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• A310, Irkutsk Russia, 2006 (RE HF FIRE AW) (On 8 July 2006, S7 Airlines A310 overran the runway on landing at Irkutsk at high speed and was destroyed after the Captain mismanaged the thrust levers whilst attempting to apply reverse only on one engine because the flight was being conducted with one reverser inoperative. The Investigation noted that the aircraft had been despatched on the accident flight with the left engine thrust reverser de-activated as permitted under the MEL but also that the previous two flights had been carried out with a deactivated right engine thrust reverser.)
• A310, Khartoum Sudan, 2008 (RE HF FIRE AW) (On 10 June 2008, a Sudan Airways Airbus A310 made a late night touchdown at Khartoum and the actions of the experienced crew were subsequently unable to stop the aircraft, which was in service with one thrust reverser inoperative and locked out, on the wet runway. The aircraft stopped essentially intact some 215 metres beyond the runway end after overrunning on smooth ground but a fuel-fed fire then took hold which impeded evacuation and eventually destroyed the aircraft.)
• A320, Cochin India, 2011 (RE HF) (On 29 August 2011, a Gulf Air Airbus A320 deviated from the extended centreline of the landing runway below 200 feet aal but continued to a night touchdown which occurred on the edge of the 3400 metre runway and was followed by exit from the side onto soft ground before eventually coming to a stop adjacent to the runway about a third of the way along it. The subsequent investigation attributed the event to poor crew performance.)
• A320, Varadero Cuba, 2010 (RE HF) (On 31 January 2010, an Airbus A320-200 being operated by the Canadian Airline Skyservice on a passenger flight from Toronto Canada to Varadero Cuba made a procedural night ILS approach to destination in heavy rain and, soon after touchdown on a flooded runway, drifted off the side and travelled parallel to it for a little over 500 metres before subsequently re-entering it at low speed. There were no injuries to the 186 occupants and the aircraft sustained only minor damage.)
• A321, Sandefjord Norway, 2006 (RE HF GND) (A321 experienced minimal braking action during the daylight landing roll in wet snow conditions and normal visibility and an overrun occurred. The aircraft came to a stop positioned sideways in relation to the runway centreline with the right hand main landing gear 2 metres beyond the limit of the paved surface.)
• A343, Toronto Canada, 2005 (WX HF RE FIRE) (On 2 August 2005, an Air France Airbus A340 attempted a daylight landing at destination on a rain-soaked runway during an active thunderstorm and overran for 300 metres ending up in a ravine from where, despite its destruction by fire, all occupants escaped. The Investigation recommendations focussed mainly on crew decision making in adverse weather conditions and issues related to the consequences of such an overrun on survivability.)
• AN26, Kassel Germany, 2007(RE HF) (On 4 October 2007, an Antonov An-26B cargo aircraft being operated for an unidentified Hungarian-registered carrier by a Ukrainian crew on an empty positioning flight from Stuttgart to Kassel overran the destination runway during a daylight landing in normal ground visibility. None of the six crew on board were injured. There was no damage to the aircraft but some damage to ground installations.)
• AT45, Sienajoki Finland, 2006 (RE HF) (On 11 December 2006, a Finnish Commuter Airlines ATR 42-500 veered off the runway on landing at Seinäjoki, Finland.)
• AT72, Mumbai India, 2009 (RE HF) (On 10 November 2010, a Kingfisher Airlines ATR 72 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.)
• AT72, Shannon Ireland, 2011 (RE HF) (On 17 July 2011, an Aer Arann ATR 72 made a bounced daylight landing at Shannon in gusty crosswind conditions aggravated by the known effects of a nearby large building. The nose landing gear struck the runway at 2.3g and collapsed with subsequent loss of directional control and departure from the runway. The aircraft was rendered a hull loss but there was no injury to the 25 occupants. The accident was attributed to an excessive approach speed and inadequate control of aircraft pitch during landing. Crew inexperience and incorrect power handling technique whilst landing were also found to have contributed.)
• B462, Stord Norway, 2006 (RE HF AW FIRE) (On 10 October 2006, a BAE Systems 146-200 being operated by Danish airline Atlantic Airways on a passenger flight from Sola to Stord overran the end of runway 33 at destination at a slow speed in normal visibility at dawn (but just prior to the accepted definition of daylight) before plunging down a steep slope sustaining severe damage and catching fire immediately it had come to rest. The rapid spread of the fire and difficulties in evacuation resulted in the death of four of the 16 occupants and serious injury to six others. The aircraft was completely destroyed.)
• B722, Lagos Nigeria, 2006 (RE HF) (On 7 September 2006, a DHL Boeing 727-200 overran the runway at Lagos by 400 metres after the First Officer was permitted to attempt a landing in challenging weather conditions on a wet runway off an unstable ILS approach. Following a long and fast touchdown at maximum landing weight, a go around was then called after prior selection of thrust reversers but was not actioned and a 400 metre overrun onto soft wet ground followed. The accident was attributed to poor tactical decision making by the aircraft commander.)
• B722, Moncton Canada, 2010 (RE HF) (On 24 March 2010, a Boeing 727-200 being operated by Canadian company Cargojet AW on a scheduled cargo flight from Hamilton Ontario to Moncton New Brunswick failed to stop after a night landing on 1875 metre long runway 06 at destination in normal ground visibility and eventually stopped in deep mud approximately 100 metres beyond the runway end and approximately 40 metres past the end of the paved runway end strip. The three operating flight crew, who were the only occupants, were uninjured and the aircraft received only minor damage.)
• B733, Burbank CA USA, 2000 (RE HF) (On 5 March 2000, a Boeing 737-300 being operated by Southwest Airlines on a scheduled passenger flight from Las Vegas to Burbank overran the landing destination runway in normal day visibility after a steep visual approach had been flown at an abnormally high speed. The aircraft exited the airport perimeter and came to a stop on a city street near a gas station. An emergency evacuation of the 142 occupants led to 2 serious injuries and 42 minor injuries and the aircraft was extensively damaged.)
• B734, Amsterdam Netherlands, 2010 (RE HF) (On 2 October 2010 a Boeing 737-400 being operated by Turkish operator Corendon Airlines on a passenger flight from Dalaman to Amsterdam made a late touchdown on landing runway 22 at destination in normal daylight visibility conditions and failed to stop before the end of the runway. The overrun occurred at low speed and there were no injuries to the 173 occupants and only minor damage to the aircraft.)
• B734, Barcelona Spain, 2004 (AW BS RE) (On 28 November 2004, a KLM B737-400 departed laterally from the runway on landing at Barcelona due to the effects on the nosewheel steering of a bird strike which had occured as the aircraft took off from Amsterdam.)
• B734, Yogyakarta Indonesia, 2007 (RE HF FIRE) (On 7 March 2007, a Boeing 737-400n 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.)
• B737, Chicago Midway IL, USA 2011 (RE HF) (On 26 April 2011 a Southwest Boeing 737-700 was assessed as likely not to stop before the end of landing runway 13C at alternate Chicago Midway in daylight and was intentionally steered to the grass to the lef of the runway near the end, despite the presence of a EMAS. The subsequent investigation determined that the poor deceleration was a direct consequence of a delay in the deployment of both speed brakes and thrust reverser. It was noted that the crew had failed to execute the ‘Before Landing’ Checklist which includes verification of speed brake arming.)
• B737, Chicago Midway USA, 2005 (RE HF WX) (Aircraft made a tailwind landing on a slippery Runway 31C and ran off the end of the runway.)
• B738, Hobart Australia, 2010 (RE HF) (On 24 November 2010, a Boeing 737-800 being operated by Virgin Blue Airlines on a scheduled passenger flight from Melbourne, Victoria to Hobart, Tasmania marginally overran the destination runway after aquaplaning during the daylight landing roll in normal ground visibility.)