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  • B738, Oslo Gardermoen Norway, 2005 (Synopsis: On a 23 October, 2005 a Boeing 737-800 operated by Pegasus Airlines, during night time, commenced a take-off roll on a parallel taxiway at Oslo Airport Gardermoen. The aircraft was observed by ATC and stop instruction was issued resulting in moderate speed rejected take-off (RTO).)
  • B738, Pardubice Czech Republic, 2013 (Synopsis: On 25 August 2013, the type-experienced crew of a Boeing 737-800 operating with one thrust reverser locked out made a late touchdown with a significant but allowable tail wind component present and overran the end of the runway at Pardubice onto grass at 51 knots. No damage was caused to the aircraft and no emergency evacuation was performed. The Investigation concluded that the aircraft had been configured so that even for a touchdown within the TDZ, there would have been insufficient landing distance available. The flight crew were found not to have followed a number of applicable operating procedures.)
  • B738, Paris CDG France, 2008 (Synopsis: On 16 August 2008, an AMC Airlines’ Boeing 737-800 inadvertently began a night take off from an intersection on runway 27L at Paris CDG which left insufficient take off distance available before the end of the temporarily restricted runway length. It collided with and damaged obstructions related to construction works in progress on the closed section of the runway but sustained only minor damage and completed the intended flight to Luxor. The context for the flight crew error was identified as inadequate support from the Operator and inadequate airport risk assessment for operations with a reduced runway length.)
  • B738, Perth Australia, 2008 (Synopsis: On 9 May 2008, a Boeing 737-800 made a low go around at Perth in good daylight visibility after not approaching with regard to the temporarily displaced runway threshold. A second approach was similarly flown and, having observed a likely landing on the closed runway section, ATC instructed a go around. However, instead, the aircraft flew level at a low height over the closed runway section before eventually touching down just beyond the displaced threshold. The Investigation found that runway closure markings required in Australia were contrary to ICAO Recommendations and not conducive to easy recognition when on final approach.)
  • B738, Perth Western Australia, 2010 (Synopsis: On 24 February 2010, a Garuda Boeing 737-800 misunderstood the runway exit instruction issued during their landing roll at Perth and turned onto an intersecting active runway. An expeditious exit from this runway followed and no actual conflict resulted. The phraseology used by air traffic control was open to incorrect interpretation by the flight crew and led to their premature turn off the landing runway despite a prior briefing on exit options.)
  • B738, Prestwick UK, 2009 (Synopsis: On 23 December 2009, a Boeing 737-800 being operated by Irish airline Ryanair on a scheduled passenger flight from Dublin to Prestwick left the end of the destination runway in normal daylight visibility and the landing gear sunk into the adjacent wet grass after an attempt to brake on the icy surface prior to turning onto the designated exit taxiway was unsuccessful. The occupants left the aircraft via the forward airstairs onto the grass and then moved across to the paved surface of the taxiway and runway.)
  • B738, Rome Ciampino Italy, 2008 (Synopsis: On 10 November 2008, a Boeing 737-800 about to land at Rome Ciampino Airport flew through a large and dense flock of starlings, which appeared from below the aircraft. After the crew had made an unsuccessful attempt to go around, they lost control due to malfunction of both engines when full thrust was applied and a very hard impact half way along the runway caused substantial damage to the aircraft. The Investigation concluded that the Captain’s decision to attempt a go around after the encounter was inappropriate and that bird risk management measures at the airport had been inadequate.)
  • B738, Rostov-on-Don Russia, 2016 (Synopsis: On 19 March 2016, a Boeing 737-800 making a second night ILS approach to Rostov-on-Don commenced a go around from 720 feet aal but soon afterwards crashed at high speed onto the intended landing runway and was completely destroyed by the impact and an explosion. A Preliminary Report on the Investigation states that the descent preceding the crash appears to have been the consequence of an as yet unexplained nose down movement of the control column and a simultaneous and abnormally prolonged nose down stabiliser trim input using the control column switch. Cumulonimbus cloud was present overhead the airport.)
  • B738, Rotterdam Netherlands, 2003 (Synopsis: On 12 January 2003, a Boeing 737-800 being operated by Dutch airline Transavia on a passenger charter flight initially going from Rotterdam to Maastrict-Aachen was obliged to reject its take off on Runway 24 at Rotterdam after it pitched nose-up just after take-off thrust had been selected. The pitch up movement only stopped when the aft fuselage and the tailskid assembly contacted the runway and only when the flight crew rejected the take-off did the aircraft nose gear regain ground contact. The aircraft was damaged and unfit for flight but able to taxi back to the terminal to allow the uninjured passengers to disembark.)
  • B738, Singapore, 2015 (Synopsis: On 6 December 2015, a Boeing 737-800 was being manoeuvred by tug from its departure gate at Singapore to the position where it was permitted to commence taxiing under its own power when the tug lost control of the aircraft, the tow bar broke and the two collided. The Investigation attributed the collision to the way the tug was used and concluded that the thrust during and following engine start was not a contributory factor. Some inconsistency was found between procedures for push back of loaded in-service aircraft promulgated by the airline, its ground handling contractor and the airport operator.)
  • B738, Sint Maarten Eastern Caribbean, 2017 (Synopsis: On 7 March 2017, a Boeing 737-800 crew making a daylight non-precision approach at Sint Maarten continued it without having established the required visual reference to continue beyond the missed approach point and then only realised that they had visually ‘identified’ a building as the runway when visibility ahead suddenly improved. At this point the approach ground track was corrected but the premature descent which had inadvertently been allowed to occur was not noticed and only after the second of two EGPWS Alerts was a go-around initiated at 40 feet above the sea.)
  • B738, Stuttgart Germany, 2005 (Synopsis: On 23 April 2005, a Boeing 737-800 being operated by Turkish charter airline Sky Air on a passenger flight from Stuttgart to Dusseldorf tipped onto its tail when take off thrust was applied for the intended departure from Runway 25 in normal day visibility. The attempt to take off was immediately abandoned and the aircraft towed back to the gate for the 100 passengers to disembark. One of the cabin crew was slightly injured and the aircraft was ‘severely damaged’.)
  • B738, Surat India, 2014 (Synopsis: On 6 November 2014, a Boeing 737-800 taking off at night from Surat hit an object as it was approaching 80 knots and the take-off was immediately rejected. On return to the gate substantial damage was found to the left engine and a runway inspection found one dead buffalo and another live one. The runway was reopened after removal of the carcass but the live buffalo was not removed and was seen again by the runway the following day. The Investigation found a history of inadequate perimeter fencing and inadequate runway inspection practices at the airport.)
  • B738, Sydney Australia, 2007 (Synopsis: On 14 July 2007, a Boeing 737-800 being operated by New Zealand airline Polynesian Blue on a scheduled passenger service from Sydney to Christchurch New Zealand commenced take off on Runway 16R with asymmetric thrust set and veered off the side of the runway reaching the intersecting runway 07 before rejected take off action initiated by the flight crew took effect and the aircraft came to a stop.)
  • B738, en-route, Arabian Sea, 2010 (Synopsis: On 26 May 2010, a Boeing 737-800 being operated by Air India Express on a passenger flight from Dubai UAE to Pune, India was in the cruise at night at FL370 near PARAR when a sudden high speed descent occurred without ATC clearance during which nearly 7000 feet of altitude was lost in a little over 30 seconds before recovery was made. The remainder of the flight was uneventful. Despite the abnormal pitch, pitch change and ‘g’ variation, none of the 113 occupants had been injured.)
  • B738, en-route, Colorado Springs CO USA, 2006 (Synopsis: B738 diversion into KCOS following in-flight fire. The fire started after a passenger's air purifier device caught fire whilst in use during the flight. The user received minor burns and the aircraft cabin sustained minor damage.)
  • B738, en-route, east of Asahikawa Japan, 2010 (Synopsis: On 26 October 2010, an All Nippon Boeing 737-800 was radar vectored towards mountainous terrain and simultaneously given descent clearance to an altitude which was 5000 feet below the applicable MVA whilst in IMC without full flight crew awareness. Two TAWS ‘PULL UP’ hard warnings occurred in quick succession as a result. The flight crew responses were as prescribed and the subsequent investigation found that the closest recorded proximity to terrain had been 655 feet. It was established that the controller had ‘forgotten’ about MVA.)
  • B738, en-route, near Lugano Switzerland, 2012 (Synopsis: On 4 April 2012, the cabin pressurisation controller (CPC) on a Boeing 737-800 failed during the climb passing FL305 and automatic transfer to the alternate CPC was followed by a loss of cabin pressure control and rapid depressurisation because it had been inadvertently installed with the shipping plug fitted. An emergency descent and diversion followed. The subsequent Investigation attributed the failure to remove the shipping plug to procedural human error and the poor visibility of the installed plug. It was also found that "the pressurisation system ground test after CPC installation was not suitable to detect the error".)
  • B738, en-route, south east of Marseilles France, 2011 (Synopsis: On 6 July 2011 the First Officer of a Ryanair Boeing 737-800 was suddenly incapacitated during a passenger flight from Pisa to Las Palmas. The Captain declared a ‘medical emergency’ and identified the First Officer as the affected person before diverting uneventfully to Girona. The subsequent investigation focused particularly on the way the event was perceived as a specifically medical emergency rather than also being an operational emergency as well as on the operator procedures for the situation encountered.)
  • B738, en-route, south south west of Brisbane Australia, 2013 (Synopsis: On 25 February 2013, a Boeing 737-800 about to commence descent from FL390 began to climb. By the time the crew recognised the cause and began to correct the deviation - their unintended selection of a inappropriate mode - the cleared level had been exceeded by 900 feet. During the recovery, a deviation from track occurred because the crew believed the autopilot had been re-engaged when it had not. The Investigation noted the failure to detect either error until flight path deviation occurred and attributed this to non-compliance with various operator procedures related to checking and confirmation of crew actions.)
  • B738, en-route, south west of Beirut Lebanon, 2010 (Synopsis: On 25 January 2010, a Boeing 737-800 being operated by Ethiopian Airlines on a scheduled passenger flight from Beirut to Addis Ababa in night IMC disappeared from ATC radar soon after departure from Runway 21 and was subsequently found to have impacted the sea in an unintentional out of control condition some five miles south west of the airport less than five minutes after getting airborne Impact resulted in the destruction of the aircraft and the death of all 90 occupants.)
  • B738, en-route, southern Austria, 2010 (Synopsis: On 9 May 2010, Boeing 737-800 being operated by Swedish operator Viking Airlines on a public transport charter flight from Sharm el Sheikh, Egypt to Manchester UK and which had earlier suffered a malfunction which affected the level of redundancy in the aircraft pressurisation system, experienced a failure of the single air conditioning pack in use when over southern Austria and an emergency descent and en route diversion to Vienna were made. There were no injuries to any of the 196 occupants.)
  • B738, en-route, west of Canberra Australia, 2017 (Synopsis: On 13 March 2017, the crew of a Boeing 737-800 responded to an increase in indicated airspeed towards Vmo after changing the FMS mode during a high speed descent in a way that more abruptly disconnected the autopilot than they were anticipating which resulted in significant injuries to two of the cabin crew. The Investigation found that the operator’s customary crew response to an overspeed risk at the airline concerned was undocumented in either airline or aircraft manufacturer procedures and had not been considered when an autopilot modification had been designed and implemented.)
  • B738, vicinity Amsterdam Netherlands, 2009 (Synopsis: On 25 February 2009, the crew of a Turkish Airlines Boeing 737-800 lost control of their aircraft on final approach at Amsterdam after they had failed to notice that insufficient thrust was being used to keep the aircraft on the coupled ILS glideslope. An attempt to recover from the resultant stall was not successful and the aircraft crashed. The Investigation concluded that a go around should have been flown from 1000 feet as the approach was already unstable and that the attempt at recovery after the stall warning was not in accordance with the applicable procedure or crew training.)
  • B738, vicinity Christchurch New Zealand, 2011 (Synopsis: On 29 October 2011, a Boeing 737-800 on approach to Christchurch during the 68 year-old aircraft commander's annual route check as 'Pilot Flying' continued significantly below the applicable ILS minima without any intervention by the other pilots present before the approach lights became visible and an uneventful touchdown occurred. The Investigation concluded that the commander had compromised the safety of the flight but found no evidence to suggest that age was a factor in his performance. A Safety Recommendation was made to the Regulator concerning the importance of effective management of pilot check flights.)
  • B738, vicinity Chuuk Micronesia, 2018 (Synopsis: On 28 September 2018, a Boeing 737-800 failed to complete its intended approach to land at Chuuk in the Federated States of Micronesia and impacted the sea surface short of the runway in day VMC. All but one of the occupants were able to evacuate the aircraft before it sank. An Investigation is in progress to determine the circumstances which led to the accident.)
  • B738, vicinity Cork Ireland, 2006 (Synopsis: On 4 June 2006, a Boeing 737-800 being operated by Ryanair on a passenger flight from London Stansted to Cork became too high to land off a day visual approach and requested a right hand orbit to reposition. This positioning was flown too close to terrain with TAWS alert triggered prior to a second approach to a successful landing.)
  • B738, vicinity Denpasar Bali Indonesia, 2013 (Synopsis: On 13 April 2013, a Lion Air Boeing 737-800 flew a day non precision approach to runway 09 at Bali (Denpasar) and continued when the required visual reference was lost below MDA. Despite continued absence of visual reference, the approach was continued until the EGPWS annunciation 'TWENTY', when the aircraft commander called a go around. Almost immediately, the aircraft hit the sea surface to the right of the undershoot area and broke up. All 108 occupants were rescued with only four sustaining serious injury. The Investigation attributed the accident entirely to the actions and inactions of the two pilots.)
  • B738, vicinity Douala Cameroon, 2007 (Synopsis: On 5 May 2007, a Kenya Airways Boeing 737-800 departing Douala at night crashed shortly after take-off following an unsuccessful attempt at recovery after late recognition of a progressive right roll which led to spiral dive. The Investigation was unable to positively establish the reason for the unintended roll, but noted that it ad not been possible to determine whether the pilots, and in particular the aircraft commander, had been aware of the fact that the AP was not engaged.)
  • B738, vicinity Eindhoven Netherlands, 2013 (Synopsis: On 31 May 2013, a Boeing 737-800 (EI-ENL) being operated by Ryanair on a scheduled international passenger flight from Palma del Mallorca to Eindhoven as FR3531 was established on the ILS LOC in day IMC with the AP and A/T engaged and APP mode selected but above the GS, when the aircraft suddenly pitched up and stick shaker activation occurred. After a sudden loss of airspeed, the crew recovered control manually and the subsequent approach was completed without further event.)
  • B738, vicinity Faro Portugal, 2011 (Synopsis: On 24 October 2011, the crew of a Ryanair Boeing 737-800 operating the first flight after an unexpectedly severe overnight storm found that after take off, an extremely large amount of rudder trim was required to fly ahead. Following an uneventful return to land, previously undetected damage to the rudder assembly was found which was attributed to the effects of the storm. It was found that pre flight checks required at the time could not have detected the damage and noted that the wind speeds which occurred were much higher than those anticipated by the applicable certification requirements.)
  • B738, vicinity Kittilä, Finland 2012 (Synopsis: On 26 December 2012, a Boeing 737-800 experienced an uncommanded pitch up in IMC when intercepting the ILS GS at Kittilä. Initial crew response could not prevent a rapid transition to a very high nose up attitude and stick shaker activation occurred. Recovery from this upset was eventually achieved. The Investigation found that frozen de icing fluid had prevented three of the four input cranks for both elevator PCUs from functioning normally. It also concluded that, notwithstanding new de-icing procedures introduced by Boeing since the occurrence, the current aircraft type certification for all 737 variants may be unsound.)
  • B738, vicinity London Stansted UK, 2011 (Synopsis: On 13 March 2011, a Turkish Airlines’ Boeing 737-800 stopped climb shortly after take off after misreading the SID chart. After levelling at 450 feet agl, it continued following the lateral part of the SID only until ATC re-iterated the requirement to climb after resolving a temporary loss of contact due to an un-instructed premature frequency change. It was found that the crew had received but apparently not responded to an EGPWS ‘PULL UP’ Warning. It was concluded that there was an opportunity to improve the clarity of UK SID charts to aid pilots with limited English language skills.)
  • B738, vicinity Memmingen Germany, 2012 (Synopsis: On 23 September 2012 a Ryanair Boeing 737-800 made a premature descent to 450 feet agl in day VMC whilst turning right onto visual finals for runway 24 at Memmingen after the FMS selected altitude had been set to a figure only 44 feet above runway threshold elevation of 2052 feet amsl. EGPWS Alerts of ‘Sink Rate’ and ‘Caution Terrain’ prompted initiation of a go around which, as it was initiated, was accompanied by a an EGPWS ‘TERRAIN PULL UP’ warning. The go around and a second successful approach to runway 24 were uneventful. The Investigation is not yet complete.)
  • B738, vicinity Porto Portugal, 2015 (Synopsis: On 5 September 2015, a Boeing 737-800 was about to commence descent on a non-precision final approach at Porto in VMC when a green laser was directed at the aircraft. The Pilot Flying responded rapidly by shielding his eyes and was unaffected but the other pilot looked up, sustained flash blindness and "crew coordination was compromised". Subsequently, the approach became unstable and a go around to an uneventful approach to the reciprocal runway direction was completed. The subsequent Investigation noted the use of increasingly powerful green lasers in this way and that such use was not contrary to Portuguese law.)
  • B738, vicinity Skavsta Sweden, 2004 (Synopsis: On 2 July 2004, a Boeing 737-800 being operated by Irish operator Ryanair on a scheduled passenger flight from London Stansted to Skavsta Sweden, completed an extremely high speed and unstable approach in day VMC to destination during which relevant Operator SOPs were comprehensively ignored, EGPWS warnings were not actioned and AFM limits for trailing edge flap deployment were breached. Despite this, a landing at excessive speed was accommodated by just within the full length of the 2878 metre long dry runway.)
  • B738, vicinity Trivandrum India, 2015 (Synopsis: On 18 August 2015, a Boeing 737-800 made three unsuccessful ILS approaches at Cochin around dawn then diverted to Trivandrum where a day VOR approach was unsuccessful and a MAYDAY was declared due low fuel. Two further supposedly visual approaches were attempted there before a third such "visual" approach - which involved ignoring EGPWS PULL UP Warnings in IMC - was followed by a successful landing with 349kg fuel remaining. The Investigation found that aircraft safety had been jeopardised and that Cochin ATC had not communicated information on the deteriorating weather at Trivandrum. Relevant operator procedures were considered as inadequate.)
  • B738/A319 en-route, south east of Zurich Switzerland, 2013 (Synopsis: On 12 April 2013, a Ryanair Boeing 737-800 took a climb clearance intended for another Ryanair aircraft on the same frequency. The aircraft for which the clearance was intended did not respond and the controller did not notice that the clearance readback had come from a different aircraft. Once the wrong aircraft began to climb, from FL360 to FL380, a TCAS RA to descend occurred due to traffic just transferred to a different frequency and at FL370. That traffic received a TCAS RA to climb. STCA was activated at the ATS Unit controlling both Ryanair aircraft.)
  • B738/A321, Prague Czech Republic, 2010 (Synopsis: On 18 June 2010 a Sun Express Boeing 737-800 taxiing for a full length daylight departure from runway 06 at Prague was in collision with an Airbus 321 which was waiting on a link taxiway leading to an intermediate take off position on the same runway. The aircraft sustained damage to their right winglet and left horizontal stabiliser respectively and both needed subsequent repair before being released to service.)
  • B738/B734, Johannesburg South Africa, 2010 (Synopsis: On 27 July 2010, a South African Airways Boeing 737-800 on take from Runway 21R was instructed to reject that take off when already at high speed because a Boeing 737-400 was crossing the same runway ahead. The rejected take off was successful. The Investigation found that both aircraft had been operated in accordance with clearances issued by the responsible position in TWR ATC where OJT was in progress.)
  • B738/B738, Girona Spain, 2010 (Synopsis: On 14 January 2010, two Ryanair Boeing 737-800 aircraft were operating scheduled passenger flights from Girona to Las Palmas and Turin respectively and had taxied from adjacent gates at Girona in normal day visibility in quick succession. The Turin-bound aircraft taxied first but because it was early at the holding point for its CTOT, the other aircraft was designated first for take off and during the overtaking manoeuvre in the holding area, the wing tip of the moving Las Palmas aircraft hit the horizontal stabiliser of the Turin bound aircraft causing minor and substantial damage to the respective aircraft. None of the respective 81 and 77 occupants were injured and both aircraft taxied back to their gates.)
  • B738/B738, vicinity Oslo Norway, 2012 (Synopsis: On 31 October 2012, a Boeing 737-800 on go around after delaying the breaking off of a fast and high unstable ILS approach at Oslo lost separation in IMC against another aircraft of the same type and Operator which had just taken off from the same runway as the landing was intended to be made on. The situation was aggravated by both aircraft responding to a de-confliction turn given to the aircraft on go around. Minimum separation was 0.2nm horizontally when 500 feet apart vertically, both climbing. Standard missed approach and departure tracks were the same.)
  • B738/B738, vicinity Queenstown New Zealand, 2010 (Synopsis: On 20 June 2010, a Boeing 737-800 being operated by New Zealand company Pacific Blue AL on a scheduled passenger flight from Auckland to Queenstown lost IFR separation assurance against a Boeing 737-800 being operated by Qantas on a scheduled passenger flight from Sydney to Queenstown whilst both aircraft were flying a go around following successive but different instrument approaches at their shared intended destination. There were no abrupt manoeuvres and none of the respectively 88 and 162 occupants of the two aircraft were injured.)
  • B738/B763, Barcelona Spain, 2011 (Synopsis: On 14 April 2011, a Ryanair Boeing 737-800 failed to leave sufficient clearance when taxiing behind a stationary Boeing 767-300 at Barcelona and the 737 wingtip was in collision with the horizontal stabiliser of the 767, damaging both. The 767 crew were completely unaware of any impact but the 737 crew realised the ‘close proximity’ but dismissed a cabin crew report that a passenger had observed a collision. Both aircraft completed their intended flights without incident after which the damage was discovered, that to the 767 requiring that the aircraft be repaired before further flight.)
  • B763/B738, vicinity Melbourne Australia, 2010 (Synopsis: On 5 December 2010 a Boeing 767-300 being operated by Qantas and departing Melbourne for Sydney in day VMC was following a Boeing 737-800 being operated by Virgin Australia which had also just departed Melbourne for Brisbane on the same SID and a loss of prescribed separation occurred. ATC became aware that the 767 was catching up with the 737 but were aware that it was in visual contact and therefore took no action to ensure separation was maintained. No TCAS activation occurred.)
  • B773 / B738 / B738, Melbourne Australia, 2015 (Synopsis: On 5 July 2015, as a Boeing 777-300ER was departing Melbourne, two Boeing 737-800s which were initially on short final for intersecting runways with their ground separation dependent on one receiving a LAHSO clearance, went around. When both approaching aircraft did so, there was a loss of safe terrain clearance, safe separation and wake vortex separation between the three aircraft. The Investigation attributed the event to the actions of an inadequately supervised trainee controller and inappropriate intervention by a supervisory controller. It also identified a systemic safety issue generated by permitting LAHSO at night and a further flaw affecting the risk of all LAHSO at Melbourne.)
  • C551 / B738, Oslo Gardermoen Norway, 2006 (Synopsis: On 7 September 2006, a Cessna 551 Citation, in normal visibility conditions entered the active runway at Oslo Gardermoen Airport, Norway without a valid ATC clearance. As result of the runway incursion, the ATC instructed a Boeing 737-800 to reject its take off thereby removing the risk of collision.)
  • H25B / B738, en-route, south eastern Senegal, 2015 (Synopsis: On 5 September 2015, a Boeing 737-800 cruising as cleared at FL350 on an ATS route in daylight collided with an opposite direction HS 125-700 which had been assigned and acknowledged altitude of FL340. The 737 continued to destination with winglet damage apparently causing no control impediment but radio contact with the HS 125 was lost and it was subsequently radar-tracked maintaining FL350 and continuing westwards past its destination Dakar for almost an hour before making an uncontrolled descent into the sea. The Investigation found that the HS125 had a recent history of un-rectified altimetry problems which prevented TCAS activation.)
  • Vehicle / B738, Brisbane Australia, 2006 (Synopsis: On 21 April 2006, a Boeing 737-800 cleared to take off from Brisbane began to do so whilst a vehicle was crossing the same runway in accordance with an ATC clearance issued on a different frequency. The aircraft crew saw the vehicle as they accelerated but decided that it would be clear by the time they reached its position. The vehicle driver reported that he was still within the runway strip when the aircraft passed. Since the occurrence, the adoption at Brisbane of the ICAO recommended procedure of using one frequency for all runway occupancy is being “actively considered”.)