11/23/2017 BOEING 737-800 - SKYbrary Aviation Safety

BOEING 737-800
Category: Aircraft
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B738

BOEING 737-800 Aircraft

Name 737-800
Manufacturer BOEING
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Medium
APC C
Type code L2J
Aerodrome Reference Code 4C
RFF Category 7
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4

Manufacturered as:
Description BOEING BBJ2
BOEING 737-800 BBJ2
The B738 is member of the B737 family of aircraft. The 737-800 is a stretched BOEING 737-800
version of the 737-700, and replaces the 737-400.

For more information, see Boeing's B737 family specifications

(http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf).

Technical Data
Wing span 34.32 m
Length 39.50 m
Height 12.60 m
Powerplant 2 x CFM56-7B (117 kN) turbofans.
Engine model CFM International CFM56

Performance Data

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Initial Initial Initial Initial Descent

MACH Descent
Take-Off Climb Climb Climb Cruise Descent (FL100 Approach
Climb (to FL100)
(to 5000 ft) (to FL150) (to FL240) (to FL240) & below)
V2 145 165 290 290 460 290 Vapp 140
IAS IAS IAS MACH 0.78 TAS MACH 0.78 IAS IAS kts
(IAS) kts kts kts kts kts kts (IAS) kts
2300 3000 2000 2000 1500 800 3500 210 1600
Distance ROC ROC ROC ROC MACH 0.785 ROD ROD MCS Distance
m ft/min ft/min ft/min ft/min ft/min ft/min kts m
70530
MTOW Ceiling FL410 ROD ft/min APC C
kg
2000
WTC M Range
NM

Edit

Accidents & Serious Incidents involving B738

A318 / B738, en-route, Trasadingen Switzerland, 2009 (On 8 June 2009, an Airbus A318-100 being operated by Air France
on a scheduled passenger flight from Belgrade, Serbia to Paris CDG in day VMC came into conflict with a Boeing 737-800
being operated by Ryanair on a scheduled passenger flight from Nottingham East Midlands UK to Bergamo Italy. The
conflict was resolved mainly by TCAS RA response and there were no injuries to any occupants during the avoidance
manoeuvres carried out by both aircraft.)
A318/B738, Nantes France, 2010 (On 25 May 2010 an Air France Airbus A318 making an automatic landing off an ILS Cat
2 approach at Nantes experienced interference with the ILS LOC signal caused by a Boeing 737-800 which was departing
from the same runway but early disconnection of the AP removed any risk of un-correctable directional control problems
during the landing roll. Both aircraft were operating in accordance with their ATC clearances. Investigation attributed the
conflict to the decision of TWR not to instruct the A318 to go around and because of diminished situational awareness.)
A319 / B738 / B738, en-route, near Lausanne Switzerland, 2013 (On 26 May 2013, an A319 in Swiss Class 'C' airspace
received a TCAS 'Level Off' RA against a 737 above after being inadvertently given an incorrect climb clearance by ATC.
The opposing higher-altitude 737 began a coordinated RA climb from level flight and this triggered a second conflict with
another 737 also in the cruise 1000 feet above which resulted in coordinated TCAS RAs for both these aircraft. Correct
response to all RAs resulted in resolution of both conflicts after prescribed minimum separations had been breached to as
low as 1.5nm when 675 feet apart vertically.)
A320 / B738 Barcelona Spain, 2012 (On 27 May 2012, an Airbus A320 departing Barcelona was cleared by GND to taxi
across an active runway on which a Boeing 737-800 was about to land. Whilst still moving but before entering the runway,
the A320 crew, aware of the aircraft on approach, queried their crossing clearance but the instruction to stop was given too
late to stop before crossing the unlit stop bar. The 737 was instructed to go around and there was no actual risk of collision.
The Investigation attributed the controller error to lack of familiarisation with the routine runway configuration change in
progress.)
A320 / B738, en-route, near Crdoba Spain, 2014 (On 30 October 2014, a descending Airbus A320 came close to a Boeing
737-800 at around FL 220 after the A320 crew significantly exceeded a previously-instructed 2,000 fpm maximum rate of
descent assuming it no longer applied when not reiterated during re-clearance to a lower altitude. Their response to a TCAS
RA requiring descent at not above 1,000 fpm was to further increase it from 3,200 fpm. Lack of notification delayed the start
of an independent Investigation but it eventually found that although the A320 TCAS equipment had been serviceable, its
crew denied failing to correctly follow their initial RA.)
A320 / B738, vicinity Dubai UAE, 2012 (On 22 April 2012, an Airbus A320 and a Boeing 737 came into close proximity
near Dubai whilst on the same ATC frequency and correctly following their ATC clearances shortly after they had departed
at night from Sharjah and Dubai respectively. The Investigation found that correct response by both aircraft to coordinated
TCAS RAs eliminated any risk of collision. The fact that the controller involved had only just taken over the radar position
involved and was only working the two aircraft in conflict was noted, as was the absence of STCA at the unit due to set up
difficulties.)
A320 / B738, vicinity Launceston Australia, 2008 (On 1 May 2008 an Airbus A320-200 being operated by JetStar on a
scheduled passenger flight from Melbourne to Launceston, Tasmania was making a missed approach from runway 32L when
it came into close proximity in night VMC with a Boeing 737-800 being operated by Virgin Blue and also inbound to
Launceston from Melbourne which was manoeuvring about 5nm north west of the airport after carrying out a similar missed
approach. Minimum separation was 3 nm at the same altitude and the situation was fully resolved by the A320 climbing to
4000 feet.)
A320/B738, vicinity Delhi India, 2013 (On 2 September 2013, a B737 crew were not instructed to go around from their
approach by ATC as it became increasingly obvious that an A320 departing the same runway would not be airborne in time
for a landing clearance to be issued. They initiated a go around over the threshold and then twice came into conflict with the
A320 as both climbed on similar tracks without ATC de-confliction, initially below the height where TCAS RAs are
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functional. Investigation attributed the conflict to ATC but the failure to effectively deal with the consequences jointly to
ATC and both aircraft crews.)
A321 / B738, Dublin Ireland, 2011 (On 21 May 2011, a Monarch Airlines A321 taxiing for departure at Dublin inadvertently
taxied onto an active runway after failing to follow its taxi clearance. The incursion was not noticed by ATC but the crew of
a Boeing 737 taking off from the same runway did see the other aircraft and initiated a very high speed rejected take off
stopping 360 metres from it. The incursion occurred in a complex manoeuvring area to a crew unfamiliar with the airport at a
location which was not a designated hot spot. Various mitigations against incursions at this position have since been
implemented.)
A332/B738, vicinity Amsterdam Netherlands, 2012 (On 13 November 2012, a Garuda Airbus A330 and a KLM Boeing 737
lost separation against each other whilst correctly following radar vectors to parallel approaches at Amsterdam but there was
no actual risk of collision as each aircraft had the other in sight and no TCAS RA occurred. The Investigation found that one
of the controllers involved had used permitted discretion to override normal procedures during a short period of quiet traffic
but had failed to restore normal procedures when it became necessary to do so, thus creating the conflict and the ANSP was
recommended to review their procedures.)
B738 / A319, Dublin Ireland, 2010 (On 16 October 2010, in day VMC, a Boeing 737-800 being operated by Turkish Airlines
on a passenger flight from Dublin to Istanbul entered runway 28 at Dublin whilst an Airbus A319 being operated by
Germanwings on a scheduled passenger flight from Koln to Dublin was about 0.5nm from touchdown on the same runway.
The Airbus immediately initiated a missed approach from approximately 200 ft aal simultaneously with an ATC call to do
so.)
B738 / AS25, en-route, near Frankfurt Hahn Germany, 2013 (On 25 April 2013, the experienced pilot of an en-route motor
glider which was not under power at the time and therefore not transponding observed a potentially conflicting aircraft in
Class 'E' airspace near Frankfurt Hahn and commenced avoiding action. Although the glider was within their field of view,
neither of the pilots of the other aircraft, a Boeing 737 in a descent, was aware of the proximity of the glider until it passed
them on an almost parallel opposite-direction track 161 feet below them at a range of 350 metres as their aircraft was passing
approximately 6,500 feet QNH.)
B738 / AT46, Jakarta Halim Indonesia, 2016 (On 4 April 2016, a Boeing 737-800 crew taking off in normal night visibility
from Jakarta Halim were unable to avoid an ATR 42-600 under tow which had entered their runway after ambiguity in its
clearance. Both aircraft sustained substantial damage and caught fire but all those involved escaped uninjured. The
Investigation concluded that contributory to the accident had been failure to use a single runway occupancy frequency,
towing of a poorly lit aircraft, the potential effect on pilot detection of an obstruction of embedded approach lighting ahead
of the displaced landing threshold and issues affecting controller traffic monitoring effectiveness.)
B738 / B738, Dublin Ireland, 2014 (On 7 October 2014, a locally-based Boeing 737-800 taxiing for departure from runway
34 at Dublin as cleared in normal night visibility collided with another 737-800 stationary in a queue awaiting departure
from runway 28. Whilst accepting that pilots have sole responsible for collision avoidance, the Investigation found that
relevant restrictions on taxi clearances were being routinely ignored by ATC. It also noted that visual judgement of wingtip
clearance beyond 10 metres was problematic and that a subsequent very similar event at Dublin involving two 737-800s of
the same Operator was the subject of a separate investigation.)
B738 / B738, Seville Spain, 2012 (On 13 April 2012 a Boeing 737-800 being taxied off its parking stand for a night
departure by the aircraft commander failed to follow the clearly and correctly marked taxi centrelines on the well-lit apron
and instead took a short cut towards the taxiway centreline which resulted in the left winglet striking the left horizontal
stabiliser and elevator of another Ryanair aircraft correctly parked on the adjacent stand causing damage which rendered both
aircraft unfit for flight. The pilot involved was familiar with the airport and had gained almost all his flying experience on
the accident aircraft type.)
B738 / B744, Los Angeles USA, 2004 (On 19 August 2004, a Boeing 747-400 operated by Asiana Airlines, was given a
landing clearance for runway 24L at Los Angeles (LAX). At the same time, a Boeing 737-800 operated by Southwest
Airlines was given line up and wait instruction for the same runway. The B744 initiated a go-around as the crew spotted the
B738 on the runway.)
B738 / C172, en route, near Falsterbo Sweden, 2014 (On 20 July 2014, the pilot of a VFR Cessna 172 became distracted and
entered the Class 'C' controlled airspace of two successive TMAs without clearance. In the second one he was overtaken by a
Boeing 738 inbound to Copenhagen with less than 90 metres separation. The 738 crew reported a late sighting of the 172 and
"seemingly" assessed that avoiding action was unnecessary. Although the 172 had a Mode C-capable transponder, it was not
transmitting altitude prior to the incident and the Investigation noted that this had invalidated preventive ATC and TCAS
safety barriers and compromised flight safety.)
B738 / CRJ1, New York La Guardia USA, 2007 (On 5 July 2007, in daylight and good visibility, a Comair CRJ100 on an
outbound scheduled service flight was cleared by a GND Controller to taxi across active runway 22 on which a Delta AL
Boeing 737-800 also operating a scheduled service flight had already been cleared to land by the (TWR) local controller. The
crossing to be made did not allow the CRJ100 crew to see up the runway towards the landing threshold until they had almost
completed the crossing. When they did see the by then landed B738 coming towards them, they immediately increased thrust
on the single operating engine to accelerate clear.)
B738 / E135, en-route, Mato Grosso Brazil, 2006 (On 29 September 2006, a Boeing 737-800 level at FL370 collided with an
opposite direction Embraer Legacy at the same level. Control of the 737 was lost and it crashed, killing all 154 occupants.
The Legacy's crew kept control and successfully diverted to the nearest suitable airport. The Investigation found that ATC
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had not instructed the Legacy to descend to FL360 when the flight plan indicated this and soon afterwards, its crew had
inadvertently switched off their transponder. After the consequent disappearance of altitude from all radar displays, ATC
assumed but did not confirm the aircraft had descended.)
B738 / F100, Geneva Switzerland, 2014 (On 31 March 2014, a Geneva TWR controller believed it was possible to clear a
light aircraft for an intersection take off ahead of a Fokker 100 already lining up on the same runway at full length and gave
that clearance with a Boeing 737-800 6nm from touchdown on the same runway. Concluding that intervention was not
necessary despite the activation of loss of separation alerts, the controller allowed the 737 to continue, issuing a landing
clearance whilst the F100 was still on the runway. Sixteen seconds later, the 737 touched down three seconds after the F100
had become airborne.)
B738 vicinity Canberra Australia 2014 (On 9 May 2014, the crew of a Boeing 737-800 found that rotation during take off
required significantly more back pressure on the control column than would be expected. It was found that a party of 87
primary school children all seated together at the rear of the cabin had been checked in as adults so that the aircraft had been
up to 5 tonnes lighter and with a significantly different trim requirement than the certified and accepted loadsheet stated. The
error was attributed to the inadequate group check arrangements of the airline involved.)
B738, Alicante Spain, 2013 (On 27 March 2013, a Ryanair Boeing 737-800 was mis-handled during take off and a minor
tailstrike occurred. The crew were slow to respond and continued an uninterrupted climb to FL220 before deciding to return
to land and beginning the corresponding QRH drill. When the cabin pressurisation outflow valve was fully opened at FL130,
the cabin depressurised almost instantly and the crew temporarily donned oxygen masks. The Investigation noted the
absence of any caution on the altitude at which the QRH drill should be used but also noted clear guidance that the procedure
should be actioned without delay.)
B738, Auckland New Zealand, 2013 (On 7 June 2013, stabiliser trim control cable, pulley and drum damage were
discovered on a Boeing 737-800 undergoing scheduled maintenance at Auckland. The Investigation found the damage to
have been due to a rag which was found trapped in the forward cable drum windings and concluded that the integrity of the
system which provided for stabiliser trim system manual control by pilots had been compromised over an extended period.
The rag was traced to a specific Australian maintenance facility which was run by the Operator's parent company and which
was the only user of the particular type of rag.)
B738, Delhi India, 2014 (On 5 January 2014, a Boeing 737-800 operating a domestic flight into Dehli diverted to Jaipur due
to destination visibility being below approach minima but had to break off the approach there when the aircraft ahead was
"substantially damaged" during landing, blocking the only runway. There was just enough fuel to return to Dehli as a
MAYDAY flight and successfully land below applicable minima and with minimal fuel remaining. The Investigation found
that a different alternate with better weather conditions would have been more appropriate and that the aircraft operator had
failed to provide sufficient ground-based support to the flight.)
B738, Djalaluddin Indonesia, 2013 (On 6 August 2013, a Boeing 737-800 encountered cows ahead on the runway after
landing normally in daylight following an uneventful approach and was unable to avoid colliding with them at high speed
and as a result departed the runway to the left. Parts of the airport perimeter fencing were found to have been either missing
or inadequately maintained for a significant period prior to the accident despite the existence of an airport bird and animal
hazard management plan. Corrective action was taken following the accident.)
B738, Dubai UAE, 2013 (On 6 December 2013, a Boeing 737-800 passenger aircraft was flown from Amman to Dubai out
of revenue service with a quantity of 'live' boxed chemical oxygen generators on board as cargo without the awareness of the
aircraft commander. The subsequent Investigation found that this was possible because of a wholesale failure of the aircraft
operator to effectively oversee operational risk implicit in sub contracting heavy maintenance. As a result of the
investigation, a previously unreported flight by the same operator in revenue service which had also carried live oxygen
generators was disclosed.)
B738, Eindhoven Netherlands, 2010 (On 4 June 2010, a Boeing 737-800 being operated by Ryanair and departing on a
scheduled passenger flight from Eindhoven to Faro, Portugal carried out a daytime rejected take off on runway 04 from
above V1 in normal visibility because the handling pilot perceived that the aircraft status was abnormal. The aircraft was
stopped 500m before the end of the 3000m runway, none of the occupants were injured and the aircraft suffered only hot
brakes.)
B738, Eindhoven Netherlands, 2012 (On 11 October 2012, the crew of a Ryanair Boeing 737-800 did not change frequency
to TWR when instructed to do so by GND whilst already backtracking the departure runway and then made a 180 turn and
took off without clearance still on GND frequency. Whilst no actual loss of ground or airborne safety resulted, the
Investigation found that when the Captain had queried the receipt of a take off clearance with the First Officer, he had
received and accepted a hesitant confirmation. Crew non-compliance with related AIP ground manoeuvring restrictions
replicated in their airport briefing was also noted.)
B738, Glasgow UK, 2012 (On 19 October 2012, a Jet2-operated Boeing 737-800 departing Glasgow made a high speed
rejected take off when a strange smell became apparent in the flight deck and the senior cabin crew reported what appeared
to be smoke in the cabin. The subsequent emergency evacuation resulted in one serious passenger injury. The Investigation
was unable to conclusively identify a cause of the smoke and the also- detected burning smells but excess moisture in the air
conditioning system was considered likely to have been a factor and the Operator subsequently made changes to its
maintenance procedures.)
B738, Goteborg Sweden, 2003 (On 7 December 2003, a Boeing 737-800 being operated by SAS on a passenger charter
flight from Salzburg, Austria to Stockholm Arlanda with an intermediate stop at Goteborg made a high speed rejected take
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off during the departure from Goteborg because of an un-commanded premature rotation. There were no injuries to any
occupants and no damage to the aircraft which taxied back to the gate.)
B738, Hobart Australia, 2010 (On 24 November 2010, a Boeing 737-800 being operated by Virgin Blue Airlines on a
scheduled passenger flight from Melbourne, Victoria to Hobart, Tasmania marginally overran the destination runway after
aquaplaning during the daylight landing roll in normal ground visibility.)
B738, Kingston Jamaica, 2009 (On 22 December 2009, the flight crew of an American Airlines Boeing 737-800 made a
long landing at Kingston at night in heavy rain and with a significant tailwind component and their aircraft overran the end
of the runway at speed and was destroyed beyond repair. There was no post-crash fire and no fatalities, but serious injuries
were sustained by 14 of the 154 occupants. The accident was attributed almost entirely to various actions and inactions of the
crew. Damage to the aircraft after the overrun was exacerbated by the absence of a RESA.)
B738, Limoges France, 2008 (On 21 March 2008, a Boeing 737-800 being operated by Ryanair on a scheduled passenger
flight from Charleroi, Belgium to Limoges carried out a daylight approach at destination followed by a landing in normal
ground visibility but during heavy rain and with a strong crosswind which ended with a 50 metre overrun into mud. None of
the 181 occupants were injured but both engines were damaged by ingestion of debris.)
B738, London Stansted UK, 2008 (On 13 November 2008, a Boeing 737-800 with an unserviceable APU was being
operated by Ryanair on a passenger flight at night was in collision with a tug after a cross-bleed engine start procedure was
initiated prior to the completion of a complex aircraft pushback in rain. As the power was increased on the No 1 engine in
preparation for the No 2 engine start, the resulting increase in thrust was greater than the counter-force provided by the tug
and the aircraft started to move forwards. The towbar attachment failed and subsequently the aircrafts No 1 engine impacted
the side of the tug, prior to the aircraft brakes being applied.)
B738, Lyon France, 2009 (On 29 August 2009, an Air Algrie Boeing B737-800 departed the side of the runway during take
off but then regained the paved surface after sustaining damage from obstructions, completed the take off without further
event and continued to destination. Damage to one of the engines, to tyres and to two lights was discovered at the
destination. ATC remained unaware of the excursion until the Operator asked its representative at Lyon to ask the airport to
carry out a runway inspection.)
B738, Manchester UK, 2003 (On 16 July 2003, a Boeing 737-800, being operated by Excel Airlines on a passenger flight
from Manchester to Kos began take off on Runway 06L without the flight crew being aware of work in progress at far end of
the runway. The take off calculations, based on the full runway length resulted in the aircraft passing within 56 ft of a 14 ft
high vehicle just after take off.)
B738, Mangalore India, 2010 (On 22 May 2010, an Air India Express Boeing 737-800 overran the landing runway at
Mangalore when attempting a go around after thrust reverser deployment following a fast and late touchdown off an unstable
approach. Almost all of the 166 occupants were killed when control was lost and the aircraft crashed into a ravine off the end
of the runway. It was noted a relevant factor in respect of the approach, landing and failed go around attempt was probably
the effect of sleep inertia on the Captains performance and judgement after a prolonged sleep en-route)
B738, Mangalore India, 2012 (On 14 August 2012, a Boeing 737-800 crew continued a previously stable ILS Cat 1 approach
below the prescribed MDA without having acquired the prescribed visual reference. The aircraft was then damaged by a high
rate of descent at the initial touchdown in the undershoot in fog. The occurrence was not reported by either the crew or the
attending licensed engineer who discovered consequent damage to the aircraft. Dense fog had prevented ATC visual
awareness. The Investigation attributed the undershoot to violation of minima and to both pilots looking out for visual
reference leaving the flight instruments unmonitored.)
B738, Naha Japan, 2007 (On 20 August 2007, as a Boeing 737-800 being operated by China Airlines on a scheduled
passenger flight arrived on the designated nose-in parking stand at destination Naha, Japan in daylight and normal visibility,
fuel began to leak from the right wing near to the engine pod and ignited. An evacuation was quickly initiated and all 165
occupants including 8 crew members were able to leave the aircraft before it was engulfed by the fire, which spread rapidly
and led to the destruction of the aircraft and major damage to the apron surface. As the stand was not adjacent to the terminal
and not served by an air bridge, there was no damage to structures. All occupants had left the aircraft before the Airport
RFFS arrived at the scene.)
B738, Newcastle UK, 2010 (On 25 November 2010, a Boeing 737-800 being operated by Thompson Airways on a passenger
fight from Arrecife, Lanzarote to Newcastle UK marginally overran Runway 07 at destination onto the paved stopway during
a night landing in normal ground visibility. None of the 197 occupants were injured and the aircraft was undamaged.
Passengers were disembarked to buses for transport to the terminal. An acceptable disposition of frozen deposits had been
advised as present on the runway prior to the approach after a sweeping operation had been conducted following a
discontinued approach ten minutes earlier because of advice from ATC that the runway was contaminated with wet snow.)
B738, Nuremburg Germany, 2010 (On 8 January 2010, an Air Berlin Boeing 737-800 attempted to commence a rolling take
off at Nuremburg on a runway pre-advised as having only medium braking action. Whilst attempting to position the aircraft
on the runway centreline, directional control was lost and the aircraft exited the paved surface onto soft ground at low speed
before the flight crew were able to stop it. The event was attributed to the inappropriately high taxi speed onto the runway
and subsequent attempt to conduct a rolling take off. Relevant Company standard operating procedures were found to be
deficient.)
B738, Oslo Gardermoen Norway, 2005 (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).)
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B738, Pardubice Czech Republic, 2013 (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 (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 (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 (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 (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, Rostov-on-Don Russia, 2016 (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 (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, Stuttgart Germany, 2005 (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.)
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