the circuit. However, the fire eventually stopped and only smoke remained. An emergency evacuation was carried out after landing. The Investigation was unable to establish the way in which the malfunction that caused the fire arose but noted the continuing occurrence of similar events on the aircraft type and five Safety Recommendations were made to Bombardier to address the continuing risk.)
  • DH8D, Bournemouth UK, 2010 (Synopsis: On 30 November 2010, a Bombardier DHC8-400 being operated by Flybe on a scheduled passenger flight from an unrecorded origin to Southampton was unable to select any trailing edge flaps when preparing for the intended landing at destination. The night non precision approach in VMC was discontinued and a diversion was made to Bournemouth where a longer runway with an ILS procedure was available for the necessary flapless landing and during the subsequent touchdown, a tail strike occurred. None of the 73 occupants were injured and damage to the aircraft was minor.)