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Sept. 23, 2000 Khartoum, Sudan Boeing 737-300 minor 111 none
The second-in-command — a captain undergoing route validation — was the pilot flying when the airplane touched down hard.The accident occurred during daytime and in deteriorating weather conditions that included strong crosswinds.
Nov. 24, 2000 Bangkok,Thailand Boeing 737-400 substantial 155 minor/none
The airplane touched down hard, bounced and then touched down on the nose landing gear, which collapsed.The accident occurred during nighttime.
Nov. 30, 2000 Shannon, Ireland Boeing 737-800 substantial 9 minor, 186 none
Runway 24 was in use at the airport. Surface winds were from 140 degrees at 28 knots, gusting to 42 knots, and visibility was 10 kilometers (six statute miles) with light rain. Warnings were issued for severe turbulence and wind shear. The flight crews of two airplanes preceding the B-737 on the approach conducted go-arounds and diverted to Dublin, Ireland. The captain and the first officer (the pilot flying) of the B-737 said that the approach was stabilized until about 30 feet AGL, when the airplane’s sink rate suddenly increased substantially. Both pilots believed that the airplane had encountered a downdraft. The first officer increased engine power and applied nose-up pitch control. The airplane touched down hard, bounced and touched down again on the nose landing gear, which collapsed. The airplane was stopped on the runway about 8,600 feet (2,623 meters) from the initial touchdown point. Airplane damage included engine foreign-object damage.
Feb. 7, 2001 Bilbao, Spain Airbus A320-200 substantial 142 minor/none
During an ILS approach to Runway 30 in nighttime VMC, the airplane encountered turbulence and wind shear. Surface winds were from 240 degrees at eight knots, gusting to 15 knots, and light turbulence had been reported. About 120 feet AGL, a strong updraft caused the airplane to deviate above the glideslope. As the pilot flying applied nose-down pitch control, a strong downdraft caused the airplane to enter a high sink rate. At 80 feet AGL, the flight crew began a go-around, but the airplane continued to descend and touched down hard
— at an estimated descent rate of 1,200 feet per minute (20 feet per second) — in a nose-down attitude.The nose landing gear collapsed, and the airplane slid about 1,000 meters (3,281 feet) before coming to a stop on the runway.The report said,“The combination of a severe vertical gust together with the nose-up [side]stick input [during the go-around] resulted in the aircraft’s AOA [angle-of-attack] protection being triggered. As a result of this accident, Airbus has decided to modify the AOA-protection control laws to give the crew more authority during the short-final-approach phase.”
Feb. 14, 2001 Punta Gorda, Florida, U.S Learjet 35A substantial 5 none
Reported visibility was 0.25 statute mile (0.40 kilometer) with fog. On arrival, the captain told ATC that he had the airport and the runway in sight.The airplane, which was on an emergency medical services flight, was at 800 feet during the nighttime VOR approach when the captain lost visual contact with the runway and conducted a go-around.The captain said that during the second approach, which was conducted visually, he was distracted by the fog but maintained visual contact with the runway.The first officer recommended a go-around, but the captain continued the approach.The tires on the left-main landing gear burst on touchdown, and the airplane traveled 4,100 feet (1,251 meters) down the runway before coming to a stop.
　
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