全球客机事故数据
时间区间
1919-2024
字段展示
| 全球客机事故数据-英文字段 | 全球客机事故数据-中文字段 |
|---|---|
| Year | 年份 |
| Date | 日期 |
| Time | 时间 |
| Type | 机型 |
| Owner/operator | 所有者/经营者 |
| Registration | 飞机号 |
| MSN | MSN |
| Year of manufacture | 制造年份 |
| Engine model | 发动机型号 |
| Fatalities | 死亡人数 |
| Other fatalities | 其他死亡人数 |
| Aircraft damage | 飞机损坏情况 |
| Category | 事件类型 |
| Location | 地理位置 |
| Phase | 出事阶段 |
| Nature | 飞机用途 |
| Departure airport | 始发机场 |
| Destination airport | 到达机场 |
| Confidence Rating | 信用评级 |
| narrative | 事件说明 |
| notes | 备注 |
| Cycles | 飞行次数 |
| Total airframe hrs | 总飞行时长 |
| Report number | 报告编号 |
| Investigating agency | 调查机构 |
| Download report | 下载报告 |
| Accident investigation PDF | 调查报告 |
| Status | 调查进度 |
| Duration | 调查时长 |
样本数据
| Year | Date | Time | Type | Owner/operator | Registration | MSN | Year of manufacture | Engine model | Fatalities | Other fatalities | Aircraft damage | Category | Location | Phase | Nature | Departure airport | Destination airport | Confidence Rating | narrative | notes | Cycles | Total airframe hrs | Report number | Investigating agency | Download report | Accident investigation PDF | Status | Duration |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 年份 | 日期 | 时间 | 机型 | 所有者/经营者 | 飞机号 | MSN | 制造年份 | 发动机型号 | 死亡人数 | 其他死亡人数 | 飞机损坏情况 | 事件类型 | 地理位置 | 出事阶段 | 飞机用途 | 始发机场 | 到达机场 | 信用评级 | 事件说明 | 备注 | 飞行次数 | 总飞行时长 | 报告编号 | 调查机构 | 下载报告 | 调查报告 | 调查进度 | 调查时长 |
| 2019 | Thursday 7 March 2019 | 19:30 | Learjet 35A | Baires Fly | LV-BNR | 35-373 | 1981 | Fatalities: 0 / Occupants: 4 | 0 | Substantial, written off | Accident | Buenos Aires-Jorge Newbery Airport, BA (AEP) - Argentina | Landing | Passenger - Non-Scheduled/charter/Air Taxi | Rosario-Islas Malvinas International Airport, SF (ROS/SAAR) | Buenos Aires-Jorge Newbery Airport, BA (AEP/SABE) | Accident investigation report completed and information captured | Upon landing on runway 13 at Buenos Aires-Jorge Newbery Airport in severe weather conditions (wind gusts at 23 Kt, heavy rain and thunderstorms) at touchdown, the aircraft veered off to the left, running into the grass and stopping 400 m from the runway threshold, close of the terminal building. Conclusions regarding factors related to the accident - At the time of the event, weather conditions were severe thunderstorms with rain and gusty winds. - Visual references could be reduced due to the heavy rains. - The aircraft was displaced from the runway axis at the time of contact with the terrain. - The aircraft made contact with the left landing gear off the runway due to strong wind gusts. - The lateral runway excursion over the green cloth occurred due to the impossibility of recovering the aircraft's trajectory, once it was displaced by the action of the wind. | JIAAC | Final report | f88c8d2d43465de160725d4bb89a9a13 | Investigation completed | 1 year and 4 months | |||||
| 2019 | Friday 3 May 2019 | 21:42 | Boeing 737-81Q (WL) | Miami Air International | N732MA | 30618/830 | 2001 | CFMI CFM56-7B26 | Fatalities: 0 / Occupants: 143 | 0 | Substantial, written off | Accident | Jacksonville Naval Air Station, FL (NIP) - United States of America | Landing | Passenger - Non-Scheduled/charter/Air Taxi | Guantánamo NAS (NBW/MUGM) | Jacksonville NAS, FL (NIP/KNIP) | Accident investigation report completed and information captured | A Miami Air Boeing 737-800, registration N732MA, operating as Flight 293 from Cubas Leeward Point Field at Guantánamo Bay experienced a runway overrun upon landing at Jacksonville Naval Air Station/Towers Field (KNIP), Florida. The airplane came to rest in the shallow waters of St. Johns River, sustaining substantial damage. The 143 passengers and crew survived. The aircraft was engaged in a charter flight to bring military personnel and family members home. The No. 1 (left) thrust reverser was not operational and deferred for the flight in accordance with the airplanes minimum equipment list. The captain was the pilot flying for the accident flight, and the first officer was the pilot monitoring. The captain was also performing check airman duties for the first officer who was in the process of completing operating experience training. Flight 293 departed Guantánamo Bay at 23:19 UTC. At 21:22 local time the pilot checked in with a Jacksonville approach (JAX) controller while level at 13,000 ft mean sea level and was provided the JAX altimeter setting; the controller advised the pilot to expect the RNAV runway 28 approach and moderate-to-heavy precipitation on the final approach to runway 28 (9000 ft/2743 m long). At 21:23, the JAX controller advised the pilot that the winds at KNIP were from 350° at 4 knots; the pilot then asked if there was any chance of getting runway 10 because it looked a little better. The JAX controller responded that he was showing moderate-to-heavy precipitation building over runway 10 starting about 5 miles on final. The pilot acknowledged and said he would stick with runway 28. He was then instructed to descend and maintain 5,000 ft. At 21:25, the controller provided additional weather information to the flight crew, stating that moderate-to-heavy precipitation was present east and west of the airport. The pilot elected to continue for an approach to runway 28. At 21:30, the JAX controller advised the pilot that the flight was heading northbound and the precipitation was moving eastbound; the controller then asked the pilot if he would like to try runway 10 since it might be better. The pilot acknowledged "yeah go ahead, lets do it." The controller then instructed the pilot to turn left to a heading of 270°, and the pilot acknowledged. Over the next several minutes, the flight was vectored for the approach to runway 10. At 21:37, the JAX controller cleared the flight for the RNAV runway 10 approach, and the pilot acknowledged. Shortly after, the flight was transferred to the KNIP radar controller. The pilot contacted the KNIP radar controller, and, at 21:39, the KNIP radar controller indicated the winds were from 240° at 10 knots; he then cleared the flight to land on runway 10. As the airplane descended through 1,390 ft mean sea level (msl), the pilots configured it for landing with the flaps set at 30° and the landing gear extended; however, the speedbrake handle was not placed in the armed position as specified in the Landing checklist. At an altitude of about 1,100 ft msl and 2.8 nm from the runway, the airplane was slightly above the glidepath, and its airspeed was on target. Over the next minute, the indicated airspeed increased to 170 knots (17 knots above the target approach speed), and groundspeed reached 180 knots, including an estimated 7-knot tailwind. At an altitude of about 680 ft msl and 1.6 nm from the threshold, the airplane deviated further above the 3° glidepath such that the precision approach path indicator (PAPI) lights would have appeared to the flight crew as four white lights and would retain that appearance throughout the rest of the approach. Eight seconds before touchdown, multiple enhanced ground proximity warning system alerts announced "sink rate" as the airplanes descent rate peaked at 1,580 fpm. The airplane crossed the displaced threshold 120 ft above the runway and 17 knots above the target approach speed, with a groundspeed of 180 knots and a rate of descent about 1,450 ft per minute (fpm). The airplane touched down about 1,580 ft beyond the displaced threshold, which was 80 ft beyond the designated touchdown zone as specified in the operators standard operating procedures (SOP). After touchdown, the captain deployed the No. 2 engine thrust reverser and began braking; he later reported, however, that he did not feel the aircraft decelerate and increased the brake pressure. The speedbrakes deployed about 4 seconds after touchdown, most likely triggered by the movement of the right throttle into the idle reverse thrust detent after main gear tire spinup. The automatic deployment of the speedbrakes was likely delayed by about 3 seconds compared to the automatic deployment that could have been obtained by arming the speedbrakes before landing. The airplane crossed the end of the runway about 55 ft right of the centerline and impacted a seawall 90 ft to the right of the centerline, 9,170 ft beyond the displaced threshold, and 1,164 ft beyond the departure end of runway 10. After the airplane came to rest in St. Johns River, the flight crew began an emergency evacuation. The airplane was mostly intact, but both main landing gear had separated from the airplane and were also located in the river. Probable Cause and Findings An extreme loss of braking friction due to heavy rain and the water depth on the ungrooved runway, which resulted in viscous hydroplaning. Contributing to the accident was the operators inadequate guidance for evaluating runway braking conditions and conducting en route landing distance assessments. Contributing to the continuation of an unstabilized approach were 1) the captains plan continuation bias and increased workload due to the weather and performing check airman duties and 2) the first officers lack of experience. | 15610 flights | 38928 hours | DCA19FA143 | NTSB | Final report | 9fdb370c9b0370ea87c3203bf35eeb45 | Investigation completed | 2 years and 3 months | |
| 2019 | Monday 28 January 2019 | 17:25 | ATR 72-500 (72-212A) | Air Europa, opb Swiftair | EC-LYJ | 468 | 1996 | Pratt & Whitney Canada PW127F | Fatalities: 0 / Occupants: 65 | 0 | Substantial, repaired | Accident | Palma de Mallorca Airport (PMI) - Spain | Landing | Passenger - Scheduled | Valencia Airport (VLC/LEVC) | Palma de Mallorca Airport (PMI/LEPA) | Accident investigation report completed and information captured | Air Europa flight 4014, an ATR 72-500, suffered a partial runway excursion during landing rollout on runway 24L at Palma de Mallorca Airport, Spain. The aircraft departed the right side of the runway and hit one of the runway edge lights. The landing could be completed without further incident and the aircraft rolled on its own to the apron. The aircraft sustained significant damage to the right side of the fuselage that affected the airframe, the hydraulic system and the landing gear. Causes/Contributing factors: The investigation has determined that the accident was caused by the loss of control of the aircraft on the ground in conditions close to the maximum demonstrated cross wind limit due to the fact that this maneuver was not performed according to the procedure published by the manufacturer. The following are considered to be contributing factors: - The absence of communication between crew members on cross wind landing technique during the approach briefing. - The surprise and shock effect on the crew produced by the behaviour of the aircraft in the first moments after the landing, which affected negatively their subsequent actions and caused them to react instinctively instead of applying the procedure published by the manufacturer. | 32100 hours | A-004/2019 | CIAIAC | Final report | 2703123694318798a582a7ac62af8e9f | Investigation completed | 11 months | ||
| 2019 | Wednesday 13 February 2019 | 15:55 LT | Embraer ERJ-175LR (ERJ-170-200 LR) | Delta Airlines, opb Compass Airlines | N613CZ | 17000203 | 2008 | General Electric CF34-8E5 | Fatalities: 0 / Occupants: 64 | 0 | Minor | Accident | near Reno-Tahoe International Airport (KRNO), Washoe County, NV - United States of America | En route | Passenger - Scheduled | Santa Ana-John Wayne International Airport, CA (SNA/KSNA) | Reno/Tahoe International Airport, NV (RNO/KRNO) | Accident investigation report completed and information captured | On February 13, 2019 about 1232 PST, Compass Airlines flight 5763, an Embraer ERJ 175, N613CZ, encountered turbulence while in cruise flight at flight level (FL) 340 and subsequently diverted to Reno-Tahoe International Airport (KRNO), Reno, Nevada. Of the 75 passengers and crew onboard, one flight attendant sustained serious injuries while two flight attendants and two passengers received minor injuries. The airplane sustained minor damage. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 as a regularly scheduled passenger flight from the John Wayne-Orange County Airport (KSNA), Santa Ana, California to Seattle-Tacoma International Airport (KSEA), Seattle, Washington. According to the flight crew, about 40 minutes into the flight when the airplane was in smooth air and 'between cloud layers', the captain informed the flight attendants that they could begin cabin service but left the seatbelt sign illuminated for passengers because there was a report of 'occasional light chop'. About 20 minutes later, the flight encountered an area of severe turbulence that lasted about 8 seconds and caused the airplane to rapidly gain altitude and the traffic collision avoidance system (TCAS) to issue a resolution advisory (RA) for opposite-direction traffic 1,000 ft above them. The first officer (FO) , who was the flying pilot, disengaged the autopilot and applied forward control pressure to comply with the RA. The FO could not obtain the target flight path vector directed by the TCAS, so the captain assisted on the controls to obtain the desired pitch attitude. After the airplane descended back to its assigned altitude, the TCAS RA cleared, and the captain informed air traffic control of the turbulence and TCAS RA. According to the flight attendants (FA), the turbulence was encountered as they were beginning the beverage service. Two of the FAs impacted the ceiling before falling to the floor and one passenger, who had been in the lavatory at the time of the encounter had a small head laceration. As a result of the injuries, the captain declared an emergency and the flight diverted to KRNO. The FA in the aft galley was assisted by a medically qualified passenger and remained on the floor until landing due to her injuries. She was transported to the hospital and diagnosed with a broken arm. Post accident examination of the weather satellite data depicted cloud patterns aloft consistent with the presence of a convective updraft coincident with the flight's location at the time of the turbulence encounter. The convection appeared to be “embedded†with stratiform clouds and may not have been visually identifiable by the flight crew. Probable Cause: an inadvertent encounter with convective turbulence that resulted in a TCAS RA, which required an abrupt control input by the flight crew to resolve the conflict. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | 30469 hours | DCA19CA081 | NTSB | Final report | 74ccdf7f2f948ff1536bad3efd686c60 | Investigation completed | ||
| 2019 | Thursday 11 April 2019 | 23:16 LT | Boeing 737-924ER (WL) | United Airlines | N31412 | 30129/1112 | 2002 | CFMI CFM56 | Fatalities: 0 / Occupants: 108 | 0 | Accident | Fort Myers, FL - United States of America | Landing | Passenger - Scheduled | Houston-George Bush Intercontinental Airport, TX (IAH/KIAH) | Fort Myers, FL | Accident investigation report completed and information captured | On April 11, 2019, about 2316 eastern daylight time, United Airlines flight 2260, a Boeing 737-924, N31412, the aft galley oven dislodged during landing at Southwest Florida International Airport(KRSW), Fort Myers, Florida. Of the 107 passengers and crew onboard, one flight attendant sustained serious injuries. The airplane was not damaged. The flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121 as a regularly scheduled passenger flight from the George Bush Intercontinental Airport (KIAH), Houston, Texas, to KRSW. After touchdown on runway 24, the aft galley oven became dislodged, and the aft galley flight attendant attempted to restrain it causing her injury. After taxiing to the gate and deplaning, the flight attendant was treated by emergency medical personnel and transported to the hospital where she was diagnosed with a fractured left forearm. Post flight examination found multiple attach screws on the bottom of the oven were missing, which allowed the oven to slide out of its compartment during the landing. Subsequent to the accident, the operator conducted a fleet inspection of the oven housing attach screws. Probable Cause: missing attach screws on the aft galley oven, which allowed it to become dislodged landing, injuring a flight attendant. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | 52524 hours | DCA19CA137 | NTSB | Final report | 8fddd7ede22851ce67f32d4ee662ca1f | Investigation completed | 2 years and 10 months | ||
| 2019 | Friday 18 January 2019 | 23:19 UTC | Boeing 777-212ER | Singapore Airlines | 9V-SQL | 33370/451 | 2003 | Fatalities: 0 / Occupants: 261 | 0 | Accident | en route Melbourne-Wellington - Australia | En route | Passenger - Scheduled | Melbourne-Tullamarine Airport, VIC (MEL/YMML) | Wellington International Airport (WLG/NZWN) | Accident investigation report completed and information captured | The Boeing 777-200 aircraft encountered turbulence while enroute from Melbourne, Australia to Wellington, New Zealand. As a result of the turbulence encounter, a passenger sustained a fractured right femur (thighbone). The flight continued to Wellington. Due to the nature of the injury, the passenger had to remain on the aisle during the landing in Wellington. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | TSIB Singapore | Final report | 22d30055f43f0be381acc298dbf76d7a | Investigation completed | 9 months | |||||
| 2019 | Monday 11 February 2019 | 10:06 | Raytheon Beechjet 400A | Stein's Aircraft Services | N750TA | RK-226 | 1999 | Pratt & Whitney Canada JT15D-5 | Fatalities: 0 / Occupants: 3 | 0 | Substantial | Accident | Richmond Municipal Airport, IN (RID) - United States of America | Landing | Executive | Waukesha Airport, WI (UES/KUES) | Richmond Municipal Airport, IN (RID/KRID) | Accident investigation report completed and information captured | The Beech 400A airplane, N750TA, collided with ground objects and terrain following a landing overrun on runway 24 at the Richmond Municipal Airport (RID), Indiana, USA. The three occupants were uninjured. The airplane sustained substantial wing and fuselage damage. After reviewing the weather at the destination airport the pilots decided they would be landing on runway 24 using the GPS approach. They reviewed weather at least "4 or 5 times" on the installed avionics display and the pilot stated that the displayed information indicated conditions of 1.5 miles visibility, ceiling of 1,500 ft, wind 090 at 4 knots, with fog and mist. The crew discussed the approach and talked about having a 4 knot quartering tailwind. When the airplane was near Richmond, the first officer listened to the automated weather observing system recording and it was reporting 3/4 mile visibility and 1,500 ft ceiling, scattered 300, wind 090 at 4 knots, temp 0C, dew point 0 C, altimeter 30.13 inches of mercury. The pilot indicated, "All this information said we had the numbers to make the approach to runway 24, (5,500 feet long)." The pilot used the autopilot fly the approach to just before minimums. The airplane was about "300 ft" and the first officer called the runway to the left. The pilot looked up and saw the precision approach path indicator lights to the left and the runway straight ahead. However, the runway appeared to have a "very light coating of snow on it." The pilot elected to land and apply full thrust reverse and braking. The pilot also queried the first officer about the spoilers and the first officer confirmed the spoilers were out. A few seconds later the pilot felt the airplane was not slowing much and advised the first officer that the airplane was going to go off the end. At that point, the first officer said that he saw the 2,000 ft marker ahead of the airplane. Both pilots were pushing the brakes as hard as they could and full reverse was applied. The airplane went off the end of the runway and ended up across a road near the runway. Probable Cause: The flight crew's decision to continue an unstable approach under conditions that exceeded the airplane's landing performance capabilities, which resulted in a runway overrun and impact with terrain. | 6224 hours | CEN19LA090 | NTSB | Final report | 03e7cdfe0dc550b72c0e41027fe36894 | Investigation completed | 2 years and 2 months | ||
| 2019 | Saturday 9 February 2019 | Embraer ERJ 190AR (ERJ-190-100 IGW) | Kenya Airways | 5Y-KYR | 19000468 | 2011 | General Electric CF34-10E6 | Fatalities: 0 / Occupants: | 0 | Substantial, written off | Other | Nairobi-Jomo Kenyatta International Airport (NBO) - Kenya | Standing | - | - | - | A Kenya Airways Embraer ERJ-190AR (5Y-KYR) was being serviced on the apron at Nairobi-Jomo Kenyatta International Airport in Kenya. Chocks were placed at the wheels. As the engine were powered, the aircraft jumped the chocks. It collided with another parked Kenya Airways Embraer ERJ-190AR (5Y-FFF). Both aircraft suffered serious damage. | |||||||||||
| 2019 | Saturday 9 March 2019 | 10:36 | Douglas DC-3 | LASER Aéreo Colombia | HK-2494 | 33105/16357 | 1945 | Pratt & Whitney R-1830-92 | Fatalities: 14 / Occupants: 14 | 0 | Destroyed, written off | Accident | Finca La Bendición, San Martín - Colombia | Approach | Passenger - Non-Scheduled/charter/Air Taxi | San Jose del Guaviare-Jorge E. González T. Airport (SJE/SKSJ) | Villavicencio Airport (VVC/SKVV) | Accident investigation report completed and information captured | The DC-3 aircraft with registration HK-2494, operated by LASER, was prepared to make a non-scheduled passenger flight between Taraira Airport (SKTR) and the aerodrome Villavicencio (SKVV) in Colombia. The aircraft took off at 06:13 hours local time with a crew of three, eight passengers and 500 kgs of cargo. Adverse weather conditions were encountered en route and the crew decided divert to Miraflores (SKMF) where it landed at 07:39. There two more passengers boarded the flight for Villavicencio. At 08:34 the aircraft took off from Miraflores and flew to San Jose del Guaviare (SKSJ) to refuel, where it landed at 09:14. The aircraft was fueled and the crew submitted a flight plan to Villavicencio with a total flight time of 45 minutes an altitude of 8,500 feet. Prior to departure one more passenger boarded the flight. The aircraft took off at 09:55. At 10:15, when the aircraft was climbing through 8,100 feet and approximately 59NM (109 km) from Villavicencio, the flight reported engine problems and their failure to feather the propeller. At the crew's request, ATC provided information on the location of several aerodromes in the area and the crew chose to proceed to La Rinconada aerodrome. The aircraft lost altitude and last radio contact was at 10:32 when the crew radioed that they had a runway in sight, with no further information. At 10:34 the aircraft hit the ground of a palm plantation with a high angle of descent and low speed. Flaps and undercarriage were retracted at the time of the accident. The aircraft slid across a gravel road and burst into flames. Probable Cause(s). The investigation determined that the accident was caused by the following probable causes: - Loss of control in-flight as a consequence of the decrease in minimum in-flight control speed and drag generated by the impossibility of performing the No. 1 engine propeller feathering in the face of engine failure. - Malfunction of the lubrication system of engine No. 1, evident in the abundant oil leakage from the engine, in flight, and in the governor of the left propeller; although discrepancies were found in the maintenance of the propeller feathering pressure line, it was not possible to determine the origin of the oil leakage. - Weaknesses in the aircraft Operator's operational procedures, lacking a standard that would facilitate a crew's decision making to act in the event of critical failures, in matters such as making an emergency landing on unprepared field or the selection of an alternate airfield. Contributing Factors: - Deficiencies in standard maintenance practices during repairs performed on the No. 1 engine's propeller propeller feathering oil pressure line. - Non-compliance with an effective and reliable maintenance program, which did not verify the operating conditions of the aircraft components; it was not possible to determine compliance with the last 50-hour service, Phase A, to engine No. 1 according to the company's maintenance program, since there are no records of that service in the Flight Log. - Inefficient safety management system of the Operator for not detecting errors in the maintenance processes and in the conduct and control of operations. | 27308 hours | COL-19-10-GIA | Aerocivil | Final report | dd0ee7db7d33509a9984d15148e78163 | Investigation completed | 1 year and 9 months | ||
| 2019 | Wednesday 8 May 2019 | 18:51 | de Havilland Canada DHC-8-402Q Dash 8 | Biman Bangladesh Airlines | S2-AGQ | 4367 | 2011 | Pratt & Whitney Canada PW150A | Fatalities: 0 / Occupants: 34 | 0 | Destroyed, written off | Accident | Yangon-Mingaladon Airport (RGN/VYYY) - Myanmar | Landing | Passenger - Scheduled | Dhaka-Shahjalal International Airport (DAC/VGHS) | Yangon-Mingaladon Airport (RGN/VYYY) | Accident investigation report completed and information captured | A Biman Bangladesh Airlines DHC-8-400 suffered an accident during an attempted landing on runway 21 at Yangon-Mingaladon Airport, Myanmar. The aircraft departed Dhaka-Shahjalal International Airport, Bangladesh, as Biman flight 060 about 15:15 hours local time with destination Yangon-Mingaladon Airport in Myanmar. Weather at Yangon was poor due to the presence of a thunderstorm in the area. While the flight crew was performing an ILS approach, the controller instructed them to go around as the airport was closed due to weather. When the weather condition got better, the flight was cleared for an RNP approach to runway 21 because only the localizer was available at that moment. The co-pilot was Pilot Flying and the captain was Pilot Monitoring. The aircraft was higher than the 3 degree approach path and the airspeed fluctuated between 136 and 151 kts, which was than the 122 kts target airspeed. The captain said "continue, continue" to the copilot and the approach was continued. At an altitude of 22 feet over the runway, the captain began pushing the control column forward, while the PF was attempting to pull on the control column. At 1828 m down the runway, with 1585 m remaining, the aircraft briefly skipped a few times before getting airborne again. The captain then stated: "I have control", which was confirmed by the co-pilot. While in the air, the captain applied the brake pedal several times. At a height of 44 feet, the captain put the propellers in beta range and reduced the power lever angle to 18 degrees. The aircraft sank again and collided with runway 03 and slid forward. It left the runway and came to a complete stop in the over-run area. The aircraft fuselage broke in just behind the forward passenger door and just behind the rear service door. The undercarriage collapsed and the right hand wing broke at the attachment point with the fuselage. There was no fire. All occupants survived, but twelve suffered serious injuries. Primary Cause: While the aircraft was unstablized on approach, the pilot did not execute a go-around. | 8115 hours | Final report | AAIB Myanmar | Final report | da09983b09a09680658559b1429e83a4 | Investigation completed | 8 months | ||
| 2019 | Sunday 10 March 2019 | 09:45 | Bombardier CL-600-2D24 Regional Jet CRJ-900LR | PSA Airlines, opf American Eagle | N569NN | 15356 | 2015 | General Electric CF34-8C5B1 | Fatalities: 0 / Occupants: 70 | 0 | Substantial, repaired | Accident | Charlotte-Douglas International Airport, NC (CLT/KCLT) - United States of America | Taxi | Passenger - Scheduled | Charlotte-Douglas International Airport, NC (CLT/KCLT) | Nashville International Airport, TN (BNA/KBNA) | Accident investigation report completed and information captured | PSA Airlines flight 5366, a CRJ-900LR, N569NN, collided with PSA Airlines flight 5141, a CRJ-702ER, N530EA while pushing back from gate E31 at the Charlotte Douglas International Airport (KCLT), North Carolina, USA. There were no injuries the passengers and crew onboard either airplane, and both airplanes received substantial damage. The CRJ-700 had pushed back from gate E14B and was waiting for taxi by spot 29W. The CRJ900 requested push back from gate E31, and the north ramp controller initially instructed them to "10 and hold". The push back was approved about 2 minutes later and the flight crew coordinated with ground crew. After pushing back about 30 feet, the tail of the CRJ-900 impacted the tail of the CRJ-700. After feeling the impact, the CRJ-900 crew aborted their engine start procedure and set the parking brake, while the CRJ-700 crew started their auxiliary power unit and shut down both engines after receiving damage reports from ATC and neighboring airplanes. An emergency evacuation was not performed on either aircraft. Post-accident examination revealed substantially damaged to the horizontal and vertical stabilizers and left elevator of the CRJ-900, and the horizontal stabilizer and left elevator of the CRJ-700. Probable Cause: "Failure of the ground crew to maintain visual separation and avoid the holding aircraft." | DCA19CA102B | NTSB | Final report | 6962b6a6184a2b785f30d9fcbfa734d9 | Investigation completed | 2 years and 11 months | |||
| 2019 | Wednesday 13 February 2019 | 14:52 | de Havilland Canada DHC-6 Twin Otter 300 | Winair | PJ-WII | 682 | 1980 | Pratt & Whitney Canada PT6A-27 | Fatalities: 0 / Occupants: 6 | 0 | Accident | Saint-Barthélémy-Rémy de Haenen Airport (SBH/TFFJ) - Saint Barth�lemy | Standing | Passenger - Scheduled | Sint Maarten-Juliana Airport (SXM/TNCM) | Saint-Barthélémy-Rémy de Haenen Airport (SBH/TFFJ) | Accident investigation report completed and information captured | At the arrival at the parking, a gate agent is hit in the head by the right engine spinning propeller. Contributing factors: - the ground handler's failure to comply with safety measures designed to protect personnel from the hazards inherent around an operating aircraft; - the probable state of fatigue of the ground handler due to his late bedtime and his probable consumption of psychoactive substances; - the habit taken, during short rotations, by a part of the ground handling personnel, to disregard certain safety measures in order to gain time, which could have encouraged him to leave his position at the nose of the aircraft without waiting for the complete stop of the propellers. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | BEA | Final report | 7d9f853fcdacabc68330b0ab40cf8efd | Investigation completed | 3 years and 10 months | ||||
| 2019 | Tuesday 5 February 2019 | 09:47 LT | Boeing 737-823 (WL) | American Airlines | N852NN | 40581/3396 | 2010 | CFM56-7B | Fatalities: 0 / Occupants: 119 | 0 | Accident | Bluefields - Costa Rica | Initial climb | Passenger - Scheduled | San José-Juan Santamaria International Airport (SJO/MROC) | Miami International Airport, FL (MIA/KMIA) | Accident investigation report completed and information captured | American Airlines flight AA1204, a Boeing 737-823, encountered severe turbulence during climb. Of the 119 passengers and crew onboard, one flight attendant received a serious injury and another flight attendant received minor injuries. The airplane was not damaged. The captain was the pilot flying and the copilot was pilot monitoring. The flight was climbing through FL310 to the planned cruising altitude when the flight encountered moderate to severe clear air turbulence. According to the flight crew, the seatbelt sign was on when the turbulence occurred The turbulence subsided after about one and a half minutes and occurred during daylight, in visual meteorological conditions, and with no indications of convective weather in the area. At the time of the turbulence, two flight attendants (FA) had just started to prepare for beverage service in the aft galley when they were thrown to the floor. Both FAs crawled to the last row of seats as the turbulence continued. The two FAs were then assisted for the remainder of the flight by to passenger medical professionals. After landing, the FAs were transported to the hospital where one was diagnosed with a broken foot and the other with minor bruises. Probable Cause: An inadvertent encounter with clear air turbulence. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | DCA19CA075 | NTSB | Final report | 3b37028df71de7761c75c7a58cbcf024 | Investigation completed | 3 years | |||
| 2019 | Monday 13 May 2019 | 16:07 | Boeing 737-9B5 | Korean Air | HL7726 | 30001/1729 | 2005 | CFMI CFM56-7B | Fatalities: 0 / Occupants: 85 | 0 | Accident | 30NM W of Incheon International Airport - South Korea | En route | Passenger - Scheduled | Tianjin International Airport | Seoul-Incheon International Airport (ICN/RKSI) | Accident investigation report completed and information captured | Korean Air flight KE864, a Boeing 737-9B5, encountered turbulence at about 17,000ft. One cabin crew member fell in the galley and suffered 12 fractures of the thoracic vertebrae. The Air and Rail Accident Investigation Committee, hereinafter referred to as the Committee, determines the cause of this accident Unexpected clear air turbulence during approach descent for landing I decide that it is.” Approach for landing as a contributing factor Landing “ON” “with seat belt” during descent It is decided due to the lack of self-protection of the cabin crew who were preparing beforehand.” Based on the results of the accident investigation, the committee issued safety advisories to Korean Air. The Aviation and Railway Accident Investigation Committee determines the cause of this accident as “clear air turbulence during the approach descent for landing.” As a contributing factor “It is determined by the lack of self-protection of the cabin crew who were preparing before landing with the seat belts turned “ON” during the descent.” | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | ARAIB | Final report | 8bebd583ef85702e76c866139b9b2d46 | Investigation completed | 1 year and 3 months | ||||
| 2020 | Thursday 23 January 2020 | 13:15 | Lockheed EC-130Q Hercules | Coulson Aviation | N134CG | 4904 | 1981 | Allison T56-A-15 | Fatalities: 3 / Occupants: 3 | 0 | Destroyed, written off | Accident | near Cooma, NSW - Australia | Manoeuvring (airshow, firefighting, ag.ops.) | Fire fighting | Richmond RAAF Base, NSW (XRH/YSRI) | Richmond RAAF Base, NSW (XRH/YSRI) | Accident investigation report completed and information captured | A Lockheed C-130 Hercules firefighting aircraft impacted terrain and burst into flames near Cooma, north-east of the Snowy Mountains in Australia. All three crew members died in the accident. The aircraft, contracted to the New South Wales Rural Fire Service, departed Richmond RAAF Base, Australia at 12:05 local time. The crew had been tasked with a fire retardant drop over the Adaminaby Complex bush fire. After approaching the Adaminaby complex fire, the drop was unable to be completed and the aircraft was diverted to a secondary tasking, to drop retardant on the Good Good fire. Witnesses reported seeing the aircraft complete a number of circuits, prior to completing the retardant drop. The drop was conducted on a heading of about 190°, at about 200 ft above ground level, with a drop time of approximately 2 seconds. The crew released about 1,200 US gallons (4,500 L) of fire retardant during the drop. Witness videos taken of the aircraft leading up to the accident showed a number of passes conducted at varying heights prior to the retardant drop. Following the retardant drop, the aircraft was observed to bank left, before becoming obscured by smoke after about 5 seconds. A further 15 seconds after this, the aircraft was seen flying at a very low height above the ground, in a left wing down attitude. Shortly after, at about 13:16, the aircraft collided with terrain and a post-impact fuel-fed fire ensued. The three crew were fatally injured and the aircraft was destroyed. Contributing factors: - Hazardous weather conditions were forecast and present at the drop site near Peak View, which included strong gusting winds and mountain wave activity, producing turbulence. These conditions were likely exacerbated by the fire and local terrain. - The Rural Fire Service continued the B134 tasking to Adaminaby when they learned that no other aircraft would continue to operate due to the environmental conditions. In addition, they relied on the pilot in command to assess the appropriateness of the tasking to Adaminaby without providing them all the available information to make an informed decision on flight safety. - The pilot in command of B134 accepted the Adaminaby fire-ground tasking, which was in an area of forecast mountain wave activity and severe turbulence. After assessing the conditions as unsuitable, the crew accepted an alternate tasking to continue to the Good Good (Peak View) fire-ground, which was subject to the same weather conditions. The acceptance of these taskings were consistent with company practices. - Following the partial retardant drop and left turn, the aircraft was very likely subjected to hazardous environmental conditions including low-level windshear and an increased tailwind component, which degraded the aircrafts climb performance. - While at a low height and airspeed, it was likely the aircraft aerodynamically stalled, leading to a collision with terrain. - Coulson Aviation's safety risk management processes did not adequately manage the risks associated with large air tanker operations. There were no operational risk assessments conducted or a risk register maintained. Further, as safety incident reports submitted were mainly related to maintenance issues, operational risks were less likely to be considered or monitored. Overall, this limited their ability to identify and implement mitigations to manage the risks associated with their aerial firefighting operations. (Safety issue) - Coulson Aviation did not provide a pre-flight risk assessment for their firefighting large air tanker crews. This would provide predefined criteria to ensure consistent and objective decision-making with accepting or rejecting tasks, including factors relating to crew, environment, aircraft and external pressures. (Safety issue) - The New South Wales Rural Fire Service had limited large air tanker policies and procedures for aerial supervision requirements and no procedures for deployment without aerial supervision. (Safety issue) - The New South Wales Rural Fire Service did not have a policy or procedures in place to manage task rejections, nor to communicate this information internally or to other pilots working in the same area of operation. (Safety issue) | 11888 hours | AO-2020-007 | ATSB | Final report | dbbcc9746c9cd4c5e9701353d0e7770f | Investigation completed | 2 years and 7 months | ||
| 2020 | Wednesday 5 February 2020 | 18:19 | Boeing 737-86J (WL) | Pegasus Airlines | TC-IZK | 37742/2796 | 2009 | CFMI CFM56-7B24 | Fatalities: 3 / Occupants: 183 | 0 | Destroyed, written off | Accident | Istanbul-Sabiha Gökçen International Airport (SAW) - Türkiye | Landing | Passenger - Scheduled | Izmir-Adnan Menderes Airport (ADB/LTBJ) | Istanbul-Sabiha Gökçen International Airport (SAW/LTFJ) | Information is only available from news, social media or unofficial sources | Pegasus Airlines flight 2193, a Boeing 737-800, suffered a runway excursion after landing on runway 06 at Istanbul-Sabiha Gökçen International Airport, Turkey. There were 183 occupants on the aircraft. Three passengers died, the remaining 180 occupants were injured. The aircraft departed Izmir Airport at 17:22 hours. At the time the flight arrived in the vicinity of Istanbul-Sabiha Gökçen Airport, a thunderstorm was passing. Runway in use was 06. About 18:17 the Tower controller cleared another flight for takeoff from runway 06, reporting wind 300 degrees at 11 knots, gusting to 21 knots. The subsequent arrival was flight 2193, which was cleared to land with wind information given as 270 degrees at 22 knots, gusting to 30 knots. This translates to a 19 knot tailwind. Since the wind was shifting the controller reported to a flight on the ground that it was to expect a runway change for departure. At 18:19 Pegasus 2193 touched down, but failed to come to a complete stop on the runway. It overran and went down an embankment, breaking in three. The aircraft came to rest about 30 m below runway elevation. Data from flight tracking website Flightradar24 suggest that the aircraft was steered to the left at the end of the runway, likely as there was an antenna array just past the stopway. The last recorded ground speed was 63 knots as the aircraft crossed the perimeter road. Runway 06 is a concrete runway with a Landing Distance Available (LDA) of 3000 m. At the runway end there is a 65 m long stopway, followed by antenna array, perimeter road and a downslope. In March 2020 Turkish media reported on a preliminary report, issued by authorities. According to this report the aircraft was struck by lightning six minutes before landing. During the approach one of the preceding aircraft reported a sudden tailwind of 37 knots below 600 feet. This report was communicated in Turkish by the Tower controller. The Dutch first officer, who was Pilot Monitoring, did not understand this. Subsequent clearances and weather information were in English. After touchdown the speedbrake and autobrake activated. The thrust reversers were selected manually. After passing taxiway F at an airspeed of 57 knots, the speed brake and thrust reverser were switched off. The ground speed was reported to be 84 knots due to the effect of the wind. Six seconds later manual braking was resumed. The aircraft failed to stop on the runway, hit ILS antennas and a small building before it fell 30 m down the embankment. | |||||||||
| 2020 | Friday 7 February 2020 | 04:18 | Cessna 208B Super Cargomaster | Mountain Air Cargo, opf FedEx | N988FX | 208B2400 | 2012 | Pratt & Whitney Canada PT6A-114A | Fatalities: 0 / Occupants: 1 | 0 | Substantial, repaired | Accident | Baltimore/Washington International Thurgood Marshall Airport, MD (BWI) - United States of America | Landing | Cargo | Newark-Liberty International Airport, NJ (EWR/KEWR) | Baltimore/Washington International Thurgood Marshall Airport, MD (BWI/KBWI) | Accident investigation report completed and information captured | The pilot of a Cessna 208B Super Cargomaster was conducting an instrument landing system approach in night instrument meteorological conditions to runway 10 at Baltimore/Washington International Thurgood Marshall Airport, MD (BWI). The pilot was utilizing the autopilot for the approach and disengaged it when he had the runway and airport lighting system in view. As he approached the runway, the pilot heard a sound and thought the airplane had hit a bird. He felt the airplane pitch up so he increased engine power and pitched down in order to reach the runway. After the pilot landed and taxied to the ramp, he saw that a large piece of an approach light was caught on the airplane's right main landing gear. Further inspection revealed that the airplane's empennage, right horizontal stabilizer, right wing strut, and front cargo pod were also damaged. The operator reported that the airplane had struck four separate approach light towers as well as a localizer antenna. Probable cause: "The pilot's failure to maintain clearance from the approach lights during an instrument approach." | 3497 hours | ERA20CA095 | NTSB | Final report | b4ccfe03a34625bbf9f4c49be95eadd3 | Investigation completed | 6 months | ||
| 2020 | Tuesday 28 January 2020 | 17:35 LT | Boeing 737-6CT | WestJet | C-GWJU | 34289/1956 | 2006 | CFMI CFM56-7B | Fatalities: 0 / Occupants: 85 | 0 | Substantial, repaired | Accident | Vancouver International Airport, BC (YVR/CYVR) - Canada | Standing | Passenger - Scheduled | Edmonton International Airport, AB (YEG/CYEG) | Vancouver International Airport, BC (YVR/CYVR) | Information verified through data from accident investigation authorities | WestJet flight WJA141, a Boeing 737-600 (C-GWJU) and WestJet flight WJA717, a Boeing 737-700 (C-FZWS) were involved in a ground contact accident at Vancouver International Airport, BC (YVR/CYVR). WJA141 stopped short of the lead-in line for gate B15, with engines running, awaiting ground crew to marshal the aircraft to the gate. Meanwhile, WJA717 was taxing eastbound on the apron towards the lead-in line for gate B13. The left winglet of C-FZWS contacted the right-hand horizontal stabilizer of C-GWJU. There were no injuries. Both aircraft sustained substantial damage. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | ||||||||
| 2020 | Sunday 5 January 2020 | de Havilland Canada DHC-8-202Q | US Special Operations Command (USSOCOM) | N8200L | 455 | 1997 | Pratt & Whitney Canada PW123D | Fatalities: 0 / Occupants: 0 | 0 | Destroyed, written off | Manda Bay-Camp Simba Air Base - Kenya | Standing | Military | - | - | The airplane damaged beyond repair during an attack on the air base by Shabab fighters. | ||||||||||||
| 2020 | Tuesday 3 March 2020 | 00:35 | Cessna 560 Citation Encore | private | N43NC | 560-0698 | 2006 | Pratt & Whitney Canada PW535A | Fatalities: 0 / Occupants: 0 | 0 | Substantial, written off | Other | Nashville-John C. Tune Airport, TN (KJWN) - United States of America | Standing | - | - | - | The aircraft was substantially damaged when a tornado struck Nashville-John C. Tune Airport, Tennessee, USA. | ||||||||||
| 2020 | Monday 9 March 2020 | 06:25 | Gulfstream G-IVSP | Platinum Jet Co., Ltd. | M-YWAY | 1486 | 2002 | Fatalities: 0 / Occupants: 0 | 0 | Substantial, repaired | Accident | Vientiane-Wattay Airport (VTE) - Laos | Standing | - | - | - | A Thai Airways Airbus A330-343 (HS-TEU), performing flight TG575, struck a parked Gulfstream G-IVSP business jet (M-YWAY) at Vientiane-Wattay Airport in Laos. | |||||||||||
| 2020 | Sunday 23 February 2020 | 14:30 | Bombardier CL-600-2B16 Challenger 605 | Canadian Pacific Railway Company | C-GKCP | 5945 | 2013 | General Electric CF34-3B | Fatalities: 0 / Occupants: 13 | 0 | Substantial, repaired | Accident | Calgary International Airport, AB (YYC) - Canada | Landing | Passenger - Non-Scheduled/charter/Air Taxi | West Palm Beach International Airport, FL (PBI/KPBI) | Calgary International Airport, AB (YYC/CYYC) | Accident investigation report completed and information captured | A privately registered Bombardier Challenger 605, was conducting a flight from Palm Beach International Airport, Florida USA (KPBI) to Calgary Intl., AB (CYYC), with three crew members and 10 passengers on board. During the final descent into CYYC, the flight crew selected flaps 20 and immediately received a flaps fail caution message. The decision was made to abandon the approach, and the crew received clearance from ATC to proceed NW of the CYYC airport and troubleshoot the issue. The crew executed the applicable QRH procedure and subsequently received clearance from ATC to proceed with the landing. A flaps 0 landing was then executed. During the landing roll, after ground spoiler and thrust reverser deployment, the nose of the aircraft attained a significant nose high attitude. The rear fuselage of the aircraft struck the runway, and during the recovery, the nose landing gear subsequently impacted the runway. The aircraft taxied clear of the runway and to the intended parking area. Subsequent inspection revealed that the aircraft sustained significant structural damage to the forward fuselage and minor damage to the rear fuselage. There were no injuries. Findings as to causes and contributing factors 1. Moisture entered the flap flexible drive shaft casing, likely through the undetected puncture holes and the drive shaft casing to flap actuator interface, which led to the subsequent corrosion and failure of the inner drive shaft. 2. As the occurrence aircrafts actual annual utilization was approximately half of that expected by the manufacturer, the calendar time interval between maintenance inspections increased. As a result, the corrosion that developed was not detected because the shaft had not yet reached the 2400 flight-hour maintenance interval. 3. The Challenger 605 flight simulator used for recurrent training did not accurately represent the zero-flap handling characteristics of the aircraft when the thrust reversers are deployed, nor was it required for certification. As a result, the flight crew was inadequately prepared to prevent, or recover from, the nose pitch-up that occurred when the thrust reversers were deployed. 4. The pilot monitoring did not read the cautions included on the flaps fail checklist out loud to the pilot flying during the completion of the Quick Reference Handbook procedure. As a result, information critical to the safe operation of the aircraft was not brought to the pilot flyings attention. 5. Insufficient pressure was applied to the control column to maintain the nose on the runway while using maximum reverse thrust; as a result, the nose pitched up, the aft fuselage contacted the runway, and the aircraft transitioned to a partial weight-off-wheels state. 6. When the left main wheel left the runway surface and the angle of attack reached 28.9°, the stick pusher activated and commanded a rapid nose-down pitch input. As a result of this rapid nose-down pitch, the forward section of the aircraft was damaged when the nose wheel contacted the runway. | 920 flights | 1699 hours | A20W0016 | TSB | Final report | abcad67f6b2331682b8ec4a4927ae332 | Investigation completed | 1 year and 2 months | |
| 2020 | Saturday 29 February 2020 | 12:37 | Learjet 35A | East Coast Jets | N721EC | 35A-355 | 1980 | Garrett TFE731-2C-2B | Fatalities: 0 / Occupants: 2 | 0 | Substantial, repaired | Accident | Altoona Airport, PA (AOO) - United States of America | Landing | Ferry/positioning | Allentown-Lehigh Valley International Airport, PA (ABE/KABE) | Altoona Airport, PA (AOO/KAOO) | Accident investigation report completed and information captured | The flight crew reported that, after an instrument landing system approach and during the landing flare, the airplane encountered a strong wind gust that pushed the airplane toward the edge of the runway, so they initiated a go-around. During the go-around, the left-wing tip tank struck the runway. The flight crew diverted to another airport where the weather conditions were more favorable, and after landing, examination of the airplane revealed that the left wing had sustained substantial damage. The calculated crosswind component was 18 knots at the time of landing. According to the Airplane Flight Manual, the maximum demonstrated crosswind component was 24.7 knots. PROBABLE CAUSE: "The pilot flying's improper lateral bank control during a go-around in gusting wind conditions, which resulted in the left-wing tip tank striking the runway." | 14859 hours | ERA20CA120 | NTSB | Final report | baf2917d1cc64988e34e5cd54fa666ef | Investigation completed | 6 months | ||
| 2020 | Monday 4 May 2020 | Learjet 25D | Dos Mil Aerosistema SA | LV-WOC | 25-269 | 1979 | Fatalities: 0 / Occupants: 0 | 0 | Substantial | Other | San Fernando Airport, BA (FDO) - Argentina | Standing | - | - | - | An explosion occurred on a Learjet 25D ambulance jet while being serviced on the apron at San Fernando Airport, Argentina. The aircraft was being prepared for emergency medical flights on behalf of the Tierra del Fuego government with the servicing of the oxygen system when the explosion took place in the rear fuselage. | ||||||||||||
| 2020 | Tuesday 3 March 2020 | 00:35 | Cirrus SF50 Vision Jet | BBR Air | N217CB | 0032 | 2018 | Williams International FJ33-5A | Fatalities: 0 / Occupants: 0 | 0 | Substantial, written off | Other | Nashville-John C. Tune Airport, TN (KJWN) - United States of America | Standing | - | - | - | The aircraft was substantially damaged when a tornado struck the airport. The corporate hangar where the aircraft was being stored collapsed. A beam fell onto the rear side of the aircraft, damaging the aft structure and the V tail stabilizers and tail flight controls. | 134 hours | |||||||||
| 2020 | Friday 3 January 2020 | 10:40 | Hawker 900XP | Million Air San Juan | N805D | HA-0113 | 2009 | Honeywell TFE731-50R | Fatalities: 0 / Occupants: 5 | 0 | Substantial, written off | Accident | San Juan-Fernando Luis Ribas Dominicci Airport (SIG) - Puerto Rico | Landing | Unknown | La Romana-Casa de Campo International Airport (LRM/MDLR) | San Juan-Fernando Luis Ribas Dominicci Airport (SIG/TJIG) | Accident investigation report completed and information captured | As the pilot and copilot of the business jet were conducting an instrument approach to runway 09 at San Juan-Fernando Luis Ribas Dominicci Airport, Puerto Rico. As the airplane was about to touch down, the pilot reduced the engine power. The airplane then descended and landed hard on a grassy area short of the runway threshold. The fuselage sustained substantial damage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane what would have precluded normal operation. Probable Cause: The pilot's failure to maintain a proper descent rate during landing, which resulted in a hard landing short of the runway. | 2198 hours | ERA20CA073 | NTSB | Final report | 1ab4a39d671bc3cae334bb820c00d354 | Investigation completed | 5 months | ||
| 2021 | Saturday 23 January 2021 | Canadair CL-600 Challenger 600 | Global Avionics LLC | N275JP | 1036 | 1981 | Lycoming ALF502L-2 | Fatalities: 0 / Occupants: 2 | 0 | Unknown | Accident | Los Mochis-Federal Airport (LMM) - Mexico | Take off | Unknown | Los Mochis-Federal Airport (LMM/MMLM) | Information is only available from news, social media or unofficial sources | Canadair CL-600S Challenger N275JP, suffered a runway excursion at Los Mochis Airport (LMM/MMLM), Sinaloa, Mexico. One of the two pilots received minor injuries. The aircraft, which had undergoing repairs for a month, was trying to conduct a test flight when directional control was lost on takeoff. | |||||||||||
| 2021 | Friday 16 April 2021 | 18:45 | Beechcraft B99 Airliner | Lake Clark Air | N991AK | U-189 | 1982 | Pratt & Whitney Canada PT6A-36 | Fatalities: 0 / Occupants: 9 | 0 | Substantial, repaired | Accident | Chignik-Lagoon Airport, AK (KCL) - United States of America | Landing | Passenger - Non-Scheduled/charter/Air Taxi | Anchorage-Merrill Field, AK (MRI/PAMR) | Chignik-Lagoon Airport, AK (KCL) | Accident investigation report completed and information captured | A Beechcraft B99 Airliner, registration N991AK, sustained substantial damage when it struck a chunk of ice and frozen gravel during a landing attempt at Chignik Lagoon Airport (KCL), Alaska. The pilot reported to the NTSB that, during final approach to land, he noticed a road grader operating on the far end of the runway. He made a radio transmission stating that the flight was 4 miles out on final approach and observed the road grader pull over at the opposite end of the airport and park. Believing that the operator of the road grader heard his call and parked, he proceeded with a normal approach and landing. After touchdown, he applied reverse with moderate braking. When the airplane was fully out of reverse and had slowed to about 35 mph, he noticed a large piece of foreign object debris (FOD) on the runway centerline. The FOD appeared to be about 18 inches wide and about 12 inches tall. He veered to the left in an effort to straddle the FOD with main landing gear. Subsequently, the right main landing gear struck the FOD, the right main landing gear collapsed, and the airplane slid about 75 ft down the runway centerline before coming to a stop. A postaccident inspection revealed that the FOD was a chunk of ice. Probable Cause: The pilots failure to visually inspect the runway condition before landing, which resulted in a collision with an ice chunk and main landing gear separation during landing. | 27917 hours | ANC21LA030 | NTSB | Final report | 35e703027ea6718db94bab87c9d5b6db | Investigation completed | 6 months | ||
| 2021 | Saturday 13 March 2021 | 17:22 | Antonov An-26 | Kazakhstan Border Guards | 02 white | 7201 | Ivchenko AI-24 | Fatalities: 4 / Occupants: 6 | 0 | Destroyed, written off | Accident | Almaty Airport (ALA) - Kazakhstan | Landing | Military | Nursultan Nazarbayev International Airport (NQZ/UACC) | Almaty Airport (ALA/UAAA) | Information is only available from news, social media or unofficial sources | A Kazakh Border Service Antonov An-26 crashed at Almaty Airport, killing four of the six occupants. The aircraft crashed about 600 m short of the threshold of runway 23R and burst into flames. Weather at the time of the accident was poor with overcast clouds at 300 feet (91 meters), a visibility of 5 km with light freezing drizzle and mist. | ||||||||||
| 2021 | Friday 25 June 2021 | 21:31 LT | Airbus A321-231 | American Airlines | N926UW | 6618 | 2015 | IAE V2533-A5 | Fatalities: 0 / Occupants: 194 | 0 | Accident | New Orleans, Louisiana - United States of America | En route | Passenger - Scheduled | Dallas/Fort Worth International Airport, TX (DFW/KDFW) | Tampa International Airport, FL (TPA/KTPA) | Accident investigation report completed and information captured | American Airlines flight 2401 encountered severe turbulence while in cruise flight at FL310 and a flight attendant fractured his ankle. The captain was the pilot flying (PF) and the first officer was monitoring. Ride conditions were smooth with no reports of turbulence in the area and the crewmembers had the weather radar turned off. The flight was in day visual meteorological conditions (VMC) with the visibility greater than 20 miles. About 20 miles NW of the REDFN waypoint, near airway Q105, the flight experienced a single 'jolt†of severe turbulence, which caused the autopilot to disconnect, and the airplane to roll about 30 degrees to the right and climb about 300 feet. The PF took control and returned the airplane to its assigned altitude and reengaged the autopilot. When the turbulence occurred beverage service had recently concluded, and two flight attendants were in the aisle collecting trash. One flight attendant was in the aft galley securing service items and was thrown to the ceiling and fell, fracturing his left ankle. Ten passengers who were not seated or who were not using their seatbelts sustained minor injuries. The fasten seatbelt indication to passengers was turned off. Probable Cause: An inadvertent encounter with severe turbulence during cruise flight that caused a flight attendant to fall and fracture his ankle. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | DCA21LA164 | NTSB | Final report | 62bc5dc3d0497fd852984eb06fe148dd | Investigation completed | 1 year | |||
| 2021 | Sunday 4 July 2021 | 07:00 | Antonov An-2R | ELISA | UP-A0135 | 1G143-48 | 1973 | Shvetsov ASh-62IR | Fatalities: 0 / Occupants: 2 | 0 | Substantial | Accident | 12 km from Karaultobe, Kyzylorda - Kazakhstan | Manoeuvring (airshow, firefighting, ag.ops.) | Agricultural | Information is only available from news, social media or unofficial sources | An Antonov An-2 force landed in a field after an engine malfunction and flipped over. Both pilots survived the crash and were taken to a hospital. The aircraft was spraying a rice field at the time of the accident. | |||||||||||
| 2021 | Thursday 3 June 2021 | Cessna 208B Grand Caravan EX | Dabi Air Nusantara | PK-DPT | 208B5025 | 2013 | Pratt & Whitney Canada PT6A-140 | Fatalities: 0 / Occupants: 0 | 0 | Destroyed, written off | Unlawful Interference | Ilaga Airport (ILA) - Indonesia | Standing | - | Information is only available from news, social media or unofficial sources | A Cessna 208B Grand Caravan EX, registration PK-DPT was set on fire by Papua separatists at Ilaga Airport (ILA/WABL), Papua. The airplane was destroyed. | ||||||||||||
| 2021 | Thursday 24 June 2021 | 09:00 | Antonov An-2R | private | RA-01430 | 1G231-10 | 1988 | Shvetsov ASh-62IR | Fatalities: 0 / Occupants: 1 | 0 | Substantial | Accident | 3,5 km W of Zaboyskiy, Slavyansky district - Russia | Take off | Agricultural | Accident investigation report completed and information captured | The An-2 struck a mound of earth during takeoff from a temporary agricultural airstrip near Zaboyskiy, Krasnodar region, Russia. The right-hand main gear collapsed. The pilot was planning to conduct an aerial application flight on a rice field. It appeared that the pilots licence of the captain had expired in 2010. The accident with the An-2 RA-01430 aircraft occurred during takeoff from a landing strip with a non-uniform surface, which led to the aircraft yawing during the takeoff run. Correcting the directional sway, the PIC allowed a sharp operation of the brakes and wheels, which, in turn, led to an uncontrolled turn to the left, as a result of which the aircraft rolled out of the landing area and collided with a bunker. The contributing factors were most likely: - the PIC's interruptions in flight work and, as a consequence, the loss of flight skills in aircraft piloting; - failure to comply with the operator's RPM requirements in terms of training flight personnel on the An-2 aircraft; - lack of a tail wheel locking mechanism on the An-2 RA-01430 aircraft; - takeoff using the rated engine power with the flaps extended to the 20° position, which does not correspond to the Airplane Flight Manual of the An-2 aircraft, when taking off from a site with a non-uniform surface (take off at the engine takeoff power with the flaps deflected by 30°). | 2867 hours | MAK | Final report | d1391258d963dca8be93a3913824a2ec | Investigation completed | 6 months | |||||
| 2021 | Monday 21 June 2021 | Rockwell Sabreliner 65 | private | XB-OXV | 465-11 | 1980 | Honeywell TFE731-3R-1D | Fatalities: 0 / Occupants: 0 | 0 | Destroyed, written off | Other | within Jesús María Semprún - Venezuela | Standing | Illegal Flight | Little or no information is available | A Rockwell Sabreliner 65 was destroyed by Venezuelan law enforcement officers in Jesús María Semprún, Zulia. The aircraft had been used for transporting drugs and was located on an illegal airstrip, 8 km from the Colombian border. | ||||||||||||
| 2021 | Sunday 21 February 2021 | 11:48 | Beechcraft B300 King Air 350 | Nigerian Air Force - NAF | NAF201 | FL-585 | 2008 | Fatalities: 7 / Occupants: 7 | 0 | Destroyed, written off | Accident | NE of Abuja-Nnamdi Azikiwe International Airport (ABV) - Nigeria | Approach | Military | Abuja-Nnamdi Azikiwe International Airport (ABV/DNAA) | Minna Airport (MXJ/DNMN) | Information is only available from news, social media or unofficial sources | A Nigerian Air Force Beechcraft B300 King Air 350 airplane was destroyed when it impacted terrain shortly after takeoff following a reported loss of engine power near Nnamdi Azikiwe International Airport (ABV/DNAA), Abuja, Nigeria. The aircraft crashed on the final approach path of Abuja Airport runway 22. The seven people onboard perished. | ||||||||||
| 2021 | Saturday 5 June 2021 | 10:16 | Cessna 208B Supervan 900 | Paraclub Wiener Neustadt | N103AN | 208B0928 | 2001 | Honeywell TPE331-12JR | Fatalities: 0 / Occupants: 1 | 0 | Substantial, repaired | Accident | Wiener Neustadt West Air Base - Austria | Taxi | Parachuting | Wiener Neustadt West AB (LOXN) | Wiener Neustadt West AB (LOXN) | Information is only available from news, social media or unofficial sources | A Cessna 208B Supervan 900, registration N103AN, suffered a nose landing gear collapse while taxiing after landing at Wiener Neustadt West Air Base, Austria. All 5 propeller blades separated after the prop struck the ground. The aircraft was engaged in dropping skydivers and had just returned. | |||||||||
| 2021 | Friday 19 March 2021 | 13:25 | Antonov An-2T | Venezuela Flight Canaima | YV3312 | 1G157-07 | 1974 | Fatalities: 0 / Occupants: | 0 | Substantial | Accident | Kapaure - Venezuela | Landing | Cargo | La Paragua Airport (SVPU) | Information verified through data from accident investigation authorities | An Antonov An-2T, YV3312, sustained serious damage in an accident in Bolívar State, Venezuela. The right-hand main gear leg collapsed as the aircraft landed on an unprepared strip. Damage was sustained to the right-hand lower wing and propeller blades. The Civil Aviation Accident and Incident Investigation Board (JIAAC), as part of the investigations initially conducted, determined that the probable cause of the incident was the explosion of the right main gear shock absorber; the weight of the aircraft, as well as the inadequate operation of the aircraft in the landing maneuver on unprepared runways are considered as contributing factors. | 005/2021 | JIAAC Venezuela | Preliminary report | 956c68c243c701d812ce9ec00ea93839 | Preliminary report | ||||||
| 2021 | Tuesday 29 June 2021 | Airbus A350-941 | Air France | F-HTYH | 488 | 2021 | Rolls-Royce Trent XWB-84 | Fatalities: 0 / Occupants: | 0 | Accident | Paris-Charles de Gaulle Airport (CDG/LFPG) - France | Standing | Passenger - Scheduled | Toronto-Pearson International Airport, ON (YYZ/CYYZ) | Paris-Charles de Gaulle Airport (CDG/LFPG) | Accident investigation report completed and information captured | The aircraft arrived at a peak time for long-haul flight arrivals, which stretches emergency care and assistance resources. The distribution of persons with reduced mobility on board the aeroplane, between the different specialist vehicles upon arrival was not shared with the crew prior to the landing and the matter was only addressed after the other passengers had disembarked. The cabin crew then had to manage an unplanned situation involving a number of passengers wanting to board a specialist vehicle beyond the vehicle?s capacity, when all of the aeroplane?s occupants were fatigued from the flight.A PRM and her travel companion did not want to be separated and chose to use the disembarkation steps to stay together. The heavy workload associated with the confused situation, as well as the behaviour (described as aggressive) of the travel companion, prevented the crew members, the arrival agent and the assistance personnel from spotting in time that the passenger was descending the steps alone and unaided. She subsequently tripped during her descent and fell to the bottom of the steps.The emergency services were alerted in compliance with the procedures in force. The public emergency services took longer to arrive than the average response time for this type of intervention at Paris-Charles de Gaulle. The crew members considered the response time to be too long, likely due to the perceived severity of the medical emergency and to their knowledge of the usually very quick response times of the ARFF in the aeronautical domain.Due to the lack of updates on the expected arrival time of the emergency services, the captain decided to issue a MAYDAY to put an end to his uncertainty. This alert, which was issued several minutes before the arrival of the emergency services mobilised first, led to the subsequent mobilisation of substantial fire fighting resources. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | BEA | Final report | e14c3e7a356e8d1cbcbd3140afa93b3d | Investigation completed | ||||||
| 2021 | Sunday 14 February 2021 | 07:32 | de Havilland Canada DHC-6 Twin Otter 300 | Manta Air | 8Q-RAE | 617 | 1979 | Pratt & Whitney Canada PT6A-27 | Fatalities: 0 / Occupants: 9 | 0 | Substantial, repaired | Accident | Malé-Velana International Airport (MLE) - Maldives | Landing | Passenger - Scheduled | COMO Maalifushi Resort | Malé-Velana International Airport (MLE/VRMM) | Accident investigation report completed and information captured | The float-equipped DHC-6 aircraft operated by Manta Air was on a domestic passenger flight from Como Maalifushi Resort to Velana International Airport. The aircraft touched down on the water at Velana International Airport and veered right, causing the right-hand wing to dug into the water. The aircraft swung and flipped upside down. Causes / Contributing Factors: The AICC determines that the causes / contributing factors of this accident were: a. FO maintained a flatter than normal attitude of the aircraft at touch down; b. FO released the controls too early for an aircraft operated on floats due to his flying motor skills on a land aircraft which require release of the control at touchdown; c. Loss of control of the aircraft immediately after touchdown; d. PIC did not take over the controls from FO in a timely manner. | 78854 flights | 43932 hours | 2021/01 | AICC Maldives | Final report | 8d19661f21f2b4cf55e7ef459615452a | Investigation completed | 1 year 1 month | |
| 2021 | Saturday 19 June 2021 | 10:00 | Let L-410UVP-E | DOSAAF | RF-94603 | Fatalities: 5 / Occupants: 19 | 0 | Destroyed, written off | Accident | near Tanay Airfield - Russia | Unknown | Parachuting | Tanay Airfield | Tanay Airfield | Information is only available from news, social media or unofficial sources | A Let L-410UVP aircraft was destroyed in an accident after takeoff from Tanay Airfield, Kemerovo Region, Russia. The aircraft was operating the fourth flight of the day, carrying skydivers. Preliminary information suggests the no.2 engine failed shortly after takeoff. The aircraft impacted a field when the pilot attempted to turn back. | ||||||||||||
| 2021 | Wednesday 10 February 2021 | Airbus A320-214 (WL) | Flyadeal | HZ-FAB | 7867 | 2017 | CFMI CFM56-5B4/3 | Fatalities: 0 / Occupants: | 0 | Substantial, repaired | Unlawful Interference | Abha International Airport (OHB) - Saudi Arabia | Standing | Passenger - Scheduled | Little or no information is available | An Airbus A320-214, registration HZ-FAB, sustained substantial damage following a Houthi attack at Abha International Airport (OHB/OEAB), Saudi Arabia. | ||||||||||||
| 2021 | Friday 26 March 2021 | 16:30 | Beechcraft B200 Super King Air | West Wind Aviation Ltd. | 5Y-NJS | BB-837 | 1981 | Pratt & Whitney Canada PT6A-42 | Fatalities: 0 / Occupants: 3 | 0 | Destroyed, written off | Accident | Nairobi - Kenya | Approach | Private | Eldoret Airport (EDL/HKEL) | Nairobi-Wilson Airport (WIL/HKNW) | Information verified through data from accident investigation authorities | The aircraft made a forced landing on the Ngong Racecourse, located about 7 km west of Nairobi-Wilson Airport. The flight with one passenger and one pilot was on a private mission to from Nairobi to Kisumu, Eldoret and back to Nairobi. The aircraft departed Wilson Airport (HKNW) at 04:20 UTC and landed at Kisumu Airport (HKKI) at 05:02. It then departed HKKI to Eldoret (HKEL) at 11:42 and landed at 12:00 where it picked up one passenger. The flight then departed Nairobi at 12:47 with an estimated flight time of 40 minutes. The aircraft reached flight level 250 42NM from Eldoret VOR. The flight was then cleared to fly direct to GV VOR by Nairobi Area Control Centre. During descend to flight level 100 they encountered bad weather and the wings developed heavy icing. The captain activated the de-icing systems on the wings but the problem persisted. The situation prompted the captain to request Wilson Control to descend to the 'Monstry fix' for landing at HKNW which was approved. As the flight continued descending the left engine failed. The captain requested Wilson Tower for assistance. After 30 seconds, the right engine also failed. The captain elected to make an emergency landing at Ngong Racecourse. On landing, the left wing collided with trees, broke-off and separated together with the left engine and the left main landing gear. The aircraft turned clockwise through 180° and came to a full stop. All three onboard escaped unhurt but the aircraft was destroyed. | 12177 hours | ||||||||
| 2021 | Sunday 28 February 2021 | 15:07 | Douglas DC-3C | ALIANSA Colombia | HK-2006 | 43086 | 1946 | Pratt & Whitney R-1830-92 | Fatalities: 0 / Occupants: 3 | 0 | Substantial | Accident | Monfort Airport (MFB) - Colombia | Landing | Cargo | Mitú-Fabio Alberto León Bentley Airport (MVP/SKMU) | Monfort Airport (MFB) | Accident investigation report completed and information captured | The Douglas DC-3 of Aliansa had an accident while landing at Monfort Airport, Colombia. All three on board were unhurt. During the final approach to runway 17 at Monfort, the right landing gear hit the ground hard, causing the aircraft to substantially change its trajectory and skid on the left side. The two engines impacted the ground and the propellers became detached. The aircraft finally came to rest on the runway with substantial damage. The three occupants were unharmed and left the aircraft under their own power. Probable Cause(s): Abnormal contact of the aircraft before the runway, as a result of an approach made at too low a landing angle, in an attempt by the crew to make a short landing. Contributing Factors The investigation process determined that the accident was caused by a combination of the following factors: - Loss of situational awareness of the crew, who neglected the position of the aircraft in relation to the terrain during the approach, when attempting to make a short landing, probably caused by overconfidence and by the Pilot in Command's maladjustment to flying, who was making his first flights after a 70-day inactivity, caused by health problems. - Deficient condition of the safety zone and runway thresholds, without demarcation and with unevenness, which contributed to the initial damage to the aircraft, fracture of the right landing gear and which triggered other damages to the aircraft. - Deficient airfield conditions, as it lacked the minimum signage, such as demarcation of the beginning, end and margins of the usable runway, airfield limits and wind indication; these limitations increased the crew's workload as they lacked basic guidance to perform the landing in a limited field. - Lack of supervision by the operator, who did not have a flight readjustment procedure for crews after a significant inactivity, and, instead, scheduled the Pilot to perform a demanding operation to a runway with limited conditions on the first day of his return to flight. - Lack of risk management on the part of the operator, who despite knowing the risk conditions of the Monfort runway, did not have the necessary defenses for an acceptably safe operation on it, nor did it take the necessary steps to improve its conditions with the aerodrome operator, the government of the department of Vaupés. - Absence of surveillance of crews under stressful conditions, high workloads, taking into account that the company operates on restricted runways with a high probability of accidents, conditions that increase the risk considerably during the operation. - Absence of minimum signage on the runway, increasing the workload for the crew, considering that they never had a reference point to perform calculations or correct estimates during approach and landing. | 29968 hours | COL-21-08-GIA | Aerocivil | Final report | a13387d354beaa74b19889125a74cc9f | Investigation completed | 10 months | ||
| 2021 | Wednesday 12 May 2021 | 21:30 UTC | Boeing 737-8AS (WL) | Ryanair | EI-EGA | 38490/3096 | 2009 | CFMI CFM56-7B | Fatalities: 0 / Occupants: 168 | 0 | Accident | Alicante Airport (ALC/LEAL) - Spain | Standing | Passenger - Scheduled | Göteborg-Landvetter Airport (GOT/ESGG) | Alicante Airport (ALC/LEAL) | Accident investigation report completed and information captured | Ryanair flight FR4013, a Boeing 737-8AS, had departed from Gothenburg Airport (ESGG), landed at Alicante Airport (LEAL), and was parked on stand 16 of the apron. At approximately 23:30 h, the passengers began to disembark via the aircraft’s forward stairs. While disembarking, one of the passengers got one of the two suitcases he was carrying caught on the stairs and lost his balance. Being unable to grab the handrail, he fell from the top of the stairs and hit another passenger at the bottom of the stairs. The passenger who fell sustained serious injuries. The crew stopped the disembarkation via the forward stairs and redirected the rest of the passengers towards the rear exit of the aircraft. The ground personnel immediately assisted the injured passenger, and the dispatcher called for an ambulance, which took approximately 10 minutes to arrive and transferred the wounded passenger to hospital. At the hospital, the injured passenger received stitches to his head, and it was confirmed that he had broken his arm. The investigation has determined that the cause of the accident was the passenger’s decision to disregard the disembarkation instructions and descend the stairs with one suitcase in each hand. The stairs are approximately 0.62 m2 wide, which is sufficient for passengers to carry a single suitcase. However, as was shown in this case, it may not be enough to carry two suitcases, especially if they are separated a certain distance from the body. Moreover, anyone carrying two suitcases would be unable to grasp the handrail should they lose their balance. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | A-020/2021 | CIAIAC | Final report | cd70a53fc631010ebf94c24c20995eb8 | Investigation completed | ||||
| 2021 | Sunday 13 June 2021 | 23:21 | Boeing 737-8AS (WL) | Ryanair | EI-EVE | 35035/3920 | 2012 | CFMI CFM56-7B | Fatalities: 0 / Occupants: 155 | 0 | Accident | Málaga-Costa del Sol Airport (AGP/LEMG) - Spain | Standing | Passenger - Scheduled | Bruxelles-Sud Charleroi Airport (CRL/EBCI) | Málaga-Costa del Sol Airport (AGP/LEMG) | Accident investigation report completed and information captured | The Boeing 737-8AS aircraft, with registration EI-EVE, coming from the Belgian airport of Charleroi (EBCI), landed at Malaga airport (LEMG) and was parked at stand 48 on the apron. At 23:21 h, during the passenger disembarkation process, one of the passengers fell down the aircraft's forward stairs while disembarking. According to the testimonies collected from the aircraft crew, the passenger fell from the penultimate step and could not explain how it happened. The passenger's companion reported that sometimes the medications the passenger takes for his heart condition cause him to feel dizzy and he believed that this was the cause of his fall. The passenger was treated by the airport medical services. The airport medical service subsequently indicated that from the examination of the passenger there was no evidence and it could not be deduced that the fall was caused by the medication. The passenger was taken by ambulance to a hospital for further care and had to undergo surgery for a broken hip. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | A-025/2021 | CIAIAC | Final report | edc85aacb5315918f2e8101237579eaa | Investigation completed | ||||
| 2021 | Monday 1 March 2021 | 15:19 | Beechcraft B300 King Air 350i | Beidahuang General Airlines, opf China Met, Administration | B-10GD | FL-1014 | 2016 | Pratt & Whitney Canada PT6A-60A | Fatalities: 5 / Occupants: 5 | 0 | Destroyed, written off | Accident | Shanghu, Ji'an County - China | En route | Agricultural | Ganzhou Airport (KOW/ZSGZ) | Ganzhou Airport (KOW/ZSGZ) | Accident investigation report completed and information captured | A Beechcraft B300 King Air 350 on a cloud seeding flight crashed into a residential area in Ji'an County, China. All five occupants of the King Air were killed. Three houses were damaged, and one villager suffered minor injuries. The aircraft had departed Ganzhou Airport at 14:40 and crashed 39 minutes later. Findings: The investigation concluded that the cause of the accident was that the aircraft was flying in icy conditions for a long period of time during an artificial rainfall operation and the wings and propellers became seriously iced up. The aircraft was unable to effectively control the risk of icing, which resulted in the aircraft losing speed and entering a spin, eventually crashing to the ground and catching fire. Based on the casualties and damage to the aircraft, the incident constituted a major general aviation accident of aircraft crew origin. The investigation also found that the aircraft had been modified in such a way that the relevant data was not available and that the crew did not handle the spin properly. | 398 flights | 672 hours | 20210301TFSQ01 | CAAC | Final report | 105659f87494bc8a8842548572f79179 | Investigation completed | 7 months | |
| 2021 | Wednesday 12 May 2021 | 10:23 | Swearingen SA226-TC Metro II | Key Lime Air | N280KL | TC-280 | 1978 | Garrett TPE331-10UA-511G | Fatalities: 0 / Occupants: 1 | 0 | Substantial, written off | Accident | 5,9km N of Denver-Centennial Airport, CO (APA) - United States of America | Approach | Ferry/positioning | Salida Airport, CO (SLT/KANK) | Denver-Centennial Airport, CO (APA/KAPA) | Accident investigation report completed and information captured | A privately registered Cirrus SR22 (N416DJ) and a Key Lime Air Swearingen Metro II (N280KL) collided on approach to Denver-Centennial Airport, Colorado, USA. The Cirrus departed Denver-Centennial Airport (APA) for a local flight about 09:21, and the Metro II departed the Salida Airport (SLT) about 09:56. The Cirrus was performing a right-hand traffic pattern for runway 17R at APA, and N280KL was on final approach for runway 17L at APA, when the collision occurred. Both airplanes were in communication with air traffic control during their respective approaches to the airport. About 10:22:43, the Metro II was about 5.5 nm from APA and had completed a right turn to align with the final approach course to runway 17L. At this same time, the Cirrus was on the downwind leg of the right-hand traffic pattern for runway 17R just before he commenced a right turn to the base leg of the traffic pattern. The Metro continued its approach and remained aligned with runway 17L. The Cirrus continued the right-hand traffic pattern through the base leg, and then began to turn toward the final approach course for the runway. The airplanes collided at 10:23:53 when they were about 3.2 nm from APA. The Metro was aligned with runway 17L while the Cirrus was turning from base to final and heading about 146° when the collision occurred. After the impact, N280KL declared an emergency, continued to APA, and landed successfully on runway 17L without further incident. The Cirrus pilot reported that the airplane was not controllable after the impact and he deployed the Cirrus Airframe Parachute System (CAPS). The aircraft came to rest about 3 nm north of APA. Probable Cause and Findings: The Cirrus pilots failure to maintain the final approach course for the assigned runway, which resulted in a collision with the Swearingen which was on final approach to the parallel runway. Contributing to the accident was the failure of the controller to issue a traffic advisory to the Swearingen pilot regarding the location of Cirrus, and the Cirrus pilots decision to fly higher than recommended approach speed which resulted in a larger turn radius and contributed to his overshoot of the final approach course. | 37895 flights | 29525 hours | CEN21FA215A | NTSB | Final report | 35cd9586bf05336ca42646cf14c46ad3 | Investigation completed | 1 year and 10 months | |
| 2021 | Sunday 4 July 2021 | 11:30 | Lockheed C-130H Hercules | Hukbong Himpapawid ng Pilipinas (Philippine Air Force) | 5125 | 5125 | 1988 | Fatalities: 50 / Occupants: 96 | 3 | Destroyed, written off | Accident | Patikul, Sulu - Philippines | Landing | Military | Cagayan de Oro-Lumbia Airport (CGY/RPML) | Jolo Airport (JOL/RPMJ) | Information is only available from news, social media or unofficial sources | A Philippine Air Force Lockheed C-130H Hercules crashed and caught fire while during an attempted landing at Jolo Airport, Philippines. The Hercules transport plane originated from Villamor Air Base, located at the Manila International Airport and flew to Cagayan de Oro-Lumbia Airport in order to fly troops from there to Jolo Airport. The aircraft touched down on runway 09, which is 1800 m long and apparently overshot the runway. It struck at least two houses and burst into flames as it came to rest in a coconut plantation. Of the 96 occupants, 49 were killed. Additionally, three civilians are reported to have died on the ground. | ||||||||||
| 2021 | Monday 8 February 2021 | 10:30 LT | Airbus A320-271N | Spirit Airlines | N918NK | 9259 | 2019 | Pratt & Whitney PW1127G-JM | Fatalities: 0 / Occupants: 96 | 0 | Accident | Fort Lauderdale, Florida - United States of America | En route | Passenger - Scheduled | Accident investigation report completed and information captured | The airplane experienced an abrupt maneuver during initial descent and a flight attendant fractured their ankle. According to the flight crew, just prior to top of descent the captain informed the flight attendants to prepare the cabin early because there was weather in the vicinity of the arrival airport. Shortly after that, the first officer (FO), who was the pilot flying, initiated the descent. Air traffic control then cleared the flight to a lower altitude and requested they increase their descent. The FO complied, and increased their vertical speed, however, at some point, he engaged "open descent" mode. The FO saw the airspeed increasing towards red line and he pulled back on the stick and the autopilot disengaged. The captain said he then took control using the autopilot disconnect/priority switch and applied aft stick pressure to return the airplane to a normal descent pitch attitude to prevent an overspeed. According to the flight crew, the airplane was in clear air and smooth flight conditions when the event occurred. Two flight attendants (FA) in the aft galley, were thrown into the air and onto the floor. The captain was notified that one of the FAs had been injured and would need assistance when they got to the gate. A deadheading FA assumed the injured FAs duties for the remainder of the flight. After landing, the FA was transported to a local hospital and diagnosed with a fractured ankle. Probable Cause: An abrupt flight control input by the flight crew during descent that caused a flight attendant to fall and fracture their ankle. | This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information. Corrections or additions? ... Edit this accident description | DCA21LA082 | NTSB | Final report | 4d4819343d441f982eaf8ed190b0638c | Investigation completed | 1 year and 5 months |
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