On landing runway 36R in wet conditions, the aircraft veered off to the right side of the runway where its right maingear collapsed. The ATR came to rest completely on grass. Its right wingtip became ground. It is understood that all passengers and crewmembers evacuated via onboard airstairs. Three persons were reported injured. At the time of the flight, intense rainfall caused lots of standing water at Lahore Airport. The incident caused standstill to airport operations until it was removed some 26 hours later.

During cruiseflight over Russia, the electrical power generator  of engine #1 (left) failed leaving a number of systems without energy, among them the autopilot. The pilots elected to carry out a diversion to Samara, where a safe landing was made.

During pushback from the gate in darkness, the Boeing 767 hit the empty MD-82 which was parked inactive at the time. There were no injuries among passengers and crewmembers and both planes received repairable damage. The 767´s winglet hit the tail of the smaller MD aircraft. At the time, the 767 was chartered by the Miami Dolphins Football Team  for their return flight after a preseasonal match against the Dallas Cowboys. The 767 was replaced by another aircraft departing three hours later without incident. 

The aircraft was operating on a survey mission in the eastern part of the country, when its pilots sent out a distress message after which all contact to the aircraft was lost. Search and rescue operations are hampered by bad weather in the region. On Fr. 31st Aug, official reports indicate the rescues narrowing on an area in the Jhuosi Sanin Mountain Range. They suspect the BN-2 to have crashed at or near an altitude of 5000 feet. On Sat., Sep. 01 the wreckage of the aircraft was found on a wooded mountainside at about 2800 feet. The aircraft seems to be relatively intact and in one piece but empty. All three on board were found dead on Sep.02nd.. 

The aircraft was climbing out of runway 05 atfter take-off at Olbia, when it experienced birdstrike into the left engine #1. The pilots elected to discontinue the climb and made a safe landing return on the remaining engine.

Whilst touching down on runway 18, the aircraft collided with several birds (poss wild ducks). Some of them were ingested into an engine resulting in minor damage. The A320 completed the landing run without further incident.

On landing runway 26R in calm winds and good visibility, the aircaft made a hard landing. The maximum load on the main gear was registered as 4,1 G. The aircraft bounced and slightly pitched up resulting in damage to the drain mast in the tail at the moment it hit the runway surface. the fuselage never made runway contact. However, the pilots amaged to slow down safely and the flight proceeded normally to the terminal stand. There were no reports about any injured persons on board. Post landing inspection showed signs of a structural overload. After weeks of inactivity, the aircraft is due to being ferried to Madrid for repairs.

On landing in calm winds and good visibility, the aircraft overran the end of the runway coming to rest with its nosegear about 15 meters further on soft soil. Both maingear came to rest on concrete surface. There were no reports about any injured persons. The available runway at Noyarbsk is 2510 meters in lengh.

The aircraft safely returned to land at London-Heathrow Intl Airport following an engine problem about 20 minutes after take-off.  After landing while the 767 was holding in a taxyway, smoke was observed coming out the left engine #1. 

On lnding runway 18 in heavy downpour and insofar reduced visibility, the aircraft overran the end of the runway swerved to the left until it came to rest on soft but even ground. All undercarriage left paved surface. None of the passengers or crewmembers was injured. Runway lengh at Ranai Natuna is 2560 meters. The aircraft sustained unknown damage to its tires and maybe structural damage to its nosegear.

Very soon after take-off from runway 36R at St. Petersburg, the aircraft expereinced multiple birdstrikes causing damage to the ringht engine #2. The pilots elected to sicontinue the climb at 1500 ft., and returned to land safely about 10 minutes later.

On landing runway 04R ast Nice Cote d´Azur Airport, both nosegear tires burst leaving the aircraft disabled on the runway after rollout. Nobody was hurt, the runway was closed about an hour. At the time of the landing, local weather consisted of thunderstorm acvtivity, with heavy rainshowers and turbulence. 

On landing the aircraft suffered a double tire burst making the aircraft unable to vacate the runway. Neither passengers or crewmembers suffered any injuries. According to an airline statement, the MD-82 "fishtailed" on landing because of the slippery runway conditions after recent intense rainfall at Santo Domingo. The aircraft was later removed by tugground vehicles. Damaga to the aircraft is suspected to be minor.

The aircraft suffered substantial damage to its nosegear in a hard landing incident. However the pilots completed the landing without any difficuly and proceeded to their assigned gate. French authorities have opened an investigation.

On landing the aircraft veered off the side of the runway. Reportedly, a landing gear strut seperated. No further information available yet.

In the early pre-dawn morning, the 737 was towed from an overnight parking ramp (Pos. R7) toward its terminal parking stand (Pos. B 33) when its right wingtip hit the tailcone of the parked MD-82. The latter was parked at stand R 36 and received significant damage to its rudder and tailcone. The 737´s winglet was seriously damaged. No person on the ground or inside the aircraft was injured. According to early media reports, the MD-82 was standing outside the marked parking area. An investigation was initiated. /  Jakarta-Intl Airport Chart Collection 

The 747 was on final approach to runway 27/09 when the tower controller gave take-off clearance to the Jet Airways A330 from the same runway. When the departing aircraft was in the middle of its take-off run, the crew of the Air India 747 elected to initiate a go-around maneuvre as they spotted the other jet ahead of them. At no time, the tower controller instructed the approaching aircraft to abandon the landing. Instead, the controller ordered the Jet Airways pilots to abort their take-off but they were unable to comply because they had passed their point of decision (V1) after which a take-off abort is no longer possible within the runway lengh. Both aircraft continued their flights normally and without incident. Indian authorities suspended the tower controller until a full investigation is completed.

It is understood the aircraft crashed shortly after take-off from Ngerende airstrip where it nose-dived and impacted marshland about 1 km from the runway. The Let-410 broke in two and was totally destroyed. Both pilots and two german tourists are known to have died. The majority of occupants survived with various injuries, some in serious condition. .

During departure a bird was ingested into an engine causing smoke inside the cockpit prompting the pilots to discontinue the climb at 25000 ft. The 737 safely returned to land at Dussledorf. 

At moderate speed, the 747 aborted its take-off run at Pudong Airport because one enigne ingested a bird. The aircraft departed for the US two days later. 
NOTE: the same aircraft experienced lightning strike on the arriving flight (UA 857) resulting in a total deley of over 30 hours. 

In the beginning of the descend towards Durban, the pilots noticed abnormal indications from the left hand engine #1 forcing them to shut the engine down. The pilots continued the flight and made a safe single engine landing at Durban. 
NOTE: The same aircraft experienced another engine occurence on AUG.05 (see below). 

On approach to runway 19R at Tampa International Airport, the pilots received an unsafe gear indication. The pilots managed to lower and lock the undercarriage fully but the mai ngear doors failed to retract again and were hanging down until landing. During rollout sparks were seen as the underside of the gear doors scraped over the runway surface. The runway remained blaocked for a while. 

Minutes after take-off from runway 36 the pilots experienced failure of the left engine #1. The flight levelled off at 5000 ft and returned to Madison without further incident. 

On approach to their destination airport of Talodi, the pilots found that local dust storms reduced foreward visibility to such an extent that a landing attempt was cancelled. The flight initiated a go-around maneuvre but failed to climb sufficiently to clear surrounding terrain to the west and the north of the airport. There were survicors among passengers or crewmembers. At the time, the Antonov was on a special charter flight cyrrying a high ranking delegation of the Sudanese Government including the minister Ghazi al-Sadeq (religious affaires) and other officials. 

The aircraft aborted the take-off from runway 06 for unknown reasons. During deceleration the aircraft went off the end of the runway coming to rest halfway inside the bed of the Kaligandaki River. No one was injured in the incident. The aircraft was later towed back onto paved ground. Damage is believed to be substantial. 

On landing runway 22L in fine weather conditions at dusk, the aircraft dirfted to the side of the runway where one gearleg exited the edge of the runway running over grass before the pilots were able to steer the ATR back to the middle of the runway and completed the landing run safely. Official investigation showed the Travel Limiter Unit (TLU) remained in the flying mode, allowing only minimal rudder deflections after touchdown. Normally the TLU allows greater greater deflections the lower the speed of the aircraft is. 

The 737 safely returned to land at Yuzhno-Sakhalinsk following the detection of a crack in the copilot´s windshield in the early stages of the cruiseflight.  

Soon after departure from runway 04L at Newark, the pilots received indication about a blown tire followed by the statement that "both engines were lost". Flames were seen coming out the left engine #1. The 757 entered a holding pattern to loose some fuel before the flight safely returned to land at Newark Airport. After landing the aircraft proceeded normally to its gate.. 

The aircraft safely returned to land at Shanghai-Pudong airport after an engine had ingested a bird, soon after getting airborne.

The E190 safely returned to land at Billund after the aircraft experienced birdstrike immediately after take-off.

A few minutes after departure, the pilots experienced problems with engine #2 (inner left) prompting the crew to discontine the climb at 19.000 ft. The aircraft safely returned to Heathrow Airport again about 90 imnutes later.

After an apparent normal landing run on runway 07R at Chek Lap Kok Airport, the aircraft became disabled near the highspeed turnoff "Alpha 7" because of deflated tires. The A330 blocked the runway for over 2 hours until it was removed by tug. All passengers left the aircraft via mobile airstairs. 

On landing runway 20 in rainy conditions, the aircraft ran beyond the end of the runway coming to a stop about 25 meters further with all wheels on soft ground. The nosegear gave way and collapsed when the aircraft left paved surface. There were no reported injuries among passengers or crewmembers. The airport was forced to shut down all operations for 11 hours until the E-190 was removed. at the time, the runway and taxyways were wet from recent rainshowers and thunderstorm activity.

The aircraft safely returned to land at Khabarovsk following the failure of engine #2 (tail mounted) during climb-out. 

After a normal take-off run at Logan Airport, the pilots were unable to raise the undercarriage according to their checklist and elected to enter a holding to resolve the problem. The pilots then diecided to divert to New York-JFK Airport where the A330 made a safe landing about 2 hours later. Post flight inspection showed a broken actuator rod in the right maingear extension system.

The 757 safely returned to land at Helsinki following the inflight detection of a crack in a windshield whilst in the cruiseflight at 36.000 ft. over Poland.

On take-off run from runway 23 at Hamburg-Fuhlsbuettel Airport a tire burst resulting in unknown damage to the aircraft. The pilots continued the flight and made a safe landing at their destination. The french authority lists the occurence as a serious incident. According to a statement by the airline the pilots only received notice of the incident when they were already descending to Stuttgart.

Immediately after touchdown on runway 19R, the tail struck a runway light resulting in minor damage. The landing was safely completed.

In the later stages of the climb-out the pilots experienced a failure of the right engine #2. The pilots shut the engine odwn and returned safely to land at Cairo..

After departure, the right engine ingested a bird prompting the pilots to discontinue the climb. The flight made a safe landing return to Charleston.

The 757 made a safe diversion to Paris following the inflight detection of a crack in a windshield when the aircraft was at 39000 ft., over France.

During early climb-out from runway 22R after departure, the pilots radioed they suspect a nosegear tire had blown and entered a holding pattern to the south of the airport. After evaluations, the pilots elected to divert to New York-JFK Airport where the aircraft made a safe landing on the longest runway 31L. After coming to a standstill the pilots were unable to vacate forcing the airportt to close the runway until the CRJ-900 was towed off. Investigation revealed that both right hand maingear tires blew out during take-off run at Boston.