Crash of a Gulfstream G200 in Oradea

Date & Time: Jan 16, 2009 at 1535 LT
Type of aircraft:
Operator:
Registration:
YR-TIG
Survivors:
Yes
Schedule:
Bucharest - Oradea
MSN:
012
YOM:
1999
Flight number:
TIH101
Location:
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
10
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
13000
Captain / Total hours on type:
2000.00
Copilot / Total flying hours:
1600
Copilot / Total hours on type:
465
Circumstances:
Following an uneventful flight from Bucharest-Otopeni Airport, the crew started the approach to Oradea Airport in marginal weather conditions. On final approach, the pilot-in-command established a visual contact with the runway 19 and continued the descent. The aircraft landed 761 metres past the runway threshold. After touchdown, it was unable to stop within the remaining distance, overran and came to rest in a drainage ditch located 420 metres short of runway 01 threshold. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.
Probable cause:
The contrast between the area covered with snow and the snow-cleared area (the runway) induced the pilots visual sensation about the runway threshold. This caused the crew to miscalculate the touchdown point, causing the aircraft to land too far down the runway.
Final Report:

Crash of a BAe 146-200 in Bucharest

Date & Time: Apr 22, 2008 at 1817 LT
Type of aircraft:
Operator:
Registration:
YR-BEB
Survivors:
Yes
Schedule:
Timişoara – Bucharest
MSN:
E2220
YOM:
1993
Flight number:
RMV204
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
67
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight from Timişoara, the crew initiated the approach to Bucharest-Otopeni-Henri Coanda Airport in poor weather conditions. After touchdown, the crew encountered difficulties to stop the aircraft. On a wet runway surface, the aircraft deviated to the right, causing the right main gear to be torn off while contacting soft ground. The airplane came to rest, straddling on the runway edge. All 73 occupants evacuated safely and the aircraft was damaged beyond repair.

Crash of a Boeing 737-38J in Bucharest

Date & Time: Dec 30, 2007 at 1127 LT
Type of aircraft:
Operator:
Registration:
YR-BGC
Flight Phase:
Survivors:
Yes
Schedule:
Bucharest – Sharm el-Sheikh
MSN:
27181/2662
YOM:
1994
Flight number:
RO3107
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
117
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
13497
Captain / Total hours on type:
5671.00
Copilot / Total flying hours:
2260
Copilot / Total hours on type:
1531
Circumstances:
Around 1100LT, an airport maintenance team consisting of four people in two cars (Kia minivan) was cleared to enter runway 08R to perform maintenance work on the runway lighting system. Two of the men were working at about 600 meters from the threshold and the two other men were working at about 1500 meters from the threshold. Visibility at the time was poor due to thick fog. At 11:04 the runway was vacated by both vehicles due to landing traffic. At 11:06 they were recleared to enter the runway. At 11:25:13 flight ROT3107, a Boeing 737-300, was cleared to enter runway 08R for takeoff. The flight was cleared for takeoff at 11:26:07. Between 11:26:40 and 11:26:50 the control tower asked the maintenance workers if the runway was clear but got no reply. During the takeoff roll, at a speed of 90 knots, the aircraft collided with one of the van that was 'parked' about 600 metres from the threshold with its left engine and left main gear. The van was totally destroyed upon impact and the aircraft veered off runway to the left and came to rest 137 metres to the left of the centerline and 950 metres from the threshold. All 123 occupants evacuated safely and there were no injuries with ground maintenance personnel.
Probable cause:
The accident occurred due to incorrect authorization of the turnover and aircraft takeoff RO3107 , without runway clearance. The following contributing factors were reported:
- Error to allow the taking off of ROT 3107 was possible because of disruption in the activity of CTA EXE TWR, misperceptions regarding the clearance status of the runway and cumulative lack of coordination between CTA EXE TWR and CTA GND/TAXI to release the track,
- Provisions RCAST and LVO were incompletely applied by the traffic controllers involved . Team supervisor who was responsible for direct supervision of applying this procedure did not notice this fact and did not take corrective action,
- Progressive evidence bands used were inconsistent with the procedures and regulations,
- When they realized that the track is not free, CTA EXE TWR and CTA GND / TAXI focused on calling on the radio frequency of beaconing team instead of initiating immediate cancellation of the takeoff by,
- Transmission to crew aircraft "stop the takeoff",
- Stop & start the runway lights,
- Previous findings highlight gaps in the training of CTA personnel and the full and correct knowledge of procedures,
- Mismanagement of human resources at TWR OTP , which led to an insufficient number of CTA personnel present in the shift and absence of the supervisor from operating room at the time the accident occurred, given that accepted shift personnel number was 4,
- "Rules of movement of vehicles and people ," "Rules of organizing and development of ground-to-ground radio communications system with multiple access" and "Low Visibility Procedures Operations (LVO)" were not strictly applied. They contain unrelated or unclear provisions that can be interpreted differently and make it difficult to apply them rigorously.
Final Report:

Crash of a BAc 111-525FT in Stockholm

Date & Time: Jun 7, 1997 at 1350 LT
Type of aircraft:
Operator:
Registration:
YR-BCM
Survivors:
Yes
Schedule:
Bucharest - Stockholm
MSN:
256
YOM:
1977
Flight number:
RO335
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
20
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
12500
Captain / Total hours on type:
12000.00
Copilot / Total flying hours:
1866
Copilot / Total hours on type:
50
Aircraft flight hours:
23901
Aircraft flight cycles:
17888
Circumstances:
Flight ROT 335, a BAC 111 coming from Bucharest, was about to land on runway 26 at Stockholm/Arlanda airport. The pilots had visual contact with the field and the landing was performed according to visual flying rules (VFR). The commander, who was pilot flying (PF), has stated the following. The approach was normal with occasional turbulence and wind gusts from the south. When the aircraft was on 8 nautical miles1 final, the air-traffic controller in the tower reported the wind 160°/13 knots. To begin with the aircraft was somewhat above the glide slope but was on the glide slope when it passed the threshold. The touchdown on the runway was in the normal touchdown zone on the left main gear and nose up. Shortly thereafter came a strong wind gust whereupon the right main gear touched down and the nose gear heavily hit the runway. The commander controlled the aircraft with rudder, reversed the engines and braked lightly. He did not notice anything special in the behavior of the aircraft at that point. When - after the speed had become so low that rudder steering was no longer possible - he reverted to nose wheel steering he noticed that it was not functioning. He continued the light wheel braking but could not prevent the aircraft from veering to the right. He then braked fully but the aircraft continued towards the right runway edge. It left the runway at a speed of around 60 knots out onto the grass field. The retardation was soft and the passengers disembarked through ordinary exit. The airport rescue service was speedily on the scene but no action was necessary. The accident occurred on 7 June 1997 at 1350 hours in position 5939N 1755E; 121 feet (37 m) above sea level.
Probable cause:
The accident was caused by the collapse of the nose gear as a result of overload when the aircraft touched down with its nosewheel first after two bounces. A contributing factor was shortcomings in cockpit’s CRM (Cockpit Resource Management) during the flight.
Final Report:

Crash of a BAc 111-525FT in Istanbul

Date & Time: Dec 30, 1995 at 1725 LT
Type of aircraft:
Operator:
Registration:
YR-BCO
Survivors:
Yes
Schedule:
Bucharest - Istanbul
MSN:
272
YOM:
1982
Flight number:
RO261
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
75
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The approach and landing at Istanbul-Atatürk was completed in marginal weather conditions with sleet, strong winds and turbulences. The copilot was the pilot-in-command. Upon touchdown on runway 36, the aircraft landed hard and bounced. On the second impact, the nose gear collapsed. The aircraft went out of control, veered off runway to the right at a speed of 60 knots and came to rest. All 81 occupants escaped uninjured while the aircraft was damaged beyond repair. The wind was gusting up to 29 knots at the time of the accident with a visibility limited to 4 km.

Crash of an Airbus A310-324 in Bucharest: 60 killed

Date & Time: Mar 31, 1995 at 0908 LT
Type of aircraft:
Operator:
Registration:
YR-LCC
Flight Phase:
Survivors:
No
Schedule:
Bangkok - Abu Dhabi - Bucharest - Brussels
MSN:
450
YOM:
1987
Flight number:
RO371
Country:
Region:
Crew on board:
11
Crew fatalities:
Pax on board:
49
Pax fatalities:
Other fatalities:
Total fatalities:
60
Captain / Total flying hours:
14312
Captain / Total hours on type:
1735.00
Copilot / Total flying hours:
8988
Copilot / Total hours on type:
650
Aircraft flight hours:
31092
Aircraft flight cycles:
6216
Circumstances:
Tarom flight 371 was a scheduled passenger service from Bucharest Otopeni Airport (OTP) in Romania to Brussel Airport (BRU), Belgium. On board were 49 passengers and eleven crew members. The first officer was pilot flying, the captain was pilot monitoring. Following de-icing, the Airbus A310 taxied to runway 08R for departure. The flight was cleared via the Strejnic 'STJ' VOR/DME beacon and an initial climb to flight level 260. Takeoff was initiated at 09:04 hours local time. When airborne, the captain announced positive climb and co-pilot requested to retract the landing gear. At 09:07:20 the captain called the Otopeni Approach controller and received a clearance to turn left and proceed direct to STJ. The co-pilot asked the captain to select direct STJ on FMS. The captain confirmed a direct STJ selection and requested the co-pilot to move the control wheel slightly. At an altitude of 1700 feet and speed a 187 knots, with flaps 15/slats 15 and pitch angle of 17.6 degrees, the aircraft was turning left, with a bank angle of 12 degrees, flying towards STJ. At 09:07:36, when the aircraft crossed 2000 feet at 188 knots, an engine thrust asymmetry started developing with continuous decrease of the left engine thrust, approximately 1 degree TRA (throttle resolver angle)/second. At 09:07:53, when the aircraft was crossing 3300 feet altitude at 195 kts turning with a decreasing bank angle of 20 degrees, the first officer called "250 in sight" and asked the captain to retract the flaps. This was carried out. At that moment, the engine thrust asymmetry reached 14.5 TRA degrees and 0.19 for EPRs. The first officer then requested slats retraction, but this action which was not carried out by the captain. At this moment the aircraft was passing through 013 degrees magnetic heading, at 3800 feet altitude and a decreasing speed of 185 kts. The aircraft pitch angle was 16,5 degrees, decreasing, and the left bank angle was 18 degrees, also decreasing. At that time the thrust asymmetry reached was 28 TRA degrees and 0.27 for EPRs. At 09:08:02, the first officer asked the captain: "Are you all right?" The aircraft was passing through 330 degrees magnetic heading, 4200 ft altitude, a decreasing speed of 181 kts, and an increasing 17 degrees left bank angle. At 09:08:08, a noise like an uttering of pain or a metallic noise was heard. The aircraft was crossing 4460 ft altitude, 179 kts speed and an increasing bank angle of 22 degrees. At that time the engines thrust asymmetry reached 0.36 for EPRs. The bank angle continued to increase to 28 degrees and the engine thrust asymmetry reached 0.41 for EPRs. At 09:08:15, the first officer, with a stressed and agitated voice, requested engagement of autopilot no. 1. The aircraft was crossing 4620-ft altitude, continuing its turn at an increasing bank angle of 43 degrees and a steadily decreasing pitch angle of 3.5 degrees. One of the pilots attempted to engage autopilot no. 1 The aircraft started a descent with 45 degrees bank angle and the engine thrust asymmetry had reached the maximum value of 0.42 for EPRs, followed by a continuous thrust reduction of engine n°2. One second later, there was recorded autopilot disengagement followed by the aural warning a level 3 "cavalry charge" lasting several moments. From that moment on, the aircraft started diving, the speed increased and the aircraft performed a complete rotation around its roll axis. At 09:08.28, first officer cried out "THAT ONE HAS FAILED!" without any other comments. The aircraft was descending through 3600 ft at 258 kts speed and an increasing nose down pitch angle at 61.5 degrees. The aircraft continued until it impacted the ground at a nose down attitude of approximately 50 degrees pitch angle with both engines at idle power. The airplane was destroyed and all 60 occupants were sustained fatal injuries.
Probable cause:
The following factors were reported:
- Thrust asymmetry,
- Possible incapacitation of the captain,
- Insufficient corrective action from the copilot in order to cover the consequences of the first factors.
The French Ministry of Transport commented on the Romanian investigation report, stating that the pilot flying's actions that led to the loss of control could have been caused by the fact that the artificial horizon between Eastern and Western built aircraft is inverted in roll and that the first officer spent the majority of his career on Eastern-built aircraft.
Final Report:

Crash of an Antonov AN-26 in Oradea

Date & Time: Sep 20, 1994
Type of aircraft:
Operator:
Registration:
508
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Oradea – Bucharest
MSN:
25 08
YOM:
1974
Location:
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
During the takeoff roll at Oradea Airport, the flight engineer under training prematurely retracted the landing gear. The aircraft sank on its belly and skidded on runway before coming to rest. All 11 occupants evacuated safely while the aircraft was damaged beyond repair.
Probable cause:
Premature retraction of the undercarriage during takeoff.

Crash of a Beechcraft Beechjet 400 in Bucharest

Date & Time: Dec 18, 1991 at 1300 LT
Type of aircraft:
Operator:
Registration:
N3123T
Survivors:
Yes
Schedule:
Marseille - Bucharest
MSN:
RJ-23
YOM:
1987
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The approach to Bucharest-Otopeni Airport was completed in poor weather conditions with a visibility reduced to 100 metres in fog. The aircraft landed slightly to the right of the runway 26L centerline, causing the right wing to struck a 60 cm high snow wall. The aircraft went out of control and eventually collided with an observation tower. All 10 occupants escaped uninjured while the aircraft was damaged beyond repair.
Probable cause:
The approach was continued and the landing was completed in below minima weather conditions. The crew failed to initiate a go-around procedure.

Crash of an Ilyushin II-18V near Uricani: 9 killed

Date & Time: Aug 13, 1991 at 2353 LT
Type of aircraft:
Operator:
Registration:
YR-IMH
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Bucarest – Timişoara
MSN:
185 0083 01
YOM:
1965
Flight number:
RO785A
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
9
Circumstances:
The four engine aircraft departed Bucharest-Otopeni Airport at 2316LT on a cargo flight to Timişoara, carrying five crew members and four mechanics who were dispatched in Timişoara to repair another aircraft. En route, while cruising at an altitude of 6,100 metres, the crew reported his position and the ETA was fixed at 0003LT. After being cleared to descend to 2,440 metres, the crew changed his frequency and contacted Timişoara Approach. After passing over Faget, the crew was cleared to descend to 1,800 metres when radar and radio contacts were lost. The aircraft struck the slope of a mountain located in the Retezat Mountain Range, about 18 km northwest of Uricani and 130 km southeast of Timişoara Airport. The aircraft disintegrated on impact and all nine occupants were killed.
Probable cause:
Controlled flight into terrain while descending by night in IMC conditions. For unknown reasons, the crew initiated the descent prematurely, causing the aircraft to descent below the minimum prescribed altitude.

Crash of a Boeing 707-3K1C in Bucharest

Date & Time: Jan 10, 1991
Type of aircraft:
Operator:
Registration:
YR-ABD
Flight Type:
Survivors:
Yes
Schedule:
Bucharest - Bucharest
MSN:
21651
YOM:
1979
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The Romanian Presidential Airplane was engaged in a series of tests prior to an official flight to China within two days. The crew consisting of pilots and engineers completed several circuits in the region of Bucharest-Otopeni Airport and was preparing to land when the aircraft rolled to the left on short final, causing both left engines n°1 and 2 to struck the runway surface. Fuel line ruptured and fuel ignited. The crew initiated an emergency braking procedure, vacated the runway by a taxiway and stopped the aircraft that was bursting into flames. All 13 occupants escaped uninjured while the aircraft was damaged beyond repair.