Madrid-Barajas

The crew completed the approach to runway 09 with a tailwind component of 11 knots. The aircraft landed hard 50 metres past the runway threshold, bounced and landed hard a second time 360 metres further. All tires burst and the fuselage broke in two between sections 756 and 760. The aircraft came to rest and all 99 occupants were evacuated, among them 26 were injured, four seriously. A positive acceleration of 4,49 g was recorded on the first impact and 4,79 g on the second impact.

During the last segment, the aircraft was unstable and upon touchdown, it went out of control. It veered off runway to the left and came to rest. Both crew members escaped uninjured while the aircraft was damaged beyond repair.

Iberia Flight 610 departed Madrid at 08:47 for a scheduled flight to Bilbao, where it was scheduled to land at 09:35. The Boeing 727, named "Alhambra de Granada", climbed to the cruising altitude of FL260. At 09:09 the crew were instructed to descend to FL100. Seven minutes later the copilot contacted Bilbao Tower. The controller then cleared the flight for an ILS approach: "Iberia 610, you can continue descent, for an ILS approach to Bilbao, runway 30, wind is 100 degrees 3 knots, QNH 1025 and transition level 70." This was confirmed by the crew. The controller subsequently offered them a direct clearance to the approach fix, which is located at 13 DME from the airport. The captain declined and decided to fly the standard approach procedure. At 09:22 flight 610 reported over the Bilbao VOR at 7000 feet, starting the standard approach procedure. The airplane further descended to 5000 feet, which it reached three minutes later. The crew switched the Altitude Alert System to 4300 ft (the minimum sector altitude is 4354 feet) and continued the descent. The altitude alert horn sounds 900 feet prior to reaching the preset altitude (approach mode) and 300 feet below that altitude (deviation mode). Since the flight had 700 feet to go, the horn would only sound at around 4000 feet. Since the crew descended below the minimum sector altitude, the altitude alert horn sounded at 4040 feet. The crew interpreted this being the approach mode alert, and continued their descent. Fifty-seven seconds after passing through the minimum sector altitude, the airplane struck the base of a structure of antennas located close to the top of Mount Oiz (3356 feet high). The left wing broke off and the remaining fuselage crashed onto the hillside, cutting a swath through the trees. The aircraft disintegrated on impact and all 148 occupants were killed.

Boeing 727-256 EC-CFJ of Iberia, operating scheduled flight IB350 to Rome, and DC-9-32 EC-CGS of Aviaco, operating schedule AO134 to Santander, crashed on runway 01/19 at Madrid-Barajas Airport. The Boeing 727 had been cleared for takeoff on runway 01 and was at V1 speed. The DC-9 had been cleared to proceed to the holding point at runway 01 through the outer taxiway. The accident occurred approximately at 09h39:29 on December 7, 1983. As a result of the impact and instant fire, the DC-9 aircraft was totally destroyed, dying the whole of its occupants, 5 crew members and 37 passengers. The Boeing 727 aircraft lost almost all of its left wing and main gear of the same side, sliding on the runway about 460 meters, until its final stop, remaining facing the opposite direction of takeoff, on the left edge of runway 01. As a result of the impact and of the spilling of fuel from the left wing, there was an almost instant fire at the time o the crash, which subsequently destroyed the aircraft. 34 passengers and 8 crew members out of the 84 passengers and 9 crew members, survived. 50 passengers and one assistance crew member died as a result of the impact and fire. The conditions of visibility at the airport were of daylight and intense fog.

Boeing 727-256 EC-CFJ of Iberia, operating scheduled flight IB350 to Rome, and DC-9-32 EC-CGS of Aviaco, operating schedule AO134 to Santander, crashed on runway 01/19 at Madrid-Barajas Airport. The Boeing 727 had been cleared for takeoff on runway 01 and was at V1 speed. The DC-9 had been cleared to proceed to the holding point at runway 01 through the outer taxiway. The accident occurred approximately at 09h39:29 on December 7, 1983. As a result of the impact and instant fire, the DC-9 aircraft was totally destroyed, dying the whole of its occupants, 5 crew members and 37 passengers. The Boeing 727 aircraft lost almost all of its left wing and main gear of the same side, sliding on the runway about 460 meters, until its final stop, remaining facing the opposite direction of takeoff, on the left edge of runway 01. As a result of the impact and of the spilling of fuel from the left wing, there was an almost instant fire at the time o the crash, which subsequently destroyed the aircraft. 34 passengers and 8 crew members out of the 84 passengers and 9 crew members, survived. 50 passengers and one assistance crew member died as a result of the impact and fire. The conditions of visibility at the airport were of daylight and intense fog.

Following an uneventful flight from Paris-Roissy-CDG Airport, the crew was cleared to descent to Madrid-Barajas Airport runway 33. Once the altitude of 9,000 feet reached on descent, the crew was cleared to continue. At 0103LT, he was cleared to land on runway 33 and should complete a turn to the right. Following several errors on approach, the crew initiated a right turn prior to pass over the VOR, causing the aircraft to descent below the MDA. At an altitude of 2,247 feet and at a speed of 142 knots, the right main gear struck the top of a hill. Upon impact, the right main gear and the engine n°4 were torn off. Three seconds later, while in a 4,9° nose-up attitude, at a speed of 135 knots, the aircraft struck the top of a second hill. Then, six seconds later, the right wing struck the ground. The aircraft overturned and crashed upside down, bursting into flames. The wreckage was found 12 km from the runway threshold in an olive plantation. Eleven passengers (among them four members of the same family, father, mother and both children) were injured while 181 other occupants were killed, among them the Peruvian writer Manuel Scorza.

After touchdown on a wet runway at Santiago de Compostela Airport, the crew activated the thrust reverser systems and started the braking procedure. Unable to stop within the remaining distance, the airplane overran, lost its undercarriage and came to rest in flames in a wooded area, broken in two. All 223 occupants were evacuated, 52 of them were injured, some seriously. The aircraft was destroyed.

On approach to runway 33L at Boston-Logan Airport, the crew encountered marginal weather conditions with rain falls and a limited visibility to 3/4 mile in fog. While passing from IFR to VFR mode on short final, the captain failed to realize that the airplane lost height when the right main gear struck a dyke and was torn off. The airplane struck the runway surface, veered off runway to the right then lost its undercarriage and came to rest in flames. All 168 occupants were evacuated, six of them were injured. The aircraft was destroyed.

The Caravelle aircraft took off from Madrid-Barajas Airport at 08:30 GMT and proceeded normally to La Coruña Airport. At 09:14 radio contact was made with La Coruña tower and the flight crew reported 3 minutes away. The tower controller informed the flight that weather at the airport was below minima and that improvement would be slow. The flight crew then decided to hold over Lima Romeo Alpha and said they would report when holding. Shortly thereafter they informed the tower that they would make an approach down to minima to get a more precise idea of the weather and would hold thereafter. The controller switched on the VASIS and at 09:21 informed the flight that visibility was around 350 m, although he could not see the VASIS at the threshold of runway 22. The flight then reported at 3000 feet beginning the approach. At 09:23 the controller reported a visibility of 600 m. At 09:24 the pilot said he would attempt to land, that he was 2200 feet on approach and had not yet entered clouds. At 09:28 ATC reported 800 m visibility, but that a light breeze was coming up and fog was again closing in from the sea. The crew reported to the tower that they had descended to minima. Since the ground could not be seen, they would therefore begin to hold. At 09:32 the flight crew reported holding at 6000 feet and requested to be informed of any change that might take place. At 09:34 the controller reported a visibility of 400 m, that the VASIS was still visible. The flight crew then tried to make another attempt to land. At 09:36 the flight crew reported passing the LRA VOR on approach. The controller answered that the lights of the VASIS were no longer visible and that some fog had collected over the runway threshold. The pilot then decided to resume holding. Weather gradually improved and at 10:20 ATC reported a horizontal visibility of 1500 m and a vertical visibility of 150 m which improved to 250-300 m within three minutes. The pilot acknowledged and said he was leaving 5000 feet for approach. At 10:31 the flight reported passing LRA. At 10:32 the flight reported discontinuing the approach and 6 minutes later the pilot said he was initiating another approach and would report over LRA. At 10:39 the pilot reported over LRA again. Shortly afterward the Caravelle contacted eucalyptus trees, struck the ground and crashed onto several houses. The aircraft was totally destroyed and none of the 85 occupants survived. There were no casualties on the ground.

The crew was completing a positioning flight from Madrid-Barajas to Funchal. While approaching the airport by night, the pilot-in-command made a turn to join the runway 06 approach path when the airplane stalled and crashed into the sea few km off shore. The wreckage sank by a depth of 740 meters and was not recovered. All three crew members were killed.