Scheduled Revenue Flight

Following an uneventful flight from Izmir-Adnan Menderes Airport, the crew initiated the approach to Istanbul-Sabiha Gökçen Airport runway 06. Weather conditions were poor with thunderstorm activity, rain, CB's and a wind from 290 gusting to 37 knots. After touchdown on a wet runway, the airplane was unable to stop within the remaining distance. It overran, turned slightly to the left then went down an embankment (25 meters high) and came to rest, broken in three. Three passengers were killed while all 180 other occupants were evacuated to local hospitals. It is understood that the airplane apparently landed 1,500 meters past the runway threshold (runway 06 is 3,000 meters long) with a non negligible tailwind component that must be confirmed.

On Jan. 27, 2020, at 03:12 UTC Caspian Airlines (CPN) Flight 6936, an MD83, EP-CPZ took off from Mehrabad International Airport and climbed to FL320 as final cruising level. At about 03:45:37 UTC, the aircraft was flying according to the flight plan route on Airway B417 at an assigned FL320. Due to another traffic departing flight, an A320, IRA356 from Abadan Airport (OIAA) to destination Mashhad International Airport (OIMM), the ACC controller issued direct routing to the flight CPN 6936 position GODMO. At 03:49:34 UTC, CPN6936 requested descent clearance, so the flight was cleared to FL100. At 03:52:30 UTC, the pilot called Mahshahr AFISO and reported position 50 nm inbound GODMO and estimated time over GODMO at 03:59 UTC. At 03:52:51 UTC, Mahshahr AFISO reported necessary information as below: "RWY active is 31; wind is now 280/08kts, CAVOK, temperature +06, DP 04 and QNH 1023, expected VOR approach RWY 31 via GODMO 1E ARRIVAL" At 03:53: 33 UTC, the pilot requested RWY 13 and Mahshahr AFISO performed VOR/DME approach RWY 13, via GODMO 1F arrival. At 03:59:39 UTC, the pilot reported, “we are approaching position GODMO in contact with destination Mahshahr.” At 04:00:41UTC, the pilot reported his position “GODMO” to Mahshahr AFISO. At 04:02:46 UTC, the pilot reported leaving of IAF and received landing clearance for RWY13. Finally, at 04:06:11 UTC, the aircraft landed on RWY 13, passed two-thirds of RWY length and ran off the end of runway13 after landing at Mahshahr Airport at 04:06 UTC, Khuzestan province. The accident flight was being operated on an Instrument Flight Rules (IFR) flight plan in a Visual Meteorological Condition (VMC). The main door of the accident aircraft was opened in emergency condition, but the slide skid did not operate automatically. The cabin floor was just too close to the ground (grass surface) due to the impact of the nose and main landing gears strut which were broken after the runway overrun. The evacuation was performed from the main door, and all 136 passengers and 8 crew members disembarked.

On Wednesday, January 08, 2020, at 00:53, the inbound flight No. 751 of Ukraine International, Boeing 737-800, UR-PSR, en route to Tehran Imam Khomeini INTL. Airport from Kyiv Boryspyl INTL. Airport was cleared for landing, and after four minutes landed on the IKA runway. After disembarking 58 passengers and refueling, the flight crew went on to check into the hotel located at IKA. From 01:16 to 01:38, the aircraft was refueled with 9510 kg (11800 liters) of fuel. Once the total weight of the cargo received from passengers (310 packages weighing 6794 kg) was determined, in order to comply with the maximum takeoff weight allowed for aircraft, 82 packages in 2094 kg in weight, were separated by Airport Service Company, that is, they were not loaded. Initially, 78 packages of the passenger's luggage were not loaded first, then due to the large volume of passengers' hand luggage, the flight attendants passed some of them on to the Airport Service Company personnel to be placed in the aircraft cargo. After that, 4 packages belonging to the passengers were removed from the aft cargo door, where the hand luggage was placed. At 04:35, the flight crew embarked on the aircraft. After checking the aircraft and cabin, boarding was announced at 04:45, and passengers started to board the plane. Based on the available documents, 167 passengers proceeded to the Airport Services Co. counter at the airport terminal, all of whom went on board. Only one of the passengers who received the boarding pass online the night before the flight, due to the delay in arriving in Tehran from another city did not go to the airport in person, and therefore had been removed from the list of passengers provided by the UIA. At 05:13, the pilot made his first radio contact with the IKA's control tower ground unit and requested the initial clearance for flying, which was issued by the controller subsequently. At 05:48, all the aircraft documents required to start the flight operations were filled out, and all the doors were then closed at 05:49. The flight was initially scheduled for 05:15, and based on the flight coordinator's report form, the reason given for its delay was the aircraft being overweight and the decision not to load the passengers' lugga for reducing the aircraft weight. At 05:51 the pilot notified his position at the airport parking, declared his readiness to exit the parking and start up the aircraft. The IKA tower asked him to wait for receiving the clearance since they wanted to make the coordination required with other relevant units. At 05:52, the IKA tower made the necessary coordination with the Mehrabad approach unit, who contacted Tehran ACC asking for clearance. Accordingly, the controller in ACC made coordination on Ukrainian flight clearance with the CMOCC. The clearance was issued by the CMOCC. At 05:54, the Mehrabad approach unit, received the FL260 clearance for the flight AUI752 from ACC, and forwarded it to IKA via the telecommunication system. Flight no. 752 was detached from the A1 Jet Bridge and at about 05:55 started to leave its parking position, NO 116 on the right, by a pushback truck. Following that, at 05:55 the ground controller cleared the AUI752 flight for startup and exiting the parking, which was read back by the pilot. At 06:12, the aircraft took off from the Runway 29 Right of IKA and was delivered to the Mehrabad approach unit. The pilot contacted the approach unit, and announced the IKA 1A radar procedure as SID procedure. Next, the Mehrabad approach identified and cleared the flight to climb to FL260. The controller instructed the pilot to turn to the right after 6,000 feet, and continue straight to PAROT. After it was read back by the pilot, the controller again instructed the pilot to continue to PAROT point once passing the 6000-foot altitude, which was read back by the pilot. From 06:17 onwards, upon the disappearance of the PS752 information from the radarscope, the controller called the captain repeatedly, but received no response. According to the data extracted from the surveillance systems and FDR, the aircraft climbed to an altitude of 8,100 feet; thereafter, the label including the call sign and altitude of aircraft disappeared from the radarscope, yet no radio contact indicating unusual conditions was received from the pilot. FDR recording terminated at 06:14:56. This time corresponds to the termination of Secondary Surveillance Radar (SSR) and ADS-B information. After the mentioned time, the aircraft was still being detected by the Primary Surveillance Radar (PSR), according to which the aircraft veered right and after approximately three minutes of flying, it disappeared from the PSR at 06:18 too. The aircraft was conducting the flight under the Instrument Flight Rules (IFR) and the accident occurred around half an hour before the sunset.

After touchdown on a wet earth runway, the airplane went out of control. It veered off runway to the right, struck a shoulder and lost its nose gear before coming to rest. All 18 occupants escaped uninjured while the airplane was substantially damaged.

The Fokker 100 departed Almaty Airport on a regular schedule service (flight Z92100) to Astana-Nursultan Nazarbayev Airport, carrying 93 passengers and a crew of five. During the takeoff roll on runway 05R with flaps at zero, after a course of 36 seconds and at a speed of 148 knots, the crew started the rotation. Immediately after liftoff, the airplane rolled to the right at an angle of 5° then to the left at an angle of 19° without an increase of the indicated airspeed. After reaching the height of 20 feet in a pitch angle of 14°, the airplane started to descend then hit the runway surface with the base of the tail. It landed on its main landing gear and rolled for about 15 seconds with the nose gear still in the air. The airplane took off again at a speed of 138 knots then the crew retracted the landing gear. In a pitch angle of 19°, the airplane lost speed (130 knots), veered to the right, belly landed and slid for about 850 metres, went through a fence and eventually crashed into a house located near the perimeter fence, some 80 metres to the right of the extended center line. 47 occupants were injured, 39 escaped unhurt and 12 others were killed, among them the captain. The aircraft was destroyed. There was not fire.

The single engine airplane departed Hermosillo-General Ignacio Pesqueira García Airport at 0700LT on a schedule service (CFV872) to Guerrero Negro, Baja California del Sur, with one passenger and one pilot on board. About half an hour into the flight, radio and radar contact were lost with the airplane. Debris were found two days later in an uninhabited area located in the region of Tastiota, about 30 km southwest of Miguel Alemán. The aircraft was totally destroyed upon impact and both occupants were killed.

The twin engine airplane departed runway 17 at Goma International Airport on a schedule service to Butembo (first service of the day). After takeoff, while in initial climb, the airplane lost height and crashed onto several houses located in the district of Birere, south of the airport, and burst into flames. All 19 occupants were killed as well as 10 people on the ground.

On November 21, 2019, a regular THY2UT flight en-route Istanbul – Odesa at B737-800 aircraft, nationality and registration mark TC-JGZ of the Turkish Airlines, was performed by the aircraft crew consisting of the Pilot-in-Command (PIC), co-pilot and four flight attendants of the aircraft. In fact, the departure from Istanbul Airport was performed at 17:33. The actual aircraft landing took place at 18:55. According to the flight plan, the alternate aerodromes were Istanbul and Chișinău. There were 136 passengers and 2793 kg of luggage on board the aircraft. The PIC was a Pilot Flying, and the co-pilot was a Pilot Monitoring of the aircraft. The pre-flight briefing of the crew, according to its explanations, was carried out before departure from the Istanbul Airport, after which the PIC took the decision to perform the flight. The climb and level flight were performed in the normal mode. The landing approach was performed to the Runway16 with ILS system at a significant crosswind component of variable directions. At the final stage of approaching with ILS to Runway 16, the ATC controller of the aerodrome control tower (ATC Tower) gave the aircraft crew a clearance for landing. The aircraft crew confirmed the controller’s clearance and continued the landing approach. Subsequently, from a height of about 50 meters, the aircraft performed a go-around due to the aircraft non-stabilization before landing. Following the go-around, the aircraft headed to the holding area to wait for favorable values of wind force and direction. At 18:45, the PIC took the decision to carry out a repeated landing approach, reported of that to the ATC controller, who provided ATS in the Odesa Terminal Maneuvering Area (TMA.) At 18:51, the crew re-contacted the Tower controller and received the clearance to land. At 18:55, after touchdown, during the runway run, the aircraft began to deviate to the left and veered off of the runway to the left onto the cleared and graded area. After 550 m run on the soil, the aircraft returned to the runway with its right main landing gear and nose part (while moving on the soil, the nose landing gear collapsed) and came to rest at the distance of 1612 m from the runway entrance threshold. The crew performed an emergency evacuation of passengers from the aircraft. As a result of the accident, the aircraft suffered a significant damage to the nose part of the fuselage and left engine. None of the passengers or crew members was injured.

On October 17, 2019, a Saab SA-2000 airplane, operated by Peninsula Aviation Services Inc. d.b.a. PenAir flight 3296, overran the end of runway 13 at Unalaska Airport (DUT), Unalaska, Alaska. The flight crew executed a go-around during the first approach to runway 13; the airplane then entered the traffic pattern for a second landing attempt on the same runway. Shortly before landing, the flight crew learned that the wind at midfield was from 300° at 24 knots, indicating that a significant tailwind would be present during the landing. Because an airplane requires more runway length to decelerate and stop when a tailwind is present during landing, a landing in the opposite direction (on runway 31) would have favored the wind at the time. However, the flight crew continued with the plan to land on runway 13. Our postaccident calculations showed that, when the airplane touched down on the runway, the tailwind was 15 knots. The captain reported after the accident that the initial braking action after touchdown was normal but that, as the airplane traveled down the runway, the airplane had “zero braking” despite the application of maximum brakes. The airplane subsequently overran the end of the runway and the adjacent 300-ft runway safety area (RSA), which was designed to reduce airplane damage during an overrun, and came to rest beyond the airport property. The airplane was substantially damaged during the runway overrun; as a result, of the 3 crewmembers and 39 passengers aboard, 1 passenger sustained fatal injuries, and 1 passenger sustained serious injuries. Eight passengers sustained minor injuries, most of which occurred during the evacuation. The crewmembers and 29 passengers were not injured.

On October 11, 2019 at about 0902 Kenya daylight time, a Silverstone Air Services Fokker 27 Mark 050 registration 5Y-IZO experienced runway excursion on takeoff runway 14 at Wilson Airport with 55 occupants onboard (5 crew and 50 passengers). The aircraft was performing a scheduled flight from Wilson airport to Mombasa, Lamu and back to Wilson airport. The aircraft was fueled then the passengers boarded the plane before the normal pre take off procedures which were reported as uneventful as collaborated by the information from the FDR. The Right Hand engine receded the Left Hand engine in startup as depicted by the parameters from the recorders. From engine startup, taxi, lineup runway 14, power up and including the initial stages of ground roll were uneventful. At 06.02.50 GMT, while still on ground roll take off, the LH engine ITT began to fluctuate, dropped from 707.8 to 175.8. The RH ITT remained stable. The other parameters of both engines were stable. Subsequent power down ensued at 06.03.01, IAS dropped from 110.2Knots and the aircraft magnetic heading increased gradually to 144 consistent with the deviation of the aircraft to the right of the runway axis when it left the paved surface of the runway, before colliding with the airport perimeter fence, went through an embankment before coming to rest tilted to the right after the starboard wing made contact with a tree. The passengers were deplaned through the two left hand side front and rear exit doors. Immediately the event occurred, ATS Wilson airport issued a crash alert and Wilson Airport Fire Service (AFS) responded without delay, found the passengers already evacuated from the aircraft and applied foam to the sections of the aircraft with leaking fuel. Runway 14/32 was closed and all inbound and departure traffic made use of the remaining runway. Preliminary information retrieved from the Flight Data Recorder Radar regarding the engine ITT seems to correlate with the flight crew statements regarding the observed fluctuations on the LHS engine ITT.