1986 Mozambican Tupolev Tu-134 (C9-CAA) Crash CVR Recording Air Crash Daily 2024-10-19 | Source/Credit: youtu.be/_9RWHhw5ai4?si=UCr01cdr5VnzMZGB / @acc747 Accident Description:instagram.com/p/Cj5gRHVBUUm/?igsh=MzB1Mmd4bWg1aHZtPhotos Archive:https://x.com/aircrashdaily/status/1583083314214076416?s=19On 𝗢𝗰𝘁𝗼𝗯𝗲𝗿 𝟭𝟵, 𝟭𝟵𝟴𝟲, a Tupolev Tu-134 (Reg. C9-CAA) departed Mbala for a flight back to Maputo. The flight carried Mozambique president Samora Machel who had attended a meeting of African leaders in Zambia. While approaching Maputo, an inadvertent selection of the MATSAPA VOR frequency caused the crew to execute a premature 37° turn. Although the pilot queried the turn, no effort was made to verify it by using the available navigational aids. The plane descended below the 3,000 feet limit in spite of not having visual contact with Maputo. The crew erroneously assumed a power failure at Maputo. A 32-second GPWS warning was ignored and the plane collided with the ground at 2,187 feet, bounced and crashed into an uphill slope. The plane broke up, slid across the South African/Eswatini border and caught fire. Machel, along with 33 other occupants did not survive the accident.𝗖𝗮𝘂𝘀𝗲:"The cause of the accident was that the flight crew failed to follow procedural requirements for an instrument let-down approach , but continued to descend under visual flight rules in darkness and some cloud, i.e. without having visual contact with the ground, below minimum safe altitude, and in addition the ignored GPWS alarm."
Aeronaves de Mexico Flight 111 Aftermath Footage Air Crash Daily 2024-10-18 | Accident Description:instagram.com/p/CeTfaE0BlD3/?igsh=MzhoZjNwYjFkNTA3Photos Archive:https://x.com/aircrashdaily/status/1532653630351757312?s=19𝗔𝗲𝗿𝗼𝗻𝗮𝘃𝗲𝘀 𝗱𝗲 𝗠𝗲𝘅𝗶𝗰𝗼 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟭𝟭 was a scheduled domestic passenger flight from Guadalajara to Mexico City, operated by a Lockheed L-749 Constellation (Reg. XA-MEV) on 𝗝𝘂𝗻𝗲 𝟮, 𝟭𝟵𝟱𝟴.The Aeronaves de Mexico Constellation crew didn't follow the established climb-out procedure and crashed into the La Latilla Mountain, approximately 13 km from the radio beacon west of Guadalajara Airport, killing all persons aboard. The flight made a routine take-off from runway 28. A turn to the left was made as though to perform the procedural tear drop turn prescribed by the Airports Manual for climb-out on instruments. Instead of completing the procedural turn, the pilot continued on a straight course for about two minutes in a southwesterly direction. Then, on making a right turn the plane crashed on the mountain peak.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The aircraft did not climb out in accordance with previously approved procedure - the provisions of which are set out in the Airports Manual."
TWA Flight 891 Aftermath Footage Air Crash Daily 2024-10-17 | Accident Description:instagram.com/p/CfQhpmLvr3q/?igsh=M2E4MXI4eHRlNngyPhotos Archive:https://x.com/aircrashdaily/status/1541027528554729473?s=19𝗧𝗪𝗔 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟵𝟭 was a scheduled international passenger flight from Athens to Chicago with intermediate stops in Rome, Milan, Paris, Shannon, and Gander. The flight was being operated by a Lockheed L-1649 Starliner (Reg. N7313C) on 𝗝𝘂𝗻𝗲 𝟮𝟲, 𝟭𝟵𝟱𝟵.The plane departed Rome at 15:00 and reached Milan at 16:36 after a normal flight. The plane departed Malpensa Airport at 17:20 in weather conditions with scattered thunderstorms. The flight crew received clearance to the Saronno NDB, where it has to fly a climbing circuit to at least 10,000 feet. It then has to proceed to the Biella NDB, which has to be reached at least 18,500 feet before crossing the Alpine mountains. At 17:26 the flight reported climbing through 6,000 feet in the Saronno circuit. 6 minutes later they report having reached 10,000 feet and continuing to Biella, which they estimate to reach at 17:45. About 17:35 the plane suffered a structural failure occurred, initiated by a wing separation. The plane broke up and crashed, with debris scattered over an area of about 3 square kilometers.𝗖𝗮𝘂𝘀𝗲𝘀:"The breaking-up in flight was due to the explosion of the fuel vapours contained in tank No.7, followed immediately by either an explosion of pressure or a further explosion in tank no.6. In the absence of other significant concrete evidence, taking into account the stormy weather conditions, with frequent electric discharges, existing in the area at the time of the crash, it may be assumed that the explosion of the fuel vapours contained in tank No.7 was set off, through the outlet pipes, by igniting of the gasoline vapours issuing from these pipes as a consequence of static electricity discharges (streamer corona) which developed on the vent outlets."
Ocean Station November – Pan Am Flight 6 Documentary Air Crash Daily 2024-10-16 | Film Info:filmfreeway.com/OceanStationNovemberAccident Description:instagram.com/p/Cjxp-0ABRZo/?igsh=MXU5ajB5em80czhhYw==Photos Archive:https://x.com/aircrashdaily/status/1581635178635501570?s=19𝗣𝗮𝗻 𝗔𝗺 𝗙𝗹𝗶𝗴𝗵𝘁 𝟲 was a round-the-world flight from Philadelphia to San Francisco with stops in Europe, Asia and the Pacific. The flight was operated by a Boeing 377 Stratocruiser (Reg. N90943) on 𝗢𝗰𝘁𝗼𝗯𝗲𝗿 𝟭𝟲, 𝟭𝟵𝟱𝟲.The plane departed Honolulu at 20:26 HST for the last leg of the flight to San Francisco. At 01:19, immediately after reaching FL210, the no. 1 engine oversped. Reduction of airspeed didn't help and the prop could not be feathered, so the engine was cut. As the plane was losing altitude a ditching seemed imminent. US Coast Guard weather station 'November' was contacted at 01:22 about the possible ditching. Climb power was then applied to the remaining engines. The no. 4 engine however, was only developing partial power at full throttle. Remaining fuel was insufficient however to reach San Francisco or fly back to Honolulu. The crew decided to orbit the cutter 'November' and wait for daylight to carry out the ditching. Meanwhile electric water lights were laid by the cutter to illuminate a track for the plane. At 02:45 the no. 4 engine backfired and failed. The prop was feathered. At 05:40 the captain contacted the cutter again about the intended ditching time and descended to 900 feet. The ditching was carried out at 06:15. All 31 assengers and crew safely evacuated the plane, boarded liferafts, and were completely clear of the plane at 06:32. The plane sank at 06:35.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines that the probable cause of this accident was an initial mechanical failure which precluded feathering the No. 1 propeller and a subsequent mechanical failure which resulted in a complete loss of power from the No. 4 engine, the effects of which necessitated a ditching."
Iberia Flight 401 News Report & Aftermath Footage Air Crash Daily 2024-10-15 | Accident Description:instagram.com/p/CdLXMx7PlZu/?igsh=NzhzY2NsbGRqYjN5Photos Archive:https://x.com/aircrashdaily/status/1522837392289579008?s=19𝗜𝗯𝗲𝗿𝗶𝗮 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟬𝟭 was a scheduled domestic passenger dlight from Madrid to Tenerife, operated by a Lockheed L-1049 Super Constellation (Reg. EC-AIN) on 𝗠𝗮𝘆 𝟱, 𝟭𝟵𝟲𝟱.At 20:53 the plane was cleared for approach to runway 30 at the Santa Cruz de Tenerife/Los Rodeos Airport. At this time it was informed by the approach controller that the airport was below meteorological minima. This was acknowledged by the flight. The pilot, who saw the beginning of runway 30 clearly but not the rest of it, decided to make a very low run after which he re-applied power for a go-around at 21:06. He circled the aerodrome, apparently intending to land, and at 21:15 reported on final. At 21:17 he reported to the tower: "401 pulling up to go around", and this was the last communication received from the plane. It was subsequently found that, when starting its go-around, the plane struck a scraper and tractor located 50 meters from the runway edge, with one leg of the undercarriage and the lower aft part of the fuselage. It left various debris scattered about and finally crashed on the western edge of the diversion canal of the Rodeo gorge. From there, it slid about 100 meters across private farmland and finally burst into flames. The accident occurred at 21:17.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The pilot-in-command should have proceeded in view of the adverse weather conditions prevailing at the airport, which he should have appreciated during his first fly-past. His partial view of the airport and the glow of lights must have induced him to make a new attempt with the consequences described above."
Linea Aeropostal Venezolana Flight 253 News Report Air Crash Daily 2024-10-14 | Accident Description:instagram.com/p/CfA_O7GPJi-/?igsh=Z2h3NDQwY2praXoyPhotos Archive:https://x.com/aircrashdaily/status/1538887431654895617?s=19𝗟𝗶𝗻𝗲𝗮 𝗔𝗲𝗿𝗼𝗽𝗼𝘀𝘁𝗮𝗹 𝗩𝗲𝗻𝗲𝘇𝗼𝗹𝗮𝗻𝗮 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟱𝟯 was a scheduled international passenger flight from New York to Caracas, operated by a Lockheed L-1049 Super Constellation (Reg. YV-C-AMS) on 𝗝𝘂𝗻𝗲 𝟮𝟬, 𝟭𝟵𝟱𝟲.The plane departed Idlewild Airport at 23:06 local time on June 19 and proceeded to the south. 1 hour and 20 minutes after takeoff the pilot reported that propeller No. 2 was running wild and that he was returning to Idlewild. At 00:50 the plane was declared in a state of emergency and a U.S. Coast Guard aircraft was sent to act as escort. At 01:21 the latter sighted AMS and observed its altitude as 8,700 feet and speed as 145 knots. AMS was authorized to dump fuel at 01:29. The plane acknowledged receipt of the instruction and stated that New York was in sight, whereupon the radio failed and a few seconds later the plane burst into flames and made a sharp turn to the right. On completion of the turn, a quivering, incandescent mass broke off from the port side, whereupon the plane began a smooth climb with a tendency to veer to the left; at this point 3 more incandescent and quivering masses broke loose. On reaching the top of its climb, the plane broke up while in a vertical position, turned into a fireball and crashed into the sea at 01:32. Fuel spread over the distress area, causing a fire which lasted several hours. There were no survivors among the 74 occupants.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"Although the accident was observed by witnesses, its cause cannot be determined with absolute certainty. However, it would be logical to assume that the vibration which resulted from the loss of control of propeller no.2 caused one of the inside wing attachments to loosen or break at some point between the fuel tank and the dump chute at the symmetrical point of vibration (behind engine no.3)."
1976 Lloyd Aéreo Boliviano Boeing 707 (N730JP) Crash Aftermath Footage Air Crash Daily 2024-10-13 | Accident Description:instagram.com/p/CjptlZLhOQ9/?igsh=MWtqZThieTNranU1cA==Photos Archive:https://x.com/aircrashdaily/status/1580865902773686272?s=19On 𝗢𝗰𝘁𝗼𝗯𝗲𝗿 𝟭𝟯, 𝟭𝟵𝟳𝟲, a Boeing 707 (Reg. N730JP) was operating a round trip from Miami to Santa Cruz. It had delivered livestock to Santa Cruz and was departing back to Miami.The take-off run was seen to be longer than usual and the aircraft crossed end of runway 32 at a height of about 6 meters. It struck trees, poles and the roofs of houses while rolling to the left and finally struck the ground inverted some 560 m beyond the runway. The plane impacted on a football pitch, bursting into flames. Analysis of the accident was hampered by unserviceable flight recorders. The FDR was not in operation at the time of the accident; when the cassette was opened the entire tape was found to be wound round the receiving reel. The three radio channels of the CVR contained some information but the cockpit area microphone channel was inoperative and the recording did not contain useful information. The engine-pressure ratio (EPR) gauges showed 2.32, corresponding to the setting for a take-off with dry thrust. On Boeing 707-100s equipped with Pratt & Whitney JT3C engines, de-mineralized water could be injected during takeoff to increase thrust. It was found that the water valves were open at the time of impact but it was not determined with certainty whether the crew attempted to perform a dry take-off but with reserve water, or whether the water was used with EPRs limited to 2.32 with the possibility of increasing the thrust when and as necessary.
Air Inter Flight 2611 Aftermath Footage Air Crash Daily 2024-10-12 | BEA Final Report:baaa-acro.com/sites/default/files/2017-12/F-BGNV.pdfPhotos Archive:https://x.com/aircrashdaily/status/1836417951769203202?s=19𝗔𝗶𝗿 𝗜𝗻𝘁𝗲𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟲𝟭𝟭 was a scheduled domestic passenger flight from Lille to Nice with an intermediate stop at Lyon. The flight was being operated by a Vickers Viscount (Reg. F-BGNV) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟭𝟮, 𝟭𝟵𝟲𝟯.The flight took off from Lille at 11:51 GMT, on an IFR flight plan. Estimated flying time between Lille and Lyon was 1 hour 21 min., cruising at FL150. Until 13:00, when it began its descent, the flight had been normal; at 13:09:50, it reported to Marseilles Control that it was above Tramoyes at FL40, and was cleared to Lyon Approach, which was contacted at approximately 13:10. The flight was then in position for a direct approach to runway 17. At this point Lyon Control having a Caravelle ready to take off asked the Viscount to hold momentarily over Tramoyes at FL30. After having first agreed, the flight reported that it was in a severe storm and requested permission to descend below FL25, at 13:13. Lyon then cleared the flight for a straight-in approach to runway 17. This was acknowledged by the Viscount. Subsequent calls from Lyon Control were not replied. The flight was seen by witnesses in the heart of a storm flying very low in an easterly direction around 13:20. At 1326 the Viscount was not visible on Satolas Control radar. It was subsequently found that the plane had hit trees, the roof of a farmhouse and a telephone pole before crashing into a field, 15 km from Lyon/Bron airport, at an altitude of 300 meters (100 meters higher than the airport) at approximately 13:19. 4 occupants, among them a crew member, were seriously injured while 12 other occupants were killed. A few hours later, 3 of the survivors died from their injuries and a little girl was the only survivor. In the farmhouse, a boy was seriously injured while a second one was killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board considered that the aircraft would probably have landed safely if it had been able to carry through the approach it had initiated; that the accident resulted from exceptionally bad weather conditions in the area where the aircraft was holding at the request of Lyon Approach. The Board did not rule out the possibility of a flash of lightning dazzling the crew and causing temporary blindness or appreciably incapacitating both crew members."
1963 Indian Airlines Vickers Viscount (VT-DIO) Crash Aftermath Footage Air Crash Daily 2024-10-11 | ICAO Final Report:baaa-acro.com/sites/default/files/2017-12/VT-DIO.pdfPhotos Archive:https://x.com/aircrashdaily/status/1836423836100854122?s=19On September 10, 1963, an Indian Airlines Vickers Viscount (Reg. VT-DIO) was operating a scheduled domestic flight, operating the Night Air Mail Service on the route Madras - Nagpur - New Delhi.It took off from Madras at 22:40 Indian standard time and the flight to Nagpur was uneventful. The plane took off from Nagpur with another crew at 02:37 on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟭, 𝟭𝟵𝟲𝟯. Communications difficulties were encountered commencing at 02:58; the last message known to be sent by the plane was at 03:36; at that time VT-DIO was flying normally at an altitude of 16,500 feet, the sky was clear and the estimated time of arrival to the Delhi Control boundary was given as 04:05. There was enough fuel in the plane to maintain flight until 09:50. At approximately 04:00, the plane crashed in a field near village Patti, 15 miles from Agra. The impact resulted in immediate explosion and fire, all 13 aboard being killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:The cause of the accident could not be established. Although there is little substantial evidence to support the assumption, it is possible that a sudden malfunctioning of the auto-pilot and/or a sudden failure of the electrical power may have created conditions which made it impossible for the crew to retain control of the aircraft, thus causing it to lose height rapidly and crash to the ground.
National Airlines Flight 101 Aftermath Footage Air Crash Daily 2024-10-10 | Accident Description:instagram.com/p/CohNojYP18i/?igsh=MXVzZjF2NDVteWN1ZQ==Photos Archive:https://x.com/aircrashdaily/status/1624357884107833345?s=19𝗡𝗮𝘁𝗶𝗼𝗻𝗮𝗹 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟬𝟭 was a scheduled domestic passenger flight from Newark to Miami, operated by a Douglas DC-6 (Reg. N90981) on 𝗙𝗲𝗯𝗿𝘂𝗮𝗿𝘆 𝟭𝟭, 𝟭𝟵𝟱𝟮.At 00:13 Newark Control Tower gave the flight taxi clearance to runway 24, stating the wind was south, variable at six mph, and altimeter 29.92. At approximately 00:17 the flight advised the tower that it was ready for takeoff. Takeoff clearance was issued, and the controller observed the plane taxi into takeoff position and proceed down the runway in a normal manner, becoming airborne at 00:18 after a roll of approximately 3,200 feet. The climb-out appeared normal until the aircraft passed the vicinity of the Newark Range Station. At that point the no. 3 propeller reversed in flight. The plane veered to the right. Since it occurred at low altitude end low airspeed the crew did not have much time to make a correct analysis of the difficulty. Their attention might well have been directed to the outboard (no. 4) engine which in the event of loss of power would produce a more severe yaw than would an inboard engine. The pilot then decided to feather the no. 4 propeller and the co-pilot radioed: "I lost an engine and am returning to the field." The flight was immediately cleared to land on runway 06, which clearance was at once amended to land on any runway desired. The plane lost altitude and crashed in Elizabeth near the intersection of Scotland Road and Westminster Avenue.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines that the probable cause of this accident was the reversal in flight of No. 3 propeller with relatively high power and the subsequent feathering of No. 4 propeller resulting in a descent at an altitude too low to effect recovery."
American Airlines Flight 6780 News Report & Aftermath Footage Air Crash Daily 2024-10-09 | Accident Description: instagram.com/p/Cnt32XxJU9f/?igshid=OGQ2MjdiOTE=Photos Archive:https://x.com/aircrashdaily/status/1617132323497209856?s=19𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟲𝟳𝟴𝟬 was a scheduled domestic passenger flight from Buffalo to Newark with intermediate stops in Rochester and Syracuse. The flight was being operated by a Convair CV-240 (Reg. N94229) on 𝗝𝗮𝗻𝘂𝗮𝗿𝘆 𝟮𝟮, 𝟭𝟵𝟱𝟮.The first two legs of the flight were uneventful. At 14:01 the airplane departed Syracuse and climbed to the assigned cruising altitude of 7000 feet. The flight reported over Paterson, New Jersey at 15:21 at 7,000 feet and was cleared to descend. At 15:39, at an altitude of 1,500 feet, the flight was told it could start its approach inbound from Linden. The flight reported leaving Linden inbound at 15:41, and was instructed to listen to advisories from Ground Control Approach on the frequency of the localizer voice transmission and cleared to land on runway 06. At 5 miles out the flight was 900 feet left off course, but the Newark radar controller guided the crew for the approach. At three and a half miles out the plane drifted to the right until it was 900 feet off course. The plane continued off course and descended until it crashed and burned at the approximate corner of the intersection of Williamson and South Streets in Elizabeth, New Jersey. This position is about 2,100 feet to the right (southeast) of the glide path and about 3-3/8 miles from the touch-down point on runway 06.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines that there is insufficient evidence available at this time upon which to predicate a probable cause."CHAPTERS0:00 News Report1:40 Aftermath Footage3:49 Witness Interviews7:31 Aftermath Footage
1951 Miami Airlines C-46 (N1678M) Crash News Report & Aftermath Footage Air Crash Daily 2024-10-08 | Accident Description:instagram.com/p/CmOmi71vK5K/?igsh=Mzc5d3JpOWtkenZnPhotos Archive:https://x.com/aircrashdaily/status/1603727534759088128?s=19On 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟭𝟲, 𝟭𝟵𝟱𝟭, a Miami Airlines Curtiss C-46 Commando (Reg. N1678M) was operating a scheduled domestic passenger flight from Newark to Tampa carrying 52 passengers and 6 crew members.The fully laden (117 pounds over the prescribed mtow) plane was cleared for takeoff from Newark's runway 28 at 15:02. Immediately after become airborne, tower personnel observed a trail of white smoke from the right side of the plane. The plane continued straight ahead in the direction of takeoff for a distance of approximately 4 miles, slowly gaining an altitude of approximately 800 to 1,000 feet. The smoke continued to increase in volume and shortly before the 4-mile point was reached black smoke and actual flames were seen coming from the underside of the right nacelle as the landing gear was lowered. The plane then started a gradual left turn banked at an estimated 10°. This turn and subsequent flight continued for an additional distance of approximately 4½ miles with altitude continuously being lost. At approximately 3 miles from the airport and at an estimated altitude of about 200 feet the plane's then low left wing dropped about vertically downward with the right wing coming vertically upward. The plane continued ahead and down, struck a brick building used as a storage for water supply department materials, damaged this building and plunged a few feet ahead to the bank of the Elizabeth River, where it came to rest. All 58 people aboard were killed and one person on the ground was seriously injured.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines that the probable cause of this accident was a stall with the landing gear extended following a serious loss of power from the right engine. This loss of power was caused by the failure of the hold-down studs of the No. 10 cylinder, precipitating a fire in flight which became uncontrollable."CHAPTERS0:00 News Report2:25 Aftermath Footage8:30 Witness Interviews10:30 Aftermath Footage
KLM Flight 823 Aftermath Footage Air Crash Daily 2024-10-07 | Accident Description:instagram.com/p/CestwqKBToR/?igsh=eHN0M3N0cW5xbWhuPhotos Archive:https://x.com/aircrashdaily/status/1535990755012923393?s=19ICAO Final Report:baaa-acro.com/sites/default/files/import/uploads/2017/11/PH-LLM.pdf𝗞𝗟𝗠 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟮𝟯 was a scheduled international passenger flight from Amsterdam to Kuala Lumpur with intermediate stops in Munich, Rome, Cairo and Karachi. The flight was being operated by a Lockheed L-188 Electra (Reg. PH-LLM) on 𝗝𝘂𝗻𝗲 𝟭𝟮, 𝟭𝟵𝟲𝟭.The flight was uneventful until the approach to Cairo. The plane contacted Cairo Approach when about 35 NM out and was cleared to continue its descent to 2,000 feet to the radio beacon near the airport. At 04:09 local time the pilot reported that the plane had passed the range beacon at 2,000 feet. The plane was then cleared for the approach procedure. Not until quite close to the airport and nearly over it did the captain see the airport lighting, and changed his heading about 40° to the left to make the right-hand circuit. The plane then continued to fly horizontally following the new heading. The co-pilot was requested to "keep the runway in sight". Applying normal procedure, the plane would enter the right-hand turn for the final approach about 30 seconds after passing the runway threshold. In the meantime, at 04:10 the co-pilot reported to the Cairo Tower that the plane was downwind. The tower gave the surface wind as 330°/8 knots and instructed the flight to report on final. Shortly thereafter the captain commenced the right-hand turn and before he sighted the runway, gave order for the lowering of the landing gear and reduced the engine power to 100 - 200 hp per engine. The plane then struck the ground at 04:11 and caught fire.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The accident was caused by the pilot-in-command's inattention to his instruments."
KLM Cityhopper Flight 433 News Reports Air Crash Daily 2024-10-06 | Accident Description:instagram.com/p/CqnnvvSPlO2/?igsh=MW96c3liNTMzZnowcg==Photos Archive:https://x.com/aircrashdaily/status/1643273397479280641?s=19𝗞𝗟𝗠 𝗖𝗶𝘁𝘆𝗵𝗼𝗽𝗽𝗲𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟯𝟯 was a scheduled international passenger flight from Amsterdam to Cardiff, operated by a Saab 340 (Reg. PH-KSH) on 𝗔𝗽𝗿𝗶𝗹 𝟰, 𝟭𝟵𝟵𝟰.The plane took off from runway 24 at Schiphol Airport at 14:19 local time. At 14:30, the flight passed FL165, climbing to FL200 when the pilots a received a false warning of low oil pressure in the no. 2 engine, caused by a short circuit. While the first officer consulted the emergency checklist, the captain unilaterally retarded the no. 2 engine power lever slowly to flight idle, causing the engine torque to decrease from 78% to 10%. Possibly this was done to prevent damage to the right-hand engine. As the no. 2 engine pressure was above 50psi, both pilots agreed normal operation should be continued. The captain however didn't want to continue to Cardiff and elected to return to Amsterdam.At 14:33 Amsterdam Radar was contacted with a PAN-call and a request to maintain FL160 and return to Amsterdam. Landing clearance was given at 14:42. The captain, not realising the consequences of flying with one engine in flight idle and was not able to anticipate correctly on the airspeed variations which resulted in an approach not stabilized in power, airspeed and pitch during the final approach. At 14:45 the captain called for a go-around and no. 1 engine torque was set at 98% with the no. 2 engine remaining at flight idle. Flaps were set at 7° and the gear was retracted. The plane rolled right and pitched up to a maximum of 12°. The plane struck the ground with an approximately 80° right bank and broke up.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲𝘀:"Inadequate use of the flight controls during an asymmetric go around resulting in loss of control.Contributing factors: Insufficient understanding of the flight crew of the SAAB 340B engine oil system; lack of awareness of the consequences of an aircraft configuration with one engine in flight idle; poor crew resource management."
El Al Flight 1862 Police & Fire Brigade Radio Recording Air Crash Daily 2024-10-05 | Source: youtu.be/WtdKxgyzFpY?si=ERrtvlmTFyc8p6eZAccident Description: instagram.com/p/CjSnV71vJ_u/?igshid=YmMyMTA2M2Y= Photos Archive:https://x.com/aircrashdaily/status/1577267524370321408?s=19ATC Recording:youtu.be/xwHUeSC1fNw?si=oJqgq1OlPfcfwSW9𝗘𝗹 𝗔𝗹 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟴𝟲𝟮 was an international cargo flight from New York to Tel Aviv with an intermediate stop in Amsterdam. The flight was being operated by a Boeing 747-200F (Reg. 4X-AXG) on 𝗢𝗰𝘁𝗼𝗯𝗲𝗿 𝟰, 𝟭𝟵𝟵𝟮.The plane arrived at Amsterdam at 14:40 local time for a crew change, cargo processing and refueling. The plane taxied out to runway 01L at 18:14 and started the takeoff roll at 18:21. At 18:28:30, as the plane was climbing through 6,500 feet, the no. 3 engine and pylon separated from the wing in an outward and rearward movement, colliding with the no. 4 engine causing this engine and pylon to separate as well. An emergency was declared and the crew acknowledged their intention to return to Schiphol Airport. At 18:28:57 the radar controller informed the crew that runway 06 was in use with wind from 40° at 21 knots. The crew however requested runway 27 for landing.A straight in approach to runway 27 was not possible because of plane's altitude (5,000 feet) and distance to the runway (7 miles). When it became apparent that the plane was going to overshoot the localizer, the controller informed the crew accordingly and directed them to turn to heading 290 to try and intercept the final approach path again. A further instruction was given for a 310° heading change and descent clearance for 1,500 feet. While reducing speed in preparation for the final approach, control was lost and the plane crashed into an 11-floor apartment building in the Bijlmermeer suburb of Amsterdam.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲𝘀:"The design and certification of the B 747 pylon was found to be inadequate to provide the required level of safety. Furthermore the system to ensure structural integrity by inspection failed. This ultimately caused - probably initiated by fatigue in the inboard midspar fuse-pin - the no. 3 pylon and engine to separate from the wing in such a way that the no. 4 pylon and engine were torn off, part of the leading edge of the wing was damaged and the use of several systems was lost or limited. This subsequently left the flight crew with very limited control of the airplane. Because of the marginal controllability a safe landing became highly improbable, if not virtually impossible."
El Al Flight 1862 News Reports & Aftermath Footage Air Crash Daily 2024-10-04 | Accident Description: instagram.com/p/CjSnV71vJ_u/?igshid=YmMyMTA2M2Y= Photos Archive:https://x.com/aircrashdaily/status/1577267524370321408?s=19ATC Recording:youtu.be/xwHUeSC1fNw?si=oJqgq1OlPfcfwSW9𝗘𝗹 𝗔𝗹 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟴𝟲𝟮 was an international cargo flight from New York to Tel Aviv with an intermediate stop in Amsterdam. The flight was being operated by a Boeing 747-200F (Reg. 4X-AXG) on 𝗢𝗰𝘁𝗼𝗯𝗲𝗿 𝟰, 𝟭𝟵𝟵𝟮.The plane arrived at Amsterdam at 14:40 local time for a crew change, cargo processing and refueling. The plane taxied out to runway 01L at 18:14 and started the takeoff roll at 18:21. At 18:28:30, as the plane was climbing through 6,500 feet, the no. 3 engine and pylon separated from the wing in an outward and rearward movement, colliding with the no. 4 engine causing this engine and pylon to separate as well. An emergency was declared and the crew acknowledged their intention to return to Schiphol Airport. At 18:28:57 the radar controller informed the crew that runway 06 was in use with wind from 40° at 21 knots. The crew however requested runway 27 for landing.A straight in approach to runway 27 was not possible because of plane's altitude (5,000 feet) and distance to the runway (7 miles). When it became apparent that the plane was going to overshoot the localizer, the controller informed the crew accordingly and directed them to turn to heading 290 to try and intercept the final approach path again. A further instruction was given for a 310° heading change and descent clearance for 1,500 feet. While reducing speed in preparation for the final approach, control was lost and the plane crashed into an 11-floor apartment building in the Bijlmermeer suburb of Amsterdam.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲𝘀:"The design and certification of the B 747 pylon was found to be inadequate to provide the required level of safety. Furthermore the system to ensure structural integrity by inspection failed. This ultimately caused - probably initiated by fatigue in the inboard midspar fuse-pin - the no. 3 pylon and engine to separate from the wing in such a way that the no. 4 pylon and engine were torn off, part of the leading edge of the wing was damaged and the use of several systems was lost or limited. This subsequently left the flight crew with very limited control of the airplane. Because of the marginal controllability a safe landing became highly improbable, if not virtually impossible."
American Airlines Flight 191 Chicago Fire Department Audio Recording Air Crash Daily 2024-10-03 | Source: youtu.be/WxMJm_ANYw8?feature=sharedAccident Description: instagram.com/p/Cd-kEUhvZO-/?igshid=YmMyMTA2M2Y= 𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟵𝟭 was a scheduled passenger domestic passenger flight from Chicago to Los Angeles, operated by a McDonnell Douglas DC-10 (Reg. N110AA) on 𝗠𝗮𝘆 𝟮𝟱, 𝟭𝟵𝟳𝟵.At 14:59 local time the flight taxied from the gate at O'Hare Airport. At 15:02:38, the flight was cleared for takeoff and at 15:02:46 the captain acknowledged, "American 191 under way." The takeoff roll was normal until just before rotation at which time sections of the No. 1 engine pylon structure came off the plane. During rotation the entire No. 1 engine and pylon separated from the plane, went over the top of the wing, and fell to the runway. About 9 seconds after liftoff, the plane had accelerated to 172 knots and reached 140 feet.About 9 seconds after liftoff, the plane had accelerated to 172 knots and reached 140 feet of altitude. As the climb continued, the plane began to decelerate at a rate of about one knot per second, and at 20 seconds after liftoff, and an altitude of 325 feet, airspeed had been reduced to 159 knots. At this point, the plane began to roll to the left, countered by rudder and aileron inputs. The plane continued to roll until impact, 31 seconds after liftoff, and in a 112° left roll, and 21° nose down pitch attitude. At 15:04 the plane crashed in an open field and trailer park about 4,600 feet northwest of the departure end of runway 32R.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The asymmetrical stall and the ensuing roll of the aircraft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement indication systems resulting from maintenance-induced damage leading to the separation of the no.1 engine and pylon assembly procedures which led to failure of the pylon structure.Contributing to the cause of the accident were the vulnerability of the design of the pylon attach points to maintenance damage; the vulnerability of the design of the leading edge slat system to the damage which produced asymmetry; deficiencies in FAA surveillance and reporting systems which failed to detect and prevent the use of improper maintenance procedures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA which failed to determine and disseminate the particulars regarding previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency."
Northwest Airlines Flight 255 NTSB Animation Air Crash Daily 2024-10-02 | Source/Credits: https://aspace.ll.georgetown.edu/public/repositories/4/archival_objects/35751 / @christophercarrera2005 Accident Description: instagram.com/p/ChUaNTGhKjm/?igsh=anZmMnJndjZkcWhmPhotos Archive:https://x.com/aircrashdaily/status/1559749039385587712?s=19CVR Recording:youtu.be/kRmZr7h3KnI?si=G1kcAqHu4obRcfdVATC Recording:youtu.be/gMCUvCRtmp0?si=erJBZH1OSontPDobCrash Animation:youtu.be/PEnuRBO1lGc?si=tIXnWVabhe3T8TJ0𝗡𝗼𝗿𝘁𝗵𝘄𝗲𝘀𝘁 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟱𝟱 was a scheduled domestic passenger flight from Saginaw to Santa Ana with stopovers in Detroit and Phoenix. The flight was being operated by a McDonnell Douglas MD-82 (Reg. N312RC) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟭𝟲, 𝟭𝟵𝟴𝟳.About 18:53, Flight 255 departed Saginaw and about 19:42 arrived at its gate at Detroit. About 20:32, flight 255 departed the gate with 149 passengers and 6 crewmembers on board. The flight was then cleared to "taxi via the ramp, hold short of (taxiway) delta and expect runway three center [3C] (for takeoff)..." The ground controller amended the clearance, stating that the flight had to exit the ramp at taxiway Charlie. During the taxi out, the captain missed the turnoff at taxiway C. When the first officer contacted ground control, the ground controller redirected them to taxi to runway 3C. At 20:42, the local controller cleared Flight 255 to taxi into position on runway 3C and to hold. At 20:44:04, Flight 255 was cleared for takeoff. At 20:44:57, the first officer called "Rotate." 8 seconds later, the stall warning stick shaker activated, accompanied by voice warnings of the SSRS. After Flight 255 became airborne it began rolling to the left and right before the left wing hit a light pole in a rental car lot. The plane continued rolling to the left when it impacted the ground on a road outside the airport boundary.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The flight crew's failure to use the taxi checklist to ensure that the flaps and slats were extended for take-off. Contributing the accident was the absence of electrical power to the airplane take-off warning system which thus did not warn the flight crew that the airplane was not configured properly for take-off. The reason for the absence of electrical power could not be determined."CHAPTERS0:00 Animation4:58 Animation with ATC Recording
Northwest Airlines Flight 255 ATC Recording Air Crash Daily 2024-10-01 | Accident Description: instagram.com/p/ChUaNTGhKjm/?igsh=anZmMnJndjZkcWhmPhotos Archive:https://x.com/aircrashdaily/status/1559749039385587712?s=19CVR Recording:youtu.be/kRmZr7h3KnI?si=G1kcAqHu4obRcfdVNTSB Animation:youtu.be/X-rbmrT6u1E?si=JOchnymg9xrIYrfNCrash Animation:youtu.be/PEnuRBO1lGc?si=tIXnWVabhe3T8TJ0 𝗡𝗼𝗿𝘁𝗵𝘄𝗲𝘀𝘁 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟱𝟱 was a scheduled domestic passenger flight from Saginaw to Santa Ana with stopovers in Detroit and Phoenix. The flight was being operated by a McDonnell Douglas MD-82 (Reg. N312RC) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟭𝟲, 𝟭𝟵𝟴𝟳.About 18:53, Flight 255 departed Saginaw and about 19:42 arrived at its gate at Detroit. About 20:32, flight 255 departed the gate with 149 passengers and 6 crewmembers on board. The flight was then cleared to "taxi via the ramp, hold short of (taxiway) delta and expect runway three center [3C] (for takeoff)..." The ground controller amended the clearance, stating that the flight had to exit the ramp at taxiway Charlie. During the taxi out, the captain missed the turnoff at taxiway C. When the first officer contacted ground control, the ground controller redirected them to taxi to runway 3C. At 20:42, the local controller cleared Flight 255 to taxi into position on runway 3C and to hold. At 20:44:04, Flight 255 was cleared for takeoff. At 20:44:57, the first officer called "Rotate." 8 seconds later, the stall warning stick shaker activated, accompanied by voice warnings of the SSRS. After Flight 255 became airborne it began rolling to the left and right before the left wing hit a light pole in a rental car lot. The plane continued rolling to the left when it impacted the ground on a road outside the airport boundary.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The flight crew's failure to use the taxi checklist to ensure that the flaps and slats were extended for take-off. Contributing the accident was the absence of electrical power to the airplane take-off warning system which thus did not warn the flight crew that the airplane was not configured properly for take-off. The reason for the absence of electrical power could not be determined."
Garuda Indonesia Flight 865 Aftermath Footage & News Reports Air Crash Daily 2024-09-30 | Accident Description:instagram.com/p/Cev-IOYv210/?igsh=MTFzYzgzbjV6aDBkag==Photos Archive:https://x.com/aircrashdaily/status/1536363367543123970?s=19𝗚𝗮𝗿𝘂𝗱𝗮 𝗜𝗻𝗱𝗼𝗻𝗲𝘀𝗶𝗮 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟲𝟱 was a scheduled international passenger flight from Fukuoka to Jakarta with an intermediate stop in Bali, operated by a McDonnell Douglas DC-10 (Reg. PK-GIE) on 𝗝𝘂𝗻𝗲 𝟭𝟯, 𝟭𝟵𝟵𝟲.At 11:55 the DC-10 was pushed back from gate 5. The crew reported "Ready for taxi." In reply, Fukuoka Ground instructed the aircraft: "Taxi via E2, contact Tower." The crew taxied to runway 16 and were instructed by the Tower controller to hold short. After waiting for another plane to land, Flight 865 was cleared to taxi into position and hold. At 12:06:53 takeoff clearance was given. The DC-10 accelerated for takeoff. The nose was raised and at a speed of 158 knots the first officer called "Rotate". It was 12:07:40. Three seconds later, at a radio altitude of 9 feet, a fan blade of the 1st stage HP turbine from the no. 3 engine separated. The N1 dropped to 23,7% within a few seconds. At 12:07:45 the flight engineer called "Engine failure number one." Takeoff was aborted at about the V2 speed and the airplane contacted the runway one second later at a vertical acceleration force of 2.1 Gs.The thrust reversers were deployed and ground spoilers were extended. The DC-10 skidded off the runway through a ditch, fence and a road, before coming to a halt 620 meters past the runway threshold. Investigation revealed that the turbine blade that failed, had operated for 30,913 hours and 6,182 cycles. General Electric had advised customers to discard blades after about 6,000 cycles.𝗖𝗮𝘂𝘀𝗲𝘀:"Although the CAS was well in excess of V1 and the aircraft had already lifted off from the runway, the takeoff was aborted. Consequently the aircraft departed the end of the runway, came to rest and caught fire. It is estimated that contributing to the rejection of the takeoff under this circumstance was the fact that the CAP's judgement in the event of the engine failure was inadequate."
Braniff International Airways Flight 542 Aftermath Footage Air Crash Daily 2024-09-29 | Accident Description:instagram.com/p/CjFX52hPtNR/?igsh=Y3o3OTJ0bG1qdm1jPhotos Archive:https://x.com/aircrashdaily/status/1575411306168954880?s=19𝗕𝗿𝗮𝗻𝗶𝗳𝗳 𝗜𝗻𝘁𝗲𝗿𝗻𝗮𝘁𝗶𝗼𝗻𝗮𝗹 𝗔𝗶𝗿𝘄𝗮𝘆𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟱𝟰𝟮 was a scheduled domestic passenger flight from Houston to New York with stopovers in Dallas and Washington, D.C. The flight was being operated by a Lockheed L-188 Electra (Reg. N9705C) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟮𝟵, 𝟭𝟵𝟱𝟵.At approximately 22:40 the flight was cleared for takeoff and at 22:44 the crew reported airborne. After takeoff Houston departure control advised that it had the flight in radar contact and requested it to report when established outbound on the 345-degree radial of the Houston omni. Flight 542 complied and subsequently was cleared to 9,000 feet and advised to contact San Antonio Center upon passing the Gulf Coast intersection. At approximately 22:52 Flight 542 reported to San Antonio Center as being over Gulf Coast intersection at 9,000 feet. The flight was then issued its destination clearance to the Dallas Airport and it was cleared to climb to its cruising altitude of 15,000 feet. At 23:09 the left wing and the No. 1 gear box propeller separated. The horizontal stabilizer then broke up under the impact of parts coming from the wing; wing planking from the right wing tip came free; the No. 4 powerplant tore loose; and the right wing outboard of engine No. 4 separated. All of these events happened in a short period of time. Somewhat later, at much lower altitudes, the fuselage broke in two separate portions at a point about halfway back near fuselage station No. 570. All 34 people aboard were killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines the probable cause of this accident was structural failure of the left wing resulting from forces generated by undampened propeller whirl mode."
Wait! Stand Down! 😨 #shorts #planecrash Air Crash Daily 2024-09-29 | Accident Description: instagram.com/p/Cnt32XxJU9f/?igshid=OGQ2MjdiOTE=𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟲𝟳𝟴𝟬 was a scheduled domestic passenger flight from Buffalo to Newark with intermediate stops in Rochester and Syracuse. The flight was being operated by a Convair CV-240 (Reg. N94229) on 𝗝𝗮𝗻𝘂𝗮𝗿𝘆 𝟮𝟮, 𝟭𝟵𝟱𝟮.The first two legs of the flight were uneventful. At 14:01 the airplane departed Syracuse and climbed to the assigned cruising altitude of 7000 feet. The flight reported over Paterson, New Jersey at 15:21 at 7,000 feet and was cleared to descend. At 15:39, at an altitude of 1,500 feet, the flight was told it could start its approach inbound from Linden. The flight reported leaving Linden inbound at 15:41, and was instructed to listen to advisories from Ground Control Approach on the frequency of the localizer voice transmission and cleared to land on runway 06. At 5 miles out the flight was 900 feet left off course, but the Newark radar controller guided the crew for the approach. At three and a half miles out the plane drifted to the right until it was 900 feet off course. The plane continued off course and descended until it crashed and burned at the approximate corner of the intersection of Williamson and South Streets in Elizabeth, New Jersey. This position is about 2,100 feet to the right (southeast) of the glide path and about 3-3/8 miles from the touch-down point on runway 06.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Board determines that there is insufficient evidence available at this time upon which to predicate a probable cause."
Pakistan International Airlines (PIA) Flight 268 News Reports Air Crash Daily 2024-09-28 | Accident Description: instagram.com/p/CjC-65vPrM7/?igshid=YmMyMTA2M2Y=𝗣𝗮𝗸𝗶𝘀𝘁𝗮𝗻 𝗜𝗻𝘁𝗲𝗿𝗻𝗮𝘁𝗶𝗼𝗻𝗮𝗹 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟲𝟴 was a scheduled international passenger flight from Karachi to Kathmandu, operated by an Airbus A300 (Reg. AP-BCP) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟮𝟴, 𝟭𝟵𝟵𝟮.The plane departed Karachi at 06:13 UTC. The en route portion of the flight was uneventful. At 08:37 the co-pilot reported that the plane was approaching the SIM (Simara) beacon at FL150, whereupon procedural clearance was given to continue to position SIERRA and to descend to 11,500 feet. At 08:40:14, he reported that the plane was approaching 25 DME whereupon the crew were instructed to maintain 11,500 feet and change frequency to Kathmandu Tower. At 08:42:51 the co-pilot reported “One six due at eleven thousand five hundred”. The controller responded by clearing the plane for the Sierra approach and instructing the crew to report at 10 DME. At 08:44:27 the co-pilot reported 10 DME and 3 seconds later he was asked, “Report your level”. He replied, “We crossed out of eight thousand five hun,’ two hundred now”. The controller replied with the instruction “Roger clear for final. Report four DME Runway zero two”. The co-pilot responded to this instruction in a normal, calm and unhurried tone of voice; his reply was the last transmission heard from the plane, 32 seconds after the co-pilot reported 10 DME the plane crashed into steep, cloud-covered mountainside at 7,280 feet at 9,16 DME.𝗖𝗮𝘂𝘀𝗲:"The balance of evidence suggests that the primary cause of the accident was that one or both pilots consistently failed to follow the approach procedure and inadvertently adopted a profile which, at each DME fix, was one altitude step ahead and below the correct procedure. Why and how that happened could not be determined with certainty because there was no record of the crew's conversation on the flight deck.Contributory causal factors were thought to be the inevitable complexity of the approach and the associated approach chart."
China Airlines Flight 140 News Reports Air Crash Daily 2024-09-27 | Accident Description:instagram.com/p/Cc0GuYiPDvB/?igsh=MTUzaDhveGt3Mm9ibw==Photos Archive:https://x.com/aircrashdaily/status/1518933140911566848?s=19𝗖𝗵𝗶𝗻𝗮 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟰𝟬 was a scheduled international passenger flight from Taipei to Nagoya, operated by an Airbus A300 (Reg. B-1816) on 𝗔𝗽𝗿𝗶𝗹 𝟮𝟲, 𝟭𝟵𝟵𝟰.The plane departed Taipei at 16:53. After initial descent and contact with Nagoya Approach Control, the flight was cleared for the ILS approach to runway 34. When passing through 1,000 feet on the approach glidepath, the first officer inadvertently triggered the GO levers placing the auto throttles into go-around mode, which led to an increase in thrust. This increase in thrust caused the plane to level off at 1,040 feet for 15 seconds and resulted in the flight path becoming high relative to the ILS glideslope. At 570 feet the captain took over the controls from the first officer. Upon assuming control, the captain initially attempted to continue the approach but was surprised by the strong resistive force to his full nose-down control inputs.Unable to control the increasing nose-up pitch, which had reached 22°, the captain called for the GO-lever shortly thereafter in an attempt to execute a go around. The increasing thrust added additional nose-up pitch moment and resulted in an uncontrolled steep climb. The plane continued to climb steeply up to 1,730 feet with AOA rapidly increasing and airspeed decreasing, reaching a maximum pitch angle of 53° until the stall warning and subsequent stall. Once stalled the plane's nose lowered to a steep dive and remained stalled until impacting the ground tail-first, 300 feet to the right of the runway and bursting into flames.𝗖𝗮𝘂𝘀𝗲𝘀:While the aircraft was making an ILS approach to runway 34 of Nagoya Airport, under manual control by the F/O, the F/O inadvertently activated the GO lever, which changed the FD (Flight Director) to GO AROUND mode and caused a thrust increase. This made the aircraft deviate above its normal glide path. The APs were subsequently engaged, with GO AROUND mode still engaged. Under these conditions the F/O continued pushing the control wheel in accordance with the CAP's instructions. As a result of this, the THS (Horizontal Stabilizer) moved to its full nose-up position and caused an abnormal out-of-trim situation. The crew continued approach, unaware of the abnormal situation. The AOA increased the Alpha Floor function was activated and the pitch angle increased.It is considered that, at this time, the CAP (who had now taken the controls), judged that landing would be difficult and opted for go-around. The aircraft began to climb steeply with a high pitch angle attitude. The CAP and the F/O did not carry out an effective recovery operation, and the aircraft stalled and crashed.
Garuda Indonesia Flight 152 Aftermath Footage Air Crash Daily 2024-09-26 | Accident Description:instagram.com/p/Ci96yqFPVa9/?igsh=MWluemEydmwweHZ5bA==Photos Archive:https://x.com/aircrashdaily/status/1574355098548830208?s=19𝗚𝗮𝗿𝘂𝗱𝗮 𝗜𝗻𝗱𝗼𝗻𝗲𝘀𝗶𝗮 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟱𝟮 was a scheduled domestic passenger flight from Jakarta to Medan, operated by an Airbus A300 (Reg. PK-GAI) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟮𝟲, 𝟭𝟵𝟵𝟳.The plane was cleared for an ILS approach to runway 05 at Polonia Airport. Having descended to 3,000 feet the crew were instructed to turn left, heading 240° for vectoring to intercept the runway 05 ILS. The pilots did not respond to this instruction, as the controller addressed the call to 'Merpati 152'. The instructions were repeated, this time using the correct call sign. The flight crew replied: "GIA 152 heading 235. Confirm we cleared from a mountainous area?" At 13:30 ATC directed GA152 to turn right heading 046 and report when established on the localizer. Although the clearance for a right hand turn had been read back correctly, confusion on the part of the controller followed over whether GA152 was turning left or right: "152, confirm you're making turning left now?" GA152 responded, as cleared, that they were turning right. The controller subsequently added to the confusion by stating: "152 OK, you continue turning left now." This was contrary to the crew's expectations, so they enquired: "A (pause) confirm turning left? We are starting turning right now." The controller, possibly realising his error, replied: "OK (pause). OK..... GIA 152 continue turn right heading 015." Ten seconds later, the plane impacted a wooded area, broke up and burst into flames. All 234 (222 passengers and 12 crew members) occupants were killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"There was confusion regarding turning direction of left turn instead of right turn at critical position during radar vectoring that reduced the flight crew s vertical awareness while they were concentrating on the aircraft s lateral changes. These caused the aircraft to continue descending below the assigned altitude of 2000 ft and hit treetops at 1550 ft above mean sea level."
Pacific Southwest Airlines (PSA) Flight 182 Crash Footage & News Report Air Crash Daily 2024-09-25 | Accident Description:instagram.com/p/Ci7EEQsvi-_/?igsh=MWE0NHNvNDQzeTdvaA==Photos Archive:https://x.com/aircrashdaily/status/1573960072635424768?s=19𝗣𝗮𝗰𝗶𝗳𝗶𝗰 𝗦𝗼𝘂𝘁𝗵𝘄𝗲𝘀𝘁 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟴𝟮 was a scheduled domestic passenger flight from Sacramento to San Diego with a stopover in San Diego. The flight was being operated by a Boeing 727 (Reg. N533PS) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟮𝟱, 𝟭𝟵𝟳𝟴.About 08:16 local time a Gibbs Flite Center Cessna 172 (Reg. N7711G) departed Montgomery Field on an instrument training flight. At 08:34 Flight 182 departed Los Angeles. About 08:57, N7711G ended a second approach and began a climbout to the northeast. At 08:59:50, the Cessna pilot contacted San Diego approach control and stated that he was at 1,500 feet and "northeastbound." At 09:01:47 Flight 182 collided with the Cessna. Flight 182 was descending and overtaking the Cessna, which was climbing in a wing level attitude. Just before impact, Flight 182 banked to the right slightly, and the Cessna pitched noseup and collided with the right wing of the 727. The Cessna broke up immediately and exploded. Flight 182 began a shallow right turn. Both the bank and pitch angles increased during the descent to about 50° at impact.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The failure of the flightcrew of Flight 182 to comply with the provisions of a maintain-visual-separation clearance, including the requirement to inform the controller when visual contact was lost; and the air traffic control procedures in effect which authorized the controllers to use visual separation procedures in a terminal area environment when the capability was available to provide either lateral or vertical separation to either aircraft. Contributing to the accident were (1) the failure of the controller to advise Flight 182 of the direction of movement of the Cessna; (2) the failure of the pilot of the Cessna to maintain his assigned heading; and (3) the improper resolution by the controller of the conflict alert."CHAPTERS0:00 News Report0:22 Crash Footage0:35 News Report
American Airlines Flight 1420 News Reports Air Crash Daily 2024-09-24 | Accident Description:instagram.com/p/CeQg1BGvg9T/?igshid=ZTcxMWMzOWQ1OA== 𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟰𝟮𝟬 was a scheduled domestic passenger flight from Dallas to Little Rock, operated by a McDonnell Douglas MD-82 (Reg. N215AA) on 𝗝𝘂𝗻𝗲 𝟭, 𝟭𝟵𝟵𝟵.The plane departed Dallas at 22:40. At 23:50:20, the plane touched down on runway 4R at Little Rock National Airport. Over a 7-second period after touchdown, both thrust reversers were deployed and the left and right engines’ engine pressure ratios (EPR) reached settings of 1.89 and 1.67, respectively. The thrust reversers were subsequently moved to the unlocked status (neither deployed nor stowed). The left brake pedal was relaxed at 23:50:34 before returning to its full position 2 seconds later. About the time that the left brake pedal was relaxed, the reversers were returned to the unlocked status. As the right thrust reverser was being moved to the unlocked status, the right engine reached a maximum setting of 1.74 reverse EPR. At 23:50:40, the left thrust reverser was moved back to the deployed position, but the right reverser was moved to the stowed position. After departing the end of the runway at 23:50:44, the plane struck several tubes extending outward from the left edge of the instrument landing system localizer array, located 411 feet beyond the end of the runway; passed through a chain link security fence and over a rock embankment to a flood plain, located approximately 15 feet below the runway elevation; and collided with the structure supporting the runway 22L approach lighting system.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The flight crew's failure to discontinue the approach when severe thunderstorms and their associated hazards to flight operations had moved into the airport area and the flight crew's failure to ensure that the spoilers had extended after touchdown. Contributing to the accident were the flight crew's (1) impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances, (2) continuation of the approach to a landing when the company's maximum crosswind component was exceeded, and (3) use of reverse thrust greater than 1.3 engine pressure ratio after landing."
American Airlines Flight 102 News Reports Air Crash Daily 2024-09-23 | Accident Description:instagram.com/p/CcVR6qxPuQG/?igsh=MWFpb3d2OWRkczg4NA==𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟬𝟮 was a scheduled domestic passenger flight from Honolulu to Dallas. The flight was being operated by a McDonnell Douglas DC-10 (Reg. N139AA) on 𝗔𝗽𝗿𝗶𝗹 𝟭𝟰, 𝟭𝟵𝟵𝟯.The plane departed Honolulu at 17:53 local time on April 13. The weather report received by the flight at 06:44 (15 minutes before landing) stated a.o.: ceiling 1,400 feet overcast, 2½ miles visibility, thunderstorms and rain showers. The flight was cleared for a runway 17L approach about 5 minutes later and the captain asked the approach controller for the best heading in order to avoid bad weather along the approach path. The crew were advised to turn right heading 220° and intercept the runway 17L localizer.At 06:56 the plane was cleared to land. On short finals the plane was in about a 10 degree right crab due to crosswind. At 06:59, while descending through 50 feet, the first officer intended to perform a go-around. The captain "No, no, no, I got it" and took control. The plane touched down at 06:59:29 and drifted to the right, off the runway. The plane finally came to rest in the mud with the nose- and left main gear collapsed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The failure of the captain to use proper directional control techniques to maintain the airplane on the runway."
1985 Ricky Nelson Plane Crash News Reports Air Crash Daily 2024-09-21 | Accident Description: instagram.com/p/Cm1KG50Pm39/?igshid=OGQ2MjdiOTE=Photos Archive:https://x.com/aircrashdaily/status/1609151693471768576?s=19ATC Recording:youtu.be/s9B5zhIkdXg?si=a_sBTAh05FYfBQgIOn 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟯𝟭, 𝟭𝟵𝟴𝟱, a Douglas DC-3 (Reg. N711Y) was operating a domestic passenger flight from Guntersville to Dallas carrying 2 crew members and 7 passengers, among them American pop singer Ricky Nelson, his girlfriend Helen Blair as well as 5 members of his band 'The Stone Canyon'.At 17:08:48, while cruising at 6,000 feet, a pilot of N711Y advised ATC, 'I think I'd like to turn around, head for Texarkana here, I've got a little problem.' He was provided a vector and advised of closest airports. Shortly after, he stated he would be unable to reach the airports. At 17:11:49, he said there was smoke in the cockpit. While landing in a field at 17:14, the plane hit wires and a pole then continued into trees where it was extensively damaged by impact and fire. The crew egressed thru the cockpit windows. The passengers did not escape.During flight, the crew was unable to start the cabin heater; despite repeated attempts by the captain. Smoke then entered the cabin. Fresh air vents and cockpit windows were opened, but smoke became dense. The crew had difficulty seeing. The oxygen system and hand held fire extinguishers were not used. Fasteners for the heater door were found unfastened. Examination indicated the fire originated in the aft cabin area, right hand side, at or near the floor line. The ignition and fuel sources were not determined.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:Fuselage, cabin .. fireReason for occurrence undetermined𝗖𝗼𝗻𝘁𝗿𝗶𝗯𝘂𝘁𝗶𝗻𝗴 𝗙𝗮𝗰𝘁𝗼𝗿𝘀:Fuselage,cabin .. smokeFuselage,crew compartment .. smokeEmergency procedure .. not followed .. pilot in commandChecklist .. not usedOxygen system .. not usedObject .. wire,transmissionObject .. utility poleTerrain condition .. tree(s)
Voepass Linhas Aéreas Flight 2283 Crash Animation Air Crash Daily 2024-09-20 | Accident Description:instagram.com/p/C-eOJYpBm5r/?igsh=MWZ6MGw3czVvbDdqcQ== Photos Archive:https://x.com/aircrashdaily/status/1822096268174463481?s=19Warnings Audio Source:youtu.be/qWpVFSodtKo?si=GHh6IjxjiAEPKcJw𝗩𝗼𝗲𝗽𝗮𝘀𝘀 𝗟𝗶𝗻𝗵𝗮𝘀 𝗔𝗲𝗿𝗲𝗮𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟮𝟴𝟯 was a scheduled domestic passenger flight from Cascavel to São Paulo. The flight was being operated by an ATR 72-500 (Reg. PS-VPB) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟵, 𝟮𝟬𝟮𝟰.The plane departed Cascavel at 11:58 local timeand climbed to a cruising altitude of FL170 until ADS-B data show the plane entering a sudden sharp descent at 13:21. Radar contact with the plane was lost at around 13:22 and firefighters reported that it crashed in Vinhedo, 76 km from the city of São Paulo. In the area of the crash, there was an active SIGMET advisory for severe icing from 12,000–21,000 feet. Preliminary data indicated that the aircraft reached a descent rate of 13,000 ft/min.The Brazilian Air Force said in a statement that the flight did not declare an emergency.The plane crashed near a condominium in the Capela neighborhood in the municipality of Vinhedo. Despite earlier reports of several houses being hit by the plane, it crashed on the front yard of a house in a gated community, and nobody on the ground was killed or injured.Videos of the plane before it crashed were widely shared on social media,which showed the plane in a downward flat spin, in a slight nose-down orientation. All 61 occupants onboard were reportedly killed.
Union de Transports Aériens (UTA) Flight 772 Aftermath Footage Air Crash Daily 2024-09-19 | Full Footage (WARNING: GRAPHIC CONTENT):reuters.screenocean.com/record/3275Accident Description:instagram.com/p/CisO_S3PoVB/?igsh=cHU3bDU0OXFpYXBnPhotos Archive:https://x.com/aircrashdaily/status/1571865028328038403?s=19𝗨𝗧𝗔 𝗙𝗹𝗶𝗴𝗵𝘁 𝟳𝟳𝟮 was a scheduled international passenger flight from Brazzaville to Paris with an intermediate stop in N'Djamena. The flight was being operated by a McDonnell Douglas DC-10 (Reg. N54629) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟵, 𝟭𝟵𝟴𝟵.The plane departed N'Djamena at 13:13 and climbed to a cruising altitude of FL350. At 13:59 an explosion occurred in a container at position 13R in the forward cargo hold. The explosion caused an overpressure in the cargo hold. Fragments of luggage, containers and pallets were blown away leading to holes on the left, right and underside of the fuselage. The cockpit then folded to the left side of the fuselage, and the planne broke up over the Ténéré desert. Debris scattered on 100 square kilometres and none of the 170 people aboard survived the crash.The explosive device was most probably hidden in baggage, placed aboard at Brazzaville. It was not immediately clear who was responsible for the attack. France obtained a confession from someone who claimed to have been involved. This lead to six Libyans being charged and tried in absentia. One of the persons being charges was the brother-in-law of Muammar Gaddafi, and deputy head of Libyan intelligence. The motive would have been a retaliation for the French support of Chad in the Chadian-Libyan conflict (1978–1987).𝗖𝗼𝗻𝗰𝗹𝘂𝘀𝗶𝗼𝗻𝘀:- DC-10 flight UTA 772, Brazzaville N'Djamena - Paris, was destroyed by an explosion on 19 September 1989, forty-six minutes after take-off from N'Djamena, while cruising at flight level 350 in totally normal conditions.- That destruction was due to an explosive charge placed in a container in location 13-R in the forward cargo hold.- The Investigation Commission assert that the most plausible hypothesis is that the explosive charge was inside baggage loaded at Brazzaville Airport.- Observations made shortly after the accident on Brazzaville Airport made it clear that, at that time, the airport security measures in force were not in accordance with the ICAO standards and recommended practices (Annex 17 to the Convention on International Civil Aviation and Civil Aviation SecurityManual (DOC 8973)).
Turkish Airlines Flight 452 Aftermath Footage Air Crash Daily 2024-09-19 | Accident Description:instagram.com/p/Cir0lO6vhOX/?igsh=MXU3ZGIxNmViNmh1cA==Photos Archive:https://x.com/aircrashdaily/status/1571807441503027203?s=19𝗧𝘂𝗿𝗸𝗶𝘀𝗵 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟱𝟮 was a scheduled domestic passenger flight from Istanbul to Antalya, operated by a Boeing 727 (Reg. TC-JBH) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟵, 𝟭𝟵𝟳𝟲.The plane departed Istanbul at 22:45 local time on a VFR flight to Antalya. After passing over the Afyon VOR, located 210 km north of Antalya, the flight crew requested a descent from FL250 to FL130. At 23:11, the crew reported Antalya city lights in sight with the 4,000 m long boulevard and requested a direct runway 36 approach. At this time, the actual position of the plane was about 100 km north of Antalya. Four minutes later, while descending by night under VFR mode, the plane impacted a hillside at 3,700 feet, near the city of Isparta. The plane disintegrated on impact and all 154 people aboard were killed. It appeared that the crew mistook the lights of a highway north of Isparta for the Antalya boulevard.
Transair Sweden/United Nations Flight 001 (Dag Hammarskjöld Plane Crash) Before & Aftermath Footage Air Crash Daily 2024-09-18 | Accident Description:instagram.com/p/CipYMyrP9Ys/?igsh=MTU3MGp4ODBqdWN2eA==Photos Archive:https://x.com/aircrashdaily/status/1571479674219540482?s=19On 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟴, 𝟭𝟵𝟲𝟭, a Transair Sweden Douglas DC-6 (Reg. SE-BDY) was conducting a special flight (UNO001) from Elisabethville to Ndola via Léopoldville on behalf of the United Nations Organizations, carrying 5 crew members and 11 passengers, among them Dag Hammarskjöld, a United Nations General Secretary.The plane departed Léopoldville at 16:51. At 23:35 contact was made with Ndola Tower and the crew gave an ETA of 00:20. At 23:47 the plane was abeam Ndola. The plane descended to 6,000 feet in accordance with the clearance from Ndola Tower. At 22:10 the flight reported "lights in sight, overhead Ndola descending, confirm QNH". The instrument approach procedure consists of initial approach at 6,000 feet on a track of 280° until 30 seconds after the NDB has been passed. The procedure turn is then made to the right at the same height. On completion of that turn and when on the inbound track of 100° to the NDB the plane descends to 5,000 feet over the NDB, thereafter descending to the critical height of the aerodrome. subsequent turn to the left. The crew apparently attempted a visual approach to the airport as the plane turned right after crossing the airport the pilot continued his approach by a subsequent turn to the left. The DC-6 descended and struck trees at an altitude of 4,357 feet.CHAPTERS0:00 Prelude1:49 Aftermath
Arrow Air Flight 1285 News Reports Air Crash Daily 2024-09-17 | Accident Description:instagram.com/p/CmEJ_XJOhxF/?igsh=NnoxeW5tOG4xYWkwPhotos Archive:https://x.com/aircrashdaily/status/1602253324991885312?s=19𝗔𝗿𝗿𝗼𝘄 𝗔𝗶𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟮𝟴𝟱 was an international charter flight from Cairo to Fort Campbell with intermediate stops in Cologne and Gander. The flight was being operated by a McDonnell Douglas DC-8 (Reg. N950JW) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟭𝟮, 𝟭𝟵𝟴𝟱.The flight arrived at Cologne at 01:21 where a complete crew change took place. The plane departed for Gander at 02:50 GMT, where it arrived at 05:34 local time. Passengers were deplaned, the plane was refuelled, trash and waste water were removed, and catering supplies were boarded. The flight engineer conducted an external inspection of portions of the plane and the passengers then reboarded. Following engine start-up, the plane was taxied via taxiway "D" and runway 13 to runway 22 for departure. Takeoff on runway 22 was begun from the intersection of runway 13 at 06:45. The plane proceeded down the runway and rotated in the vicinity of taxiway "A", 51 seconds after brake release at an airspeed of about 167 knots. The plane gained little altitude after rotation, the speed reached 172 knots and began to decrease again, causing the plane to descend. The plane crossed the Trans-Canada Highway at a very low altitude. The pitch angle increased, but the plane continued to descend until it struck downsloping terrain approximately 3,000 feet beyond the departure end of the runway. The plane broke up and burst into flames.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The Canadian Aviation Safety Board was unable to determine the exact sequence of events which led to this accident. The Board believes, however, that the weight of evidence supports the conclusion that, shortly after lift-off, the aircraft experienced an increase in drag and reduction in lift which resulted in a stall at low altitude from which recovery was not possible. The most probable cause of the stall was determined to be ice contamination on the leading edge and upper surface of the wing. Other possible factors such as a loss of thrust from the number four engine and inappropriate take-off reference speeds may have compounded the effects of the contamination."Four members of the CASB filed a dissenting opinion with a different probable cause: "An in-flight fire that may have resulted from detonations of undetermined origin brought about catastrophic system failures."
Cubana de Aviación Flight 389 ATC Recording Air Crash Daily 2024-09-16 | Source:youtu.be/wLYmzO0DFe4?si=hCfaiVTnlYFAO_ekAccident Description:instagram.com/p/Ch11ZQ6Ba_7/?igsh=MTMzbHNlMjU5MXZscA==Photos Archive:https://x.com/aircrashdaily/status/1564247358069563393?s=19𝗖𝘂𝗯𝗮𝗻𝗮 𝗱𝗲 𝗔𝘃𝗶𝗮𝗰𝗶𝗼𝗻 𝗙𝗹𝗶𝗴𝗵𝘁 𝟯𝟴𝟵 was a scheduled international passenger flight from Quito to Havana with an intermediate stop in Guayaquil. The flight was being operated by a Tupolev Tu-154 (Reg. CU-T1264) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟮𝟵, 𝟭𝟵𝟵𝟴.During the first engine start a pneumatic valve was blocked. The problem was rectified and two engines were started with ground power. The third one was started as the plane taxied to the runway. After obtaining takeoff clearance, the throttles were advanced and the airplane accelerated down runway 17. When the plane reached the Vr speed, it would not rotate. It took the crew 10 seconds to decide to abort the takeoff. With 800 meters of runway length remaining, brakes were applied. The Tu-154 overshot the runway and plowed into a soccer field. The plane barely missed a residential area.It is presumed that because of the problems during start-up and the time, almost 38 minutes, that passed to the beginning of takeoff, the final point of the checklist for taxiing was not complied with and the crew forgot to select the switches for the hydraulic valves of the control system.
Malaysia Airlines Flight 2133 Aftermath Footage Air Crash Daily 2024-09-15 | Accident Description:instagram.com/p/CiiBpn8vnuq/?igsh=MWdkNmNodjNvMTlyaw==Photos Archive:https://x.com/aircrashdaily/status/1570429959394721793?s=19𝗠𝗮𝗹𝗮𝘆𝘀𝗶𝗮 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟮𝟭𝟯𝟯 was a scheduled domestic passenger flight from Kota Kinabalu to Tawau, operated by a Fokker 50 (Reg. 9M-MGH) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟱, 𝟭𝟵𝟵𝟱.The plane departed Kota Kinabalu at 04:19. At 04:42 the flight established radio contact with Tawau Tower “MH 2133 we are maintaining FL 170, TMA 40, VTW 0505, presently at 94 DME VTW”. At 05:02:48, the flight reported passing 3,500 feet. The plane was then configured for landing where landing gears were selected down and flaps set at 25°. The plane's speed was still fast and since it was also high on the approach, the captain assured the co-pilot “Runway is long so no problem Eh”. On passing 2,000 feet and on short final, the co-pilot reminded the captain “speed, speed check, speed check Ah”. The rate of descent was in excess of 3,000 fpm and its pitch angle was around -13°. The excessive rate of descent triggered the GPWS sink rate and pull up warnings. The captain ignored these warnings and insisted that he should continue with approach for a landing. The plane first touched down on the runway at 05:05. It then bounced and at 4,500 feet point, its left main wheel made a light contact with the runway surface. It subsequently bounced up again and its main wheels made a firm contact at 4,800 feet point, thus leaving only 800 feet of runway remaining. The plane continued onto the grass verge, momentarily left the ground and hopped over the runway perimeter fence. It subsequently crashed 571 feet from the end of the runway. The plane caught fire and was destroyed.𝗖𝗮𝘂𝘀𝗲:"The most probable cause of the accident was due to the commander’s insistence to continue with an approach despite the fact that the runway available after touchdown was not sufficient enough for the aircraft to stop. The perception regarding economic consideration which put pressure on him to save fuel and adhere to schedules was a contributing factor."
American Airlines Flight 965 News Reports Air Crash Daily 2024-09-14 | Accident Description:instagram.com/p/CmYuR9LPm7Y/?igsh=OHhvZ2p1am9wYTBuPhotos Archive:https://x.com/aircrashdaily/status/1605177617291694080?s=19𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟵𝟲𝟱 was a scheduled international passenger flight from Miami to Cali, operated by a Boeing 757-200 (Reg. N651AA) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟮𝟬, 𝟭𝟵𝟵𝟱.The plane departed Miami at 18:34 EST. At 21:34, while descending to FL200, the crew contacted Cali Approach. The plane was 63nm out of Cali VOR (which is 8nm South of the airport) at the time. Cali cleared the flight for a direct Cali VOR approach and report at Tulua VOR. Followed one minute later by a clearance for a straight in VOR DME approach to runway 19 (the Rozo 1 arrival). The crew then tried to select the Rozo NDB (Non Directional Beacon) on the Flight Management Computer (FMC). Because their Jeppesen approach plates showed 'R' as the code for Rozo, the crew selected this option. But 'R' in the FMC database meant Romeo. Romeo is a navaid 150nm from Rozo, but has the same frequency. The plane had just passed Tulua VOR when it started a turn to the left (towards Romeo). This turn caused some confusion in the cockpit since Rozo 1 was to be a straight in approach. 87 Seconds after commencing the turn, the crew activated Heading Select, which disengaged LNAV and started a right turn. The left turn brought the plane over mountainous terrain, so a Ground Proximity warning sounded. With increased engine power and nose-up the crew tried to climb. The spoilers were still activated however. The stick shaker then activated and the plane crashed into a mountain at about 8,900 feet (Cali field elevation being 3,153 feet).𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"Aeronautica Civil determines that the probable causes of this accident were:1. The flight crew's failure to adequately plan and execute the approach to runway 19 at SKCL and their inadequate use of automation;2. Failure of the flight crew to discontinue the approach into Cali, despite numerous cues alerting them of the inadvisability of continuing the approach;3. The lack of situational awareness of the flight crew regarding vertical navigation, proximity to terrain, and the relative location of critical radio aids;4. Failure of the flight crew to revert to basic radio navigation at the time when the FMS-assisted navigation became confusing and demanded an excessive workload in a critical phase of the flight.Contributing to the cause of the accident were:1. The flight crew's ongoing efforts to expedite their approach and landing in order to avoid potential delays;2. The flight crew's execution of the GPWS escape manoeuvre while the speed brakes remained deployed;3. FMS logic that dropped all intermediate fixes from the display(s) in the event of execution of a direct routing;4. FMS-generated navigational information that used a different naming convention from that published in navigational charts."
American Airlines Flight 191 News Reports Air Crash Daily 2024-09-13 | Accident Description: instagram.com/p/Cd-kEUhvZO-/?igshid=YmMyMTA2M2Y= Photo Archive:https://x.com/aircrashdaily/status/1529474733527670784?s=19𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟵𝟭 was a scheduled passenger domestic passenger flight from Chicago to Los Angeles, operated by a McDonnell Douglas DC-10 (Reg. N110AA) on 𝗠𝗮𝘆 𝟮𝟱, 𝟭𝟵𝟳𝟵.At 14:59 local time the flight taxied from the gate at O'Hare Airport. At 15:02:38, the flight was cleared for takeoff and at 15:02:46 the captain acknowledged, "American 191 under way." The takeoff roll was normal until just before rotation at which time sections of the No. 1 engine pylon structure came off the plane. During rotation the entire No. 1 engine and pylon separated from the plane, went over the top of the wing, and fell to the runway. About 9 seconds after liftoff, the plane had accelerated to 172 knots and reached 140 feet.About 9 seconds after liftoff, the plane had accelerated to 172 knots and reached 140 feet of altitude. As the climb continued, the plane began to decelerate at a rate of about one knot per second, and at 20 seconds after liftoff, and an altitude of 325 feet, airspeed had been reduced to 159 knots. At this point, the plane began to roll to the left, countered by rudder and aileron inputs. The plane continued to roll until impact, 31 seconds after liftoff, and in a 112° left roll, and 21° nose down pitch attitude. At 15:04 the plane crashed in an open field and trailer park about 4,600 feet northwest of the departure end of runway 32R.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The asymmetrical stall and the ensuing roll of the aircraft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement indication systems resulting from maintenance-induced damage leading to the separation of the no.1 engine and pylon assembly procedures which led to failure of the pylon structure.Contributing to the cause of the accident were the vulnerability of the design of the pylon attach points to maintenance damage; the vulnerability of the design of the leading edge slat system to the damage which produced asymmetry; deficiencies in FAA surveillance and reporting systems which failed to detect and prevent the use of improper maintenance procedures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA which failed to determine and disseminate the particulars regarding previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency."
Pan Am Flight 103 News Reports Air Crash Daily 2024-09-12 | Accident Description: instagram.com/p/CmbdZbsPqHO/?igshid=OGQ2MjdiOTE=Photos Archive:https://x.com/aircrashdaily/status/1605533035142660096?s=19𝗣𝗮𝗻 𝗔𝗺 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟬𝟯 was a scheduled international passenger flight from Frankfurt to Detroit with stopovers in London and New York. The flight was being operated by a Boeing 747 (Reg. N739PA) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟮𝟭, 𝟭𝟵𝟴𝟴.The plane departed Heathrow's runway 27R at 18:25. The plane levelled off at FL310 north west of Pole Hill VOR at 18:56. Approximately 7 minutes later, Shanwick Oceanic control transmitted the plane's oceanic clearance but this transmission was not acknowledged. The secondary radar return from Flight PA103 disappeared from the radar screen during this transmission. Multiple primary radar returns were then seen fanning out downwind for a considerable distance. Debris from the plane was strewn along two trails, one of which extended 130 km to the east coast of England. Two major portions of the wreckage of the plane fell on the town of Lockerbie; other large parts, including the flight deck and forward fuselage section, landed in countryside to the east of the town. Residents of Lockerbie reported that, shortly after 19:00, there was a rumbling noise like thunder which sounded like the roar of of a jet engine under power. The noise appeared to come from a meteor-like object which was trailing flame and came down in the north-eastern part of the town. A large, dark, delta shaped object, resembling an aircraft wing, and other less well defined objects were seen to land in the Sherwood area of the town.𝗖𝗮𝘂𝘀𝗲:"The in-flight disintegration of the aircraft was caused by the detonation of an improvised explosive device located in a baggage container positioned on the left side of the forward cargo hold at aircraft station 700."CHAPTERS0:00 11:23 22:59 34:44 45:29 57:03 68:37 79:58 811:40 913:15 1015:09 11
United Airlines Flight 93 ATC/CVR Recording with NTSB Animation Air Crash Daily 2024-09-11 | Accident Description:instagram.com/p/CiXpSyAP4V3/?igsh=MW9iYnJlZWNvZjZkdQ==𝗨𝗻𝗶𝘁𝗲𝗱 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟵𝟯 was a scheduled domestic passenger flight from Newark to San Francisco, operated by a Boeing 757-200 (Reg. N591UA) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟭, 𝟮𝟬𝟬𝟭.In a massive coordinated terrorist attack 19 men hijacked 4 jetliners on the morning of September 11. The hijackers were on a suicide mission and had received orders to take over control of the plane and to fly them into specified targets. Flight 93 departed Newark at 08:47. The plane was hijacked by 4 terrorists. The hijackers took over control, reportedly switched off the transponder and changed course to, probably, Washington. At 09:35, near Cleveland, the plane changed course to the South and later (09:45) Southwest at FL350. At 10:03 the plane crashed out of control in a field near Somerset, Pennsylvania. The hijackers possibly had the intention to crash the plane into Air Force One, Camp David or perhaps Washington. The plane crashed following the passengers' attempt to take down the hijackers.CHAPTERS0:00 United 93 delayed at EWR28:08 United 93 cleared for takeoff33:00 Around this time mark, American 11 crashes into the north face of the North Tower of the World Trade Center (WTC) 43:21 New York Center instructs United 93 to climb to its cruising altitude of 35,000 feet 50:15 Around this time mark, United 175 crashes into the southern façade of the South Tower of the WTC1:09:44 United 93 reports light turbulence at their cruising altitude1:10:36 United 93 instructed to contact Cleveland Center on 133.071:13:55 Last radio contact with United 931:14:48 First distress call from United 931:15:20 Second distress call from United 931:18:25 First call from the hijackers of United 931:25:40 Second call from the hijackers of United 931:47:15 CVR snippet on United 93 of glass breaking1:49:32 Final moments of United 931:49:40 United 93 crashes
American Airlines Flight 77 ATC Recording with NTSB Animation Air Crash Daily 2024-09-11 | Accident Description:instagram.com/p/CiXpN7wPkiw/?igsh=MTIzMXI3NmpwYTJpag==𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟳𝟳 was a scheduled domestic passenger flight from Washington to Los Angeles, operated by a Boeing 757-200 (Reg. N644AA) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟭, 𝟮𝟬𝟬𝟭.In a massive coordinated terrorist attack 19 men hijacked 4 jetliners on the morning of September 11. The hijackers were on a suicide mission and had received orders to take over control of the plane and to fly them into specified targets. Flight 77 departed Washington at 08:10. A few minutes later the plane was hijacked by 5 terrorists. The hijackers took over control, reportedly switched off the transponder and changed course to Washington. Last reported data (08:56) show the plane flying at FL350 at 458 knots. Course was changed back to Washington and the plane descended for the city, approaching from the North. The plane reportedly passed overhead the White House and entered a tight 270° turn, heading for the US Department of Defence building (the Pentagon). It clipped trees and lightposts before slamming into the Southwest face of the Pentagon. An explosion occurred and the building caught fire. All 64 people on board the plane and 125 people on the ground were killed.CHAPTERS0:00 American 77 pushes back from Gate D26 at IAD5:31 American 77 cleared for take off30:07 American 77 instructed to climb to its cruising altitude of 35,000 feet33:38 American 77 instructed to turn 10 degrees to the right vectors for traffic37:16 Final radio contact with American 7743:09 First of several attempts to contact American 77
United Airlines Flight 175 ATC Recording Air Crash Daily 2024-09-11 | Accident Description:instagram.com/p/CiXpGUFPNJX/?igsh=b2tuaWgwems4eHFi𝗨𝗻𝗶𝘁𝗲𝗱 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟳𝟱 was a scheduled domestic passenger flight from Boston to Los Angeles, operated by a Boeing 767-200 (Reg. N612UA) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟭, 𝟮𝟬𝟬𝟭.In a massive coordinated terrorist attack 19 men hijacked 4 jetliners on the morning of September 11. The hijackers were on a suicide mission and had received orders to take over control of the plane and to fly them into specified targets. Flight 175 departed Boston at 08:14. The plane was hijacked by 5 terrorists. The hijackers took over control, reportedly switched off the transponder and changed course to New York. At 09:03 the plane was flown into the Southeast side of the 110-story New York World Trade Center South tower in a sharp left wing low attitude, crashed and exploded into the 78th through 84th floors.According to an FAA study, N612UA struck the WTC at a speed of 586 mph; an MIT study however determined the plane was probably traveling at 537 mph. The massive fire weakened the tower structure on these floors and the tower collapsed at 09:59. Most of the office workers below the 78th floor were able to evacuate the tower on time before the collapse. 17 minutes before Flight 175 crashed into the South Tower, the WTC North Tower had been hit by American Airlines Flight 11, a Boeing 767-200ER (Reg. N334AA). It has been estimated that about 1600 people were killed on the North Tower, and about 900 on the South Tower.CHAPTERS0:00 United 175 pushes back from Gate C19 at BOS10:57 United 175 cleared for takeoff19:39 United 175 instructed to contact Boston Center on 127.82 21:45 A hijacker on American 11 accidently keys the mic believing he is speaking with the passengers 24:37 United 175 instructed to contact Boston Center on 133.42 26:04 United 175 requests flight level 31,000 feet as their final cruising altitude 27:41 Lincoln Center contacts Boston Center about American 11 28:10 United 175 instructed to contact Boston Center on 125.5731:53 Boston Center contacts Cape TRACON about getting in contact with Otis Air National Guard to intercept American 11 33:30 Boston Center contacts US Air 583 to visually locate American 11 34:30 Boston Center contacts United 175 to visually locate American 11 34:49 Boston Center contacts US Air 583 again to visually locate American 11 35:09 An unidentified aircraft spots American 11 at their 3 o'clock position at about 29,000 feet 35:30 Boston Center contacts United 175 to see if they can spot American 11 in their 12 o'clock position. United 175 confirms they have located American 1135:52 Boston Center instructs United 175 to turn 30 degrees right to avoid American 11 37:12 Boston Center instructs United 175 to contact New York Center on 127.17 37:34 New York Center contacts US Air 583 about American 11 38:20 United 175 contacts New York Center about American 11 40:50 American 11 crashes into the north face of the North Tower of the World Trade Center (WTC) 42:02 Delta 2433 reports picking up a brief ELT 47:12 Delta 1489 reports a lot of smoke in lower Manhattan 48:40 Hijackers on United 175 change squawk code to 332148:43 New York Center instructs United 175 to recycle their transponder and change squawk code 49:47 New York Center contacts Kingston to see if United 175 went onto their frequency 50:56 New York Center tracking United 175 only as code 3321 and mistakenly identified as an American Airlines aircraft 51:58 New York Center begins to turn all aircraft out of United 175's erratic path 53:17 New York Center begins to ask aircraft to try and identify United 1751:00:58 United 175 crashes into the southern façade of the South Tower of the WTC1:01:54 New York Center contacts Cactus 193 and asks if they can see the city. Cactus 193 reports back that the WTC is on fire 1:02:42 - An aircraft reports that they are listening to CBS News and that it has been reported that "a small twin" engine plane hit the building 1:04:51 Delta 9900 reports that a plane rammed into the South Tower and that it is "belching smoke all around." 1:07:41 New York Center starts asking various aircraft to find an AM radio frequency that is talking about what happened
American Airlines Flight 11 ATC Recording Air Crash Daily 2024-09-11 | Accident Description:instagram.com/p/CiXo8PYvIaA/?igsh=MWY5Zm9wdTkyYTNlMA==𝗔𝗺𝗲𝗿𝗶𝗰𝗮𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟭 was a scheduled domestic passenger flight from Boston to Los Angeles, operated by a Boeing 767-200ER (Reg. N334AA) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟭𝟭, 𝟮𝟬𝟬𝟭.In a massive coordinated terrorist attack 19 men hijacked 4 jetliners on the morning of September 11. The hijackers were on a suicide mission and had received orders to take over control of the plane and to fly them into specified targets. Flight 11 departed Boston at 07:59. The plane was hijacked by 5 terrorists. The hijackers took over control, reportedly switched off the transponder and changed course to New York. At 08:46 the plane was flown into the North side of the 110-story New York World Trade Center North tower in a slightly left wing down attitude, crashed and exploded into the 93rd through 98th floors.According to an FAA study, N334AA struck the WTC at a speed of 494 mph; an MIT study however determined the plane was probably traveling at 429 mph. The massive fire weakened the tower structure on these floors and the tower collapsed at 10:28. Most of the office workers below the 93th floor were able to evacuate the tower on time before the collapse. 17 minutes after Flight 11 crashed into the North Tower, the WTC South Tower was struck by United Airlines Flight 175, a Boeing 767-200 (Reg. N612UA). It has been estimated that about 1600 people were killed on the North Tower, and about 900 on the South Tower.CHAPTERS0:00 American 11 pushes back from Gate B32 at BOS11:33 American 11 cleared for takeoff21:03 American 11 instructed to contact Boston Center on 127.82 25:29 Boston Center instructs American 11 to turn 20 degrees right moments before the terrorists hijack the plane 25:47 Boston Center instructs American 11 to climb to 35,000 feet, which goes unanswered34:44 United 175 joins the frequency 36:43 A hijacker on American 11 accidently keys the mic believing he is speaking with the passengers 39:37 United 175 instructed to Boston Center on 133.42 45:49 Hijacker on American 11 accidentally keys the mic again 46:08 Boston Center calls the Command Center East and informs them about "a possible hijack" of American 11 48:00 Boston Center contacts Cleveland Center about American 11 53:02 Boston Center contacts Cape TRACON about getting in contact with Otis Air National Guard to intercept American 11 58:00 American 11 crashes into the north face of the north tower of the World Trade Center (WTC)58:32 Boston Center contacts Command Center East to get in contact with New York TRACON about American 11 1:01:50 Boston Center is contacted by Cape TRACON about two fighters that are about to be scrambled out of Otis 1:03:35 Boston Center calls Huntress at Northeast Air Defense Sector (NEADS) to scramble fighters to tail American 11 1:18:34 Confirmation that two fighters have been scrambled to intercept American 11 1:19:47 A call from Huntress regarding American 11 1:27:00 Reports at NEADS start surfacing that American 11 has crashed into the north tower of the WTC
Vietnam Airlines Flight 815 News Reports Air Crash Daily 2024-09-10 | Accident Description:instagram.com/p/CiC2Q5iBG9e/?igsh=MXc1NW15amx4ZTNsNw==Photos Archive:https://x.com/aircrashdaily/status/1566064143630602240?s=19𝗩𝗶𝗲𝘁𝗻𝗮𝗺 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟭𝟱 was a scheduled international passenger flight from Ho Chi Minh City to Phnom Penh. The flight was being operated by a Tupolev Tu-134 (Reg. VN-A120) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟯, 𝟭𝟵𝟵𝟳.The plane impacted terrain short of the runway while attempting to land at Phnom Penh International Airport in inclement weather conditions. Minutes before the crash, a slight drizzle had turned into a heavy downpour. Yet, the captain failed to act upon warnings from the flight engineer and first officer that the plane was flying too low. Instead he ordered the crew to look for the runway. "Don't see, don't see, captain! Turn back," the first officer responded. The plane then struck the palm tree. The captain then initiated an attempt to abort the approach. This failed as the aircraft struck several palm trees, damaging the left wing. The plane crashed into rice fields about 300 meters short of the runway. A one-year old baby boy survived the accident while 65 other occupants were killed.CHAPTERS0:00 AP11:07 MBC19:26 KBS
Vietnam Airlines Flight 831 Aftermath Footage Air Crash Daily 2024-09-09 | Accident Description:instagram.com/p/CiSkZS2v9Cp/?igsh=OTl5YTBqZmtrNHU1Photos Archive:https://x.com/aircrashdaily/status/1568254420105990144?s=19𝗩𝗶𝗲𝘁𝗻𝗮𝗺 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟯𝟭 was a scheduled international passenger flight from Hanoi to Bangkok, operated by a Tupolev Tu-134 (Reg. VN-A102) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟵, 𝟭𝟵𝟴𝟴.The approach to Don Mueang International Airport was initiated in poor weather conditions with a reduced visibility due to heavy rain falls. On final, the plane was too low when it struck the ground and crashed about 6 km short of runway. 14 people aboard were rescued while 76 others were killed. The plane was destroyed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:It was determined that after passing the outer marker, without visual contact with the ground due to heavy rain falls, the crew passed the decision height when the aircraft struck the ground and crashed. A loss of altitude caused by possible windshear is not ruled out.
Allegheny Airlines Flight 853 News Reports Air Crash Daily 2024-09-09 | Accident Description:instagram.com/p/CiSU_JdOIjf/?igsh=c3dpeWJqc2J4Z3dhPhotos Archive:https://x.com/aircrashdaily/status/1568253955062530048?s=19𝗔𝗹𝗹𝗲𝗴𝗵𝗲𝗻𝘆 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟱𝟯 was a scheduled domestic passenger flight from Boston to St. Louis with stopovers in Baltimore, Cincinnati and Indianapolis. The flight was being operated by a McDonnell Douglas DC-9 (Reg. N988VJ) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟵, 𝟭𝟵𝟲𝟵.Flight 853 departed Cincinnati at 15:15 local time. At 15:27, the Indianapolis approach controller advised, "Allegheny 853 roger, squawk ident heading 280 radar vector visual approach 31L." The flight acknowledged the vector and was then instructed to descend to 2,500 feet. The flight acknowledged at 15:27:29, "853 cleared down 2500 and report reaching." At the same time a Piper PA-28-140 (Reg. N7374J) was operating in the area on a solo training flight from Brookside Airpark to Bakalar AFB. The plane was on a VFR flight plan indicating a cruising altitude of 3,500 feet.The pilot advised the Indianapolis Flight Service Station at 15:21 that he had departed Brookside, requesting activation of his flight plan. This was the last known communication with N7374J. The approach controller did not notice any conflicting traffic in the area of Flight 853. Yet both planes were on a converging course, with the DC-9 descending towards the altitude of the PA-28. At approximately 15:29 both planes collided. The horizontal stabilizer of the DC-9 broke off and the aircraft impacted the ground inverted, almost wings-level, in a nose-down attitude. The Piper broke up and crashed about 4500 feet from the DC-9.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The deficiencies in the collision avoidance capability of the Air Traffic Control (ATC) system of the Federal Aviation Administration in a terminal area wherein there was mixed Instrument Flight Rules (IFR) and Visual Flight Rules (VFR) traffic. The deficiencies included the inadequacy of the see-and-avoid concept under the circumstances of this case; the technical limitations of radar in detecting all aircraft; and the absence of Federal Aviation Regulations which would provide a system of adequate separation of mixed VFR and IFR traffic in terminal areas."
USAir Flight 427 NTSB Public Hearing Air Crash Daily 2024-09-08 | Accident Description: instagram.com/p/CiP0SibBEky/?igshid=YmMyMTA2M2Y= Photos Archive:https://x.com/aircrashdaily/status/1567882085435871232?s=19𝗨𝗦𝗔𝗶𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟮𝟳 was a scheduled domestic passenger flight from Chicago to West Palm Beach with a stopover in Pittsburgh. The flight was being operated by a Boeing 737-300 (Reg. N513AU) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟴, 𝟭𝟵𝟵𝟰.The plane departed Chicago at 18:10. About 19:02:22 the Pittsburgh TRACON controller issued instructions to turn to a heading of 100° and told the crew there was other traffic in the area. About 19:02:53, Flight 427 was rolling out of the left bank as it approached the ATC-assigned heading of 100° and was maintaining the ATC-assigned airspeed (190 knots) and altitude (6,000 feet). About 4 seconds later the plane suddenly entered the wake vortex of Delta Airlines flight 1083, a Boeing 727, that preceded it by 4,2 miles. The first officer then manually overrode the autopilot without disengaging it by putting in a large right-wheel command to level the plane.At 19:03:01 the plane's heading slewed suddenly and dramatically to the left (full left rudder deflection). Within a second of the yaw onset the roll attitude suddenly began to increase to the left, reaching 30°. At 19:03:07 the pitch attitude approached -20°, the left bank increased to 70°and the descent rate reached 3,600 ft/min. At this point, the plane stalled. The plane descended fast and at 19:03:25 the plane impacted the ground nose first at 261 knots in an 80° nose down, 60° left bank attitude and with significant sideslip. All 132 people aboard were killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The National Transportation Safety Board determines that the probable cause of the USAir flight 427 accident was a loss of control of the airplane resulting from the movement of the rudder surface to its blow down limit. The rudder surface most likely deflected in a direction opposite to that commanded by the pilots as a result of a jam of the main rudder power control unit servo valve secondary slide to the servo valve housing offset from its neutral position and over travel of the primary slide."
USAir Flight 427 911 Recordings Air Crash Daily 2024-09-08 | Accident Description: instagram.com/p/CiP0SibBEky/?igshid=YmMyMTA2M2Y= Photos Archive:https://x.com/aircrashdaily/status/1567882085435871232?s=19𝗨𝗦𝗔𝗶𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟮𝟳 was a scheduled domestic passenger flight from Chicago to West Palm Beach with a stopover in Pittsburgh. The flight was being operated by a Boeing 737-300 (Reg. N513AU) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟴, 𝟭𝟵𝟵𝟰.The plane departed Chicago at 18:10. About 19:02:22 the Pittsburgh TRACON controller issued instructions to turn to a heading of 100° and told the crew there was other traffic in the area. About 19:02:53, Flight 427 was rolling out of the left bank as it approached the ATC-assigned heading of 100° and was maintaining the ATC-assigned airspeed (190 knots) and altitude (6,000 feet). About 4 seconds later the plane suddenly entered the wake vortex of Delta Airlines flight 1083, a Boeing 727, that preceded it by 4,2 miles. The first officer then manually overrode the autopilot without disengaging it by putting in a large right-wheel command to level the plane.At 19:03:01 the plane's heading slewed suddenly and dramatically to the left (full left rudder deflection). Within a second of the yaw onset the roll attitude suddenly began to increase to the left, reaching 30°. At 19:03:07 the pitch attitude approached -20°, the left bank increased to 70°and the descent rate reached 3,600 ft/min. At this point, the plane stalled. The plane descended fast and at 19:03:25 the plane impacted the ground nose first at 261 knots in an 80° nose down, 60° left bank attitude and with significant sideslip. All 132 people aboard were killed.𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:"The National Transportation Safety Board determines that the probable cause of the USAir flight 427 accident was a loss of control of the airplane resulting from the movement of the rudder surface to its blow down limit. The rudder surface most likely deflected in a direction opposite to that commanded by the pilots as a result of a jam of the main rudder power control unit servo valve secondary slide to the servo valve housing offset from its neutral position and over travel of the primary slide."
