overshot the runway price

A red alert is called when lightning hits too close to the airport. It"s an automatic system that, when activated, clears ground crew from the apron -- or the part of the landing area where planes saddle up to the terminal. During a red alert, planes can leave and come into the airport. But it"s unsafe for ground crew to guide them anywhere, so passengers and pilots have to just sit tight.

The visibility of the airport was, at its lowest, six kilometres yesterday. However, Greater Toronto Airport Authority spokesman Steve Shaw said that distance is well within the airport"s comfort zone.

"The major problem with the weather was with the thunder cells going through setting off the red alerts," Mr. Shaw said. "It caused a backlog of traffic."

"At 4:04 p.m. there were winds gusts from the northwest at 33 knots, a bit more than 56 kilometres an hour. The gusts were associated with strong thunderstorms. It was fairly warm and humid, with heavy rain in the area," said Robert Lefebzre, director of services to Aviation and Defence in Environment Canada.

In the 1960s one plane crashed after it was struck by lightning in mid-air, he said. In the 1980"s two planes crashed in South America after they were hit by lightning. In each instance everyone on board was killed.

Usually there are fuel tanks in the back of the plane. In a crash situation it is not unusual that a fire would start in the back where the auxiliary power unit is housed. It provides internal power for the plane.

Bad weather, computer malfunction, pilot error may have played a role. The Airbus in yesterday"s accident had been flying for six years, making a maintenance problem with the plane unlikely. While it is impossible to immediately know what the cause was, it was likely a combination of factors.

"There will be very little environmental impact. Our team is out there checking Etobicoke Creek, looking for jet fuel. We haven"t found anything to be concerned about, particularly since the fire has already been put out," said Brian Park, environmental officer at Spills Action Centre, Ontario Ministry of Environment.

MANILA — Philippine aviation authorities said Tuesday they are investigating Cebu Pacific pilots and crew who left passengers waiting some 15 minutes before deploying emergency slides on a plane that overshot the runway and landed on its nose.

None of the 165 passengers was injured, but several complained about the slow response. The rough landing in stormy weather Sunday evening forced the three-day closure of the Davao International Airport in the southern Philippines while the Airbus A320-200 remained stuck on the runway. The aircraft was lifted off the grass and was being towed away Tuesday.

Civil Aviation Authority Deputy Director General John Andrews said pilot error probably caused the accident. He said the aircraft could not be repaired.

"Everyone panicked. Women and children were screaming," Percival Jacones told the Philippine Daily Inquirer newspaper. He said the cabin crew appeared stunned and it took 15 minutes before the captain came out of the cockpit to address the passengers.

Davao Mayor Sara Duterte said airport management was late in alerting city emergency services about the landing and was denied quick access to the passengers. She said an airport security guard phoned Emergency 911 to report the accident. The aviation authority said all angles will be investigated.

Andrews told reporters that the pilots and cabin crew have been grounded pending the investigation. He said the pilots violated the standard operating procedure by not ordering an immediate evacuation of the aircraft.

The plane had departed from the capital, Manila. Cebu Pacific is the Philippines" largest low-cost carrier. It operates 33 Airbus planes and eight ATRs, and also flies on regional routes.

A similar accident occurred in 2011 when a Cebu Pacific plane overshot the runway in Puerto Princesa in western Palawan province. There were no casualties.

The Ateneo de Davao University, which had members aboard Sunday"s flight, published an open letter saying it will boycott the airline to protest "the insensitivity and ineptness" of the crew.

"Your personnel lack training for an emergency situation. They froze. They did not know what do to. They must be able to put the welfare of the passengers before their own," said university President Joel Tabora.

The Philippine civil aviation sector was downgraded by the U.S. Federal Aviation Authority in 2008, and by the European Union two years later, because of safety and oversight lapses. Presidential spokesman Ricky Carandang said the government is hopeful that the latest incident will not impact an ongoing international review of the industry.

The unintended consequences of well-meaning regulation is a theme we discuss frequently here on DisCo.  (Note: This is different than cynical, anticompetitive regulations that are pushed under the guise of well-intentioned “consumer protection”, which is another recurring DisCo topic.)

In that vein, I filed comments on behalf of CCIA discussing the potential impact of new proposed regulations by the Department of Transportation aimed at requiring airlines to disclose the full cost of travel up front (instead of playing hide the ball with a litany of added fees).

The aim of this rulemaking is noble and economically sound. Econ 101 tells us that competition works best when certain conditions are present.  One of those conditions is that “perfect information” is available to consumers and producers.   The principle is that markets work best when everyone involved knows the full price up front and can assess their options before purchasing.  (Obviously, “perfect” is an ideal on one side of a continuum.)  In fact, this is an area where all sides of the political spectrum should agree — at least in theory.  Narrow rules that increase pricing (and quality of service) transparency would help the free market work better, and decrease the need for regulation, as consumers would be better able to discipline market participants with their consumption decisions.  In English that translates to: if airlines are screwing consumers on price or quality, and consumers know that up front, they can purchase a ticket on another airline, making that airline less likely to screw customers.   Hence, the “disciplinary power” of a well functioning market.  (Now, it is an entirely different debate as to whether the airline market is competitive enough given the recent wave of airline consolidation and the market’s unique structure, but that is an argument beyond the scope of this post.  No matter how competitive that market is right now, it is difficult to argue with the contention that better pricing information up front will make it work better.)

However, while “open data” is a good thing, regulations that go further than requiring a standardized output of raw data, governing how data is displayed by third parties, would be unwise.  As the growth of the Internet economy has illustrated, the packaging and display of information to consumers is an important sector of economic activity where new participants and innovation currently abound.  Locking in a particular type of display or presentation would slow growth and harm competition in the metasearch market.

DOT should require airlines to make their extra fees transparent to potential purchasers of airline tickets.  Not only is open pricing data a sound goal, but it will fuel the thriving travel search industry (aka “metasearch”) by providing websites such as Kayak, Bing Travel, Google Flight Search and Hipmunk more raw material to create more accurate flight search results.  The goal of these companies is to make it easier for consumers to compare travel options, so opening up more pricing data to them will naturally encourage DOT’s desired pro-consumer effect without the need for more onerous regulation.

Regulations requiring the disclosure of travel cost information by airlines and ticket agents should not extend to telling metasearch sites how to display information.  How metasearch companies display and package travel information to consumers is they key differentiating factor between metasearch sites.  Defining an overly rigid display format could have the unintended consequence of harming innovation and competition in this space.  As an example, Hipmunk, a travel startup that has recently shown strong growth and consumer appeal,received $20 million in venture funding based on its novel ideas in displaying and organizing travel information.

The DOT should also avoid classifying metasearch sites as traditional travel agents, as the sites themselves are merely information tools and do not have control over the ticketing process.  One key principle of U.S. Internet policy, reflected in laws such as Section 230 of the CDA and the DMCA safe harbor, is that Internet intermediaries are not the providers of the underlying product or service and, therefore, should not be subject to the same responsibilities or liabilities as the providers of the underlying service.  In this case, that service is directly selling air travel inventory.  (For a longer discussion of Internet intermediary policy, see this comprehensive OECD report.)

Qantas Flight 1 (QF1, QFA1) was a Qantas passenger flight between Sydney and London that was involved in a runway overrun accident at Don Mueang International Airport in Bangkok on 23 September 1999 as it was landing for a stopover.

During the approach to Bangkok, the weather conditions deteriorated significantly, from 5 statute mile visibility half an hour before landing to nearly one half statute mile visibility at the time of landing.: 1 The flight crew observed a storm cloud over the airport and ground reports were that it was raining heavily. However, these conditions are common at Bangkok. Seven minutes prior to Flight 1"s landing, a Thai Airways Airbus A330 landed normally, but three minutes before Flight 1"s landing another Qantas Boeing 747 (QF15, a Sydney-Rome via Bangkok service), conducted a go-around due to poor visibility during final approach.: 3 The crew of Qantas Flight 1, however, were unaware of this.

The first officer was flying the aircraft during the final approach. The aircraft"s altitude and airspeed were high, but were within company limits. The rain was now heavy enough that the runway lights were visible only intermittently after each windscreen wiper stroke. Just before touchdown the captain, concerned about the long touchdown point (over 3000 feet past the runway threshold) and unable to see the end of the runway, ordered the first officer to perform a "go-around" and the first officer advanced the throttles but did not engage the takeoff/go-around switch (TO/GA). At this point, visibility improved markedly and the landing gear contacted the runway, although the aircraft continued to accelerate. The captain then decided to cancel the go-around by retarding the thrust levers, even though he was not flying the aircraft. This caused confusion as he did not announce his actions to the first officer who still had formal control. When over-riding the first officer"s actions, the captain inadvertently left one engine at TO/GA power and as a result cancelled the preselected auto-brake settings.

The landing continued, but manual braking did not commence until the aircraft was over 5,200 feet down the runway. The aircraft then began to aquaplane and skid its way down the runway, departing substantially from the runway centreline. Company standard operating procedures mandated that idle reverse thrust should be used for landings and that flaps should be set at 25 degrees,: 17 not the maximum of 30 degrees. The combination of flaps 25, no auto-braking, no reverse thrust, a high and fast approach, a late touchdown, poor cockpit resource management, and the standing water on the runway led to a runway overshoot.

The aircraft gradually decelerated, ran off the end of the runway over a stretch of boggy grassland, colliding with a ground radio antenna as it did so, and came to rest with its nose resting on the perimeter road. The ground on the other side of the road forms part of a golf course.

There were no significant passenger injuries during an orderly evacuation of the aircraft carried out some 20 minutes after the rough landing. Thirty-eight passengers reported minor injuries.

The collision with the antenna caused the nose and right wing landing gear to collapse, the nose landing gear being forced back into the fuselage. The aircraft slid along in a nose-down, right wing low attitude, causing some further damage to the nose and damage to the two right engines and their mountings. The intrusion of the nose landing gear also caused the failure of the cabin intercom and public address system.

The damage was such that the aircraft was initially a write-off, but to preserve its reputation Qantas had it repaired at a cost of less than AU$100 million (the exact figure was never disclosed by Qantas).hull-loss accidents since the advent of the Jet Age, and also proved to be the more economical option for the time, as a new 747-400 was listed close to $200 million.

The aircraft was a Boeing 747-400 model; Boeing assigns a unique code for each company that buys one of its aircraft, which is applied as an infix to the model number at the time the aircraft is built, hence "747-438" denotes a 747-400 built for Qantas.

There have been several fatal crashes of Qantas aircraft, all of them propeller-driven. As of January 2018, the last fatal Qantas aircraft crash was in 1951 and the last Qantas aircraft to be a total loss was a Lockheed L-1049G Super Constellation propeller airliner that was destroyed by fire on 25 August 1960 in another runway overrun accident, after one of its engines failed during takeoff on the island of Mauritius.

An engineered materials arrestor system, engineered materials arresting system (EMAS), or arrester bedrunway to reduce the severity of the consequences of a runway excursion. Engineered materials are defined in FAA Advisory Circular No 150/5220-22B as "high energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft". While the current technology involves lightweight, crushable concrete blocks, any material that has been approved to meet the FAA Advisory Circular can be used for an EMAS. The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp or race circuit gravel trap, made of gravel or sand. It is intended to stop an aircraft that has overshot a runway when there is an insufficient free space for a standard runway safety area (RSA). Multiple patents have been issued on the construction and design on the materials and process.

As of May 2017, the International Civil Aviation Organization (ICAO) has been working on developing a harmonized regulation regarding arresting systems.

Research projects completed in Europe have looked into the cost-effectiveness of EMAS. Arrestor beds have been installed at airports where the runway safety areas are below standards, and their ability to stop aircraft with minimal or no damage to the air frame and its occupants has proven to bring results far beyond the cost of installations. The latest report, "Estimated Cost-Benefit Analysis of Runway Severity Reduction Based on Actual Arrestments", shows how the money saved through the first 11 arrestments has reached a calculated total of 1.9 billion USD, thus saving more than $1 B over the estimated cost of development (R&D, all installations worldwide, maintenance and repairs reaching a total of USD 600 million). The study suggests that mitigating the consequences of runway excursions worldwide may turn out to be much more cost-effective than the current focus on reducing the already very low probability of occurrence.

The FAA"s design criteria for new airports designate Runway Safety Areas (RSAs) to increase the margin of safety if an overrun occurs and to provide additional access room for response vehicles. A United States federal law required that the length of RSAs in airports was to be 1,000 feet (300 m) by the end of 2015, in a response to a runway overrun into a highway at Teterboro Airport in New Jersey.

As of 2017 the FAA reported that EMAS systems had been used 12 times, but that in some situations pilots tried to avoid the EMAS, steering to the grass sides in 30–40 kn (56–74 km/h; 35–46 mph) low-energy events in order to avoid publicity.

Of the 15 non-U.S. installations, eight were provided by Zodiac Arresting Systems (two in China, two in Madrid, one in Taiwan, two in Norway and one in Saudi Arabia), six were provided by RunwaySafe (one in Switzerland, and three in overseas departments of France – one in Reunion Island, two in Mayotte), one in Japan, one in Germany, two in Brazil and one provided by Hankge (China).

The first EMAS was developed in the mid-1990s by ESCO/Engineered Arresting Systems Corp. (later Zodiac Arresting Systems) as part of a collaboration and technical acceptance by the FAA. The fourth generation EMAS arrestor beds are composed of blocks of lightweight, crushable cellular concrete material, encased in jet blast resistant protection, designed to safely stop airplanes that overshoot runways. Zodiac"s EMAS is installed on over 110 airport runways at over 65 airports on three continents.

The Swedish company Runway Safe AB developed an EMAS system, a foamed silica bed made from recycled glass contained within a high-strength plastic mesh system anchored to the pavement at the end of the runway. The foamed silica is poured into lanes bounded by the mesh and covered with a poured cement layer and treated with a top coat of sealant.

On 19 January 2010, a Bombardier CRJ-200 commercial regional airliner with 34 persons aboard overran the runway at Yeager Airport in Charleston, West Virginia after a rejected takeoff.

On 2 November 2011, a Cessna Citation II business aircraft with 5 persons aboard overran the runway at Key West International Airport in Key West, Florida.

In October 2013, a Cessna 680 Citation business aircraft with 8 persons aboard overran the runway at Palm Beach International in West Palm Beach, Florida.

In October 2016, a Boeing 737 aircraft with 37 persons aboard, including Republican vice-presidential candidate Mike Pence, overran the runway at LaGuardia Airport, New York.

On 27 February 2019 an Embraer Phenom 100 operated by Quest Diagnostic Laboratories overran a runway at the Charles B. Wheeler Kansas City Downtown Airport (KMKC) at 4:28am local time resulting in the safe stopping of the aircraft with the pilot being the only occupant aboard.

After the 8 December 2005 overshoot of Southwest Airlines Flight 1248 at Midway International Airport in Chicago, Illinois, which is located in a heavily congested area, an EMAS was installed on Rwy 13C/31C.

On 13 October 2006, New York Yankees player Alex Rodriguez"s private jet was brought to a halt safely by the EMAS installation at Bob Hope Airport in Burbank, California. The system was installed after the 2000 Southwest Airlines Flight 1455 runway overshoot that injured 43 passengers and the captain.

Boburg, Shawn (17 September 2013). "Teterboro Airport gets $1M for runway project". northjersey.com. Archived from the original on 5 May 2014. Retrieved 5 May 2014.

"Archived copy" (PDF). Archived from the original (PDF) on 21 February 2015. Retrieved 20 February 2015.link) FAA Advisory Circular 150/5300-13A (PDF)

Jacobs, Kenneth (1 March 2006). "Runway Safety Areas - An Airport Operator"s Perspective". Federal Aviation Administration. pp. 8, 9, 13. Archived from the original on 27 September 2012. Retrieved 20 August 2014.

"PSA Airlines Canadair CRJ-200 N246PS operating as US Airways flight 2495 from Charleston, West Virginia (CRW) to Charlotte, North Carolina (CLT) with 30 passengers [sic] and 3 crew, overran the runway following a rejected take-off. The aircraft was stopped by the EMAS at the end of the runway, sustaining only minor damage to its landing gear doors."

"A Cessna Citation landed at Key West. The flight, which originated in Fort Lauderdale with 3 passengers and 2 crew, had a brake failure upon landing in Key West and was successfully stopped by the airport"s newly installed EMAS. Only minor injuries were reported."

Mele, Christopher (27 October 2016). "Plane With Mike Pence Aboard Skids Off La Guardia Runway". The New York Times. ISSN 0362-4331. Retrieved 28 October 2016.

Oldham, Jennifer (14 October 2006). "Yankee Player"s Jet Overruns Runway in Burbank". The airport installed the $4-million safety system after a Southwest Airlines Boeing 737 skidded off the same runway and onto a street in 2000, injuring 43 passengers and the captain on the same runway.

A damaged Korean Air plane remained stuck in the grass at a central Philippine airport Monday after it overshot a runway in rainy weather the night before. No injuries were reported among the 162 passengers and 11 crewmembers who escaped from the aircraft using emergency slides.

Dozens of flights have been canceled and Mactan-Cebu International Airport, one of the country’s busiest, remained closed due to the stalled aircraft at the end of its lone usable runway.

The terrifying close call prompted a public apology from Korean Air’s president and a vow from one of Asia’s most prominent airlines to take steps to prevent a recurrence.

“We always prioritize safety in all of our operations, and we truly regret the stress and inconvenience brought to our passengers,” Korean Air President Woo Keehong said in a statement.

The front underbelly of the plane was sheared off and its nose was heavily damaged. The plane lay tipped forward on a grassy area with its front landing wheel not visible and emergency slides deployed at the doors. A ripped-open hole was also visible at the top of the plane near a front door.

Philippine officials said the plane’s remaining fuel would be siphoned off before efforts begin to remove the aircraft at the runway’s end. Authorities were also assessing if the other aircraft that are stranded at the airport could be allowed to fly out safely.

The Airbus A330 flying from Incheon, South Korea, attempted to land twice before overrunning the runway on the third attempt, Korean Air Lines Co. said in a statement.

In 1981, A Korean Air Lines Boeing 747 jetliner overshot the runway while taking off from Manila’s international airport and skidded to a stop at the edge of a major highway. The accident injured more than a dozen of about 350 people onboard.

The plane hit a concrete fence and skidded to a halt on its belly with its front section frighteningly protruding over a busy side road of a key highway south of metropolitan Manila.

A Korean Air Lines Co Ltd jet with 173 people on board overshot the runway at Cebu International Airport in the Philippines late on Sunday, October 23, the airline said, adding that there were no injuries and all passengers had evacuated safely.

The Airbus SE A330 widebody flying from Seoul to Cebu had tried to land twice in poor weather before it overran the runway on the third attempt at 23:07 local time, Korean Air said in a statement on Monday.

Back in 2010, an Air India Express aircraft overshot the runway at Mangalore airport, fell into a gorge, caught fire and 158 people lost their lives. And the crash of the airline"s plane in Kozhikode on Friday is a stark reminder of that accident ten years ago. In both instances, Air India Express pilots had overshot tabletop runways. Also, the flights were coming from Dubai.

In its report on the Mangalore accident that happened on May 22, 2010, the Court of Inquiry had said the direct cause was the captain"s failure to discontinue the unstabilised approach of the plane.

"Despite the constraints of terrain surrounding the tabletop runway, the rescue and fire fighthing operations had been carried out with due diligence," the report dated October 31, 2010 said.

"It then impacted the concrete mounting structure of ILS (Instrument Landing System) Localiser Antenna and fell into a gorge. In the resultant impact and post crash fire, 152 passengers and all 6 crew members lost their lives. There were 8 survivors," the report said.

On Friday, the airline"s plane overshot the runway at Kozhikode airport, fell into a slope before breaking into two pieces. While there was no fire, at least 18 people, including two pilots, are dead in the crash, which also happened when there were rains.

The 2010 report had said that there were three tabletop airports in the country from where scheduled flights operate at Mangalore, Kozhikode and Lengpui.

Further, the report also said that tabletop runways have a problem of access roads around the airfield, which may need to be used in case of aircraft accidents.

Citing the International Civil Aviation Organization (ICAO) data, the report had also said that most of the accidents occur during landing and take-off phases, with a large number of runway excursions and aircraft overrunning into the overshoot area.

"Considering the large momentum of these aircraft, a downward slope in the overrun area can worsen the outcome. It is therefore recommended that such downward slopes as obtaining in Mangalore be brought to the same level of the runway surface.

The Court of Inquiry had said the cause of the accident was the captain"s failure to discontinue the "unstabilised approach" and his persistence in continuing with the landing, despite three calls from the first officer to "go around" and a number of warnings from Enhanced Ground Proximity Warning System (EGPWS).

Adani Group stocks rallied in early trade on Tuesday after the promoters said they had repaid ₹9,250 crore ($1.1 billion) of debt backed by shares in three companies.

The home and IT ministries, along with the Reserve Bank of India (RBI), will hold discussions over the next few days to decide on the next steps after the government blocked 94 online lending apps earlier this week, multiple people aware of the developments said.

India’s food safety regulator is likely to mandate online marketplaces to prominently display key health and nutritional alerts alongside the retail price for packaged items sold on their platforms, multiple people aware of the matter told ET.

NEW DELHI (AP) — A special evacuation flight bringing people home to India who had been trapped abroad because of the coronavirus skidded off a runway and split in two while landing Friday in heavy rain in the southern state of Kerala, killing at least 16 passengers and injuring 123 more, police said.

Abdul Karim, a senior Kerala state police officer, said the dead included one of the pilots of the two-year-old Boeing 737-800 flying for Air India Express airline. He said at least 15 of the injured were in critical condition, and that rescue operations were over.

No fire was reported on the Boeing 737 aircraft after it landed and broke into two pieces, Rajiv Jain, a spokesman for the Civil Aviation Ministry, said.

Civil Aviation Minister Hardeep S. Puri said in a statement that the flight “overshot the runway in rainy conditions and went down 35 feet (10.6 meters) into a slope before breaking up into two pieces.”

Dubai-based aviation consultant Mark Martin said that while it was too early to determine the cause of the crash, annual monsoon conditions appeared to be a factor.

“Low visibility, wet runway, low cloud base, all leading to very poor braking action is what looks like led to where we are at the moment with this crash,” Martin said, calling for the European Aviation Safety Agency and the U.S. Federal Aviation Administration to assist with the Indian government’s investigation.

It was a repatriation flight carrying Indian citizens back to the country, officials said. Regular commercial flights have been halted in India because of the coronavirus outbreak.

Amitabh Kant, who heads the government’s planning commission, said the runway is on a hilltop with deep gorges on either side, making it difficult to land.

Prime Minister Narendra Modi tweeted that he was “pained by the plane accident in Kozhikode,” and that he had spoken to Kerala’s top elected official.

The worst air disaster in India was on Nov. 12, 1996, when a Saudi Arabian Airlines flight collided midair with a Kazakhstan Airlines Flight near Charki Dadri in Haryana state, killing all 349 on board the two planes.

MANILA, Philippines (AP) — A damaged Korean Air plane remained stuck in the grass at a central Philippine airport Monday after it overshot a runway in rainy weather the night before. No injuries were reported among the 162 passengers and 11 crewmembers who escaped from the aircraft using emergency slides.

Dozens of flights have been canceled and Mactan-Cebu International Airport, one of the country’s busiest, remained closed due to the stalled aircraft at the end of its lone usable runway.

The terrifying close call prompted a public apology from Korean Air’s president and a vow from one of Asia’s most prominent airlines to take steps to prevent a recurrence.

“We always prioritize safety in all of our operations, and we truly regret the stress and inconvenience brought to our passengers,” Korean Air President Woo Keehong said in a statement.

The front underbelly of the plane was sheared off and its nose was heavily damaged. The plane lay tipped forward on a grassy area with its front landing wheel not visible and emergency slides deployed at the doors. A ripped-open hole was also visible at the top of the plane near a front door.

Philippine officials said the plane’s remaining fuel would be siphoned off before efforts begin to remove the aircraft at the runway’s end. Authorities were also assessing if the other aircraft that are stranded at the airport could be allowed to fly out safely.

The Airbus A330 flying from Incheon, South Korea, attempted to land twice before overrunning the runway on the third attempt, Korean Air Lines Co. said in a statement.

In 1981, A Korean Air Lines Boeing 747 jetliner overshot the runway while taking off from Manila’s international airport and skidded to a stop at the edge of a major highway. The accident injured more than a dozen of about 350 people onboard.

The plane hit a concrete fence and skidded to a halt on its belly with its front section frighteningly protruding over a busy side road of a key highway south of metropolitan Manila.

The Mactan-Cebu International Airport was closed after an Airbus A330 from Inchon, South Korea, departed the runway during its third landing attempt at the airport around 11:07 p.m. local time.

Authorities said that the 173 aboard were safe despite that a portion of the aircraft’s underbelly ripped away in the incident, according to The Associated Press.

According to FlightRadar24, the aircraft, which is equipped to carry more than 270 passengers, had made two landing approaches in poor weather before the runway excursion on the third landing attempt.

#KE631 was operated by a Korean Air Lines A330-300 registered HL7525 delivered new to the airline in 1998. https://t.co/JUb9jByRGd pic.twitter.com/c4DH2hIJvq— Flightradar24 (@flightradar24) October 23, 2022

“Flight #KE631 departing from Incheon International Airport on 10/24 headed to Cebu Airport in the Philippines had an accident that diverted the runway due to worsening weather during landing at Cebu Airport. Korean Air is investigating the casualties and the exact cause of the accident. We will provide additional information regarding the confirmation.”

LOOK: The Korean Air A330-300 with 173 people on board overshot the runway due to poor weather condition at Mactan Cebu International Airport on Sunday night. All passengers and crew are safe. (Photos by: Juan Carlo de Vela) pic.twitter.com/IXQcnaZaar— Manila Bulletin News (@manilabulletin) October 24, 2022

At least 15 people are dead after an Air India Express plane carrying 191 passengers and crew skidded off the runway and broke apart while attempting to land in southern India.

The Boeing Co. 737 operating Flight 1344 from Dubai came to rest in a valley near a hilltop airport in Kozhikode, India. The plane touched down with a tail wind, according to archived data of the airport’s weather. The area surrounding the airport has been hit by torrential rains since Thursday, India’s weather office said.

Most passengers were workers returning home after losing their jobs due to the coronavirus pandemic, while some others were visitors who were stranded. India has banned scheduled international commercial service because of Covid-19 and only allowed repatriation flights with special permission from regulators.

“We regret that there has been an incident regarding our aircraft,” Air India Express said in a statement. Help centers were being set up in Sharjah and Dubai in the United Arab Emirates.

The plane operated by Air India Ltd.’s overseas, low-cost unit overshot the runway at 7:41 p.m. local time. According to a playback on flight-tracking website FlightRadar24, the plane circled the airport in the southern state of Kerala several times before attempting to land.

The so-called table-top airport is located on a hill with limited space at the end of the runway, and several international airlines had stopped flying bigger aircraft including Boeing 777 and Airbus A330 jets into Kozhikode due to safety issues over the length on the runway.

The last fatal plane crash in India was in 2010, when an Air India Express Boeing plane overshot the runway at Mangalore -- also a table top -- and burst into flames, killing 158 people. That was the first fatal crash of a passenger aircraft in India in a decade.

Such accidents have mostly occurred as a result of actions by pilots, such as touching down too far along a runway, approaching at higher speeds or failing to properly slow a plane, according to accident reports.

Weather can sometimes play a role, such as when runways are wet and braking is less effective. However, standard flight procedures are designed to take weather into account, so landings are only permitted when conditions are safe.

MANILA, Philippines (AP) — A damaged Korean Air plane remained stuck in the grass at a central Philippine airport Monday after it overshot a runway in rainy weather the night before. No injuries were reported among the 162 passengers and 11 crewmembers who escaped from the aircraft using emergency slides.

Dozens of flights have been canceled and Mactan-Cebu International Airport, one of the country’s busiest, remained closed due to the stalled aircraft at the end of its lone usable runway.

The terrifying close call prompted a public apology from Korean Air’s president and a vow from one of Asia’s most prominent airlines to take steps to prevent a recurrence.

“We always prioritize safety in all of our operations, and we truly regret the stress and inconvenience brought to our passengers,” Korean Air President Woo Keehong said in a statement.

The front underbelly of the plane was sheared off and its nose was heavily damaged. The plane lay tipped forward on a grassy area with its front landing wheel not visible and emergency slides deployed at the doors. A ripped-open hole was also visible at the top of the plane near a front door.

Philippine officials said the plane’s remaining fuel would be siphoned off before efforts begin to remove the aircraft at the runway’s end. Authorities were also assessing if the other aircraft that are stranded at the airport could be allowed to fly out safely.

The Airbus A330 flying from Incheon, South Korea, attempted to land twice before overrunning the runway on the third attempt, Korean Air Lines Co. said in a statement.

In 1981, A Korean Air Lines Boeing 747 jetliner overshot the runway while taking off from Manila’s international airport and skidded to a stop at the edge of a major highway. The accident injured more than a dozen of about 350 people onboard.

The plane hit a concrete fence and skidded to a halt on its belly with its front section frighteningly protruding over a busy side road of a key highway south of metropolitan Manila.