VVGGMaxSez: Provided as Professional Knknowledge Gained. Pls add first person accounts, Unreported additions, Associated Photo’s & video’s:
Saturday Dec 16th 2017
Incident XL France A333 at Punta Cana on Dec 15th 2017, gear problem on departure
Incident Air China B789 over Pacific on Dec 15th 2017, half lit, half dark
Incident Ryanair B738 near Milan on Dec 16th 2017, fuel leak
Accident ANA B788 near Okinawa on Dec 15th 2017, fumes in cockpit and cabin
Accident Summit L410 at Lukla on May 27th 2017, contacted trees and impacted ground before runway
Crash Khabarovsk L410 at Nelkan on Nov 15th 2017, impacted ground short of runway, right propeller went into reverse in flight
Accident West Wind AT42 at Fond-du-Lac on Dec 13th 2017, descended into terrain shortly after takeoff
Friday Dec 15th 2017
Incident THY A321 at Munich on Dec 13th 2017, hydraulic leak
Incident LOT DH8D at Warsaw on Dec 15th 2017, gear indication problem
Incident Easyjet A319 near Berlin on Dec 13th 2017, smell of smoke in cockpit
Thursday Dec 14th 2017
Incident Easyjet A320 at Berlin on Dec 12th 2017, rejected takeoff due to “trembling” wheel
Incident Envoy E145 at Champaign on Dec 13th 2017, fumes in cockpit
Incident SAA A343 at Munich on Dec 13th 2017, rejected takeoff due to engine problem
Incident Delta B763 near Tokyo on Dec 14th 2017, suspected fuel leak
Incident Aeroflot A321 at Moscow and Stockholm on Dec 13th 2017, damage to landing light
Incident S7 A319 near Moscow on Dec 12th 2017, loss of cabin pressure
Incident Delta B739 at Atlanta on Nov 29th 2017, lined up with taxiway for landing
Incident Inuit DH8C at Salluit on Dec 7th 2017, strong vibration on yoke
Incident CSA AT72 at Prague on Sep 17th 2015, smoke indication, 44 taken to hospital and discharged with no symptoms
Incident Aurigny AT72 near Guernsey on Dec 21st 2016, temporary loss of control due to ice accretion
Incident LATAM Brasil A320 at Brasilia on Nov 30th 2017, temporary runway excursion on landing
Incident AirAsia A320 at Kuala Lumpur on Nov 30th 2017, overran runway on landing
Incident REX SF34 at Moruya and Merimbula on Jan 9th 2015, bird strike, dropped section of propeller
Wednesday Dec 13th 2017
Incident Caraibes A333 at Paris on Dec 12th 2017, engine problem
Incident Ural A320 at Ekaterinburg on Dec 13th 2017, rejected takeoff due to engine indication
Incident Sun Express B738 at Amsterdam on Dec 13th 2017, localizer failure
Incident Southwest B737 near Pensacola on Dec 12th 2017, burning odour in cabin
Incident British Airways B773 near Baku on Dec 11th 2017, smoke in cabin
Incident Qeshm RJ1H at Tehran on Aug 31st 2015, nose gear collapse on landing
Accident Air India A321 at Mumbai on Feb 15th 2015, tail strike on landing
Tuesday Dec 12th 2017
Incident Austral E190 at Cordoba on Nov 29th 2017, hail strike
Incident TransAsia A320 enroute on Jul 24th 2016, scorching water
Incident Northern Cargo B732 near Anchorage on Dec 9th 2017, cargo shift in flight
Incident Emirates A388 at New York on Dec 4th 2017, at about 200 feet in the middle of turn to runway 13L
Incident LATAM Brasil A321 at Sao Luiz on Dec 9th 2017, engine problem
Incident China Southern A388 at Beijing on Dec 9th 2017, runway excursion during line up
Incident PAL B773 at Los Angeles on Dec 11th 2017, could not retract gear
Incident Interjet A320 near Guadalajara on Dec 10th 2017, engine problem
Monday Dec 11th 2017
Incident KLM B789 at Amsterdam on Dec 10th 2017, engine stall
Incident JAC DH8D near Kagoshima on Dec 10th 2017, smoke in cockpit and cabin
Incident Egypt A306 at Moscow on Dec 9th 2017, go around following GPWS warning
Incident Westjet Encore DH8D at Winnipeg on Nov 29th 2017, rejected takeoff due to engine oil indication
Incident Fedex B763 at Oakland on Dec 10th 2017, bird strike
Incident United B739 at Spokane on Dec 9th 2017, bird strike
Accident Delta A320 at Sacramento on Dec 4th 2017, bird strike into both engines
Accident Easyjet A319 at Basel on Jul 20th 2014, pilot induced turbulence injures cabin crew
Incident Darwin SB20 at Lugano on Nov 28th 2013, engine shut down in flight
Sunday Dec 10th 2017
Incident Wizz A320 at Brussels on Dec 10th 2017, rejected takeoff twice due to disagreeing airspeeds
Incident KLM B744 at Enschede on Dec 6th 2017, a special welcome committee on very last landing
Incident SAS B736 at Kirkenes on Dec 7th 2017, unsafe gear
Incident Fedex MD11 near Tokyo on Dec 9th 2017, smoke in cockpit
Incident Saudia B773 at Jeddah on Dec 9th 2017, tail strike indication
Saturday Dec 9th 2017
Incident Norwegian B738 at Funchal on Dec 9th 2017, flaps problem
1). Incident: Aurigny AT72 near Guernsey on Dec 21st 2016, temporary loss of control due to ice accretion
By Simon Hradecky, created Wednesday, Dec 28th 2016 15:58Z, last updated Thursday, Dec 14th 2017 16:12Z
An Aurigny Air Services Avions de Transport Regional ATR-72-212A, registration G-COBO performing flight GR-678 from Guernsey,CI to Manchester,EN (UK) with 61 passengers and 4 crew, was climbing through FL130 out of Guernsey when the crew temporarily lost control of the aircraft due to ice accretion. The crew was able to recover the aircraft, descended to 10,000 feet and returned to Guernsey for a safe landing on runway 27 about 40 minutes after departure.
The British AAIB rated the occurrence a serious incident and opened an investigation.
On Dec 14th 2017 the AAIB released their bulletin concluding the probable causes of the serious incident were:
The aircraft suffered an in-flight upset at FL130 after accruing airframe icing during the climb, resulting in the adverse aerodynamic effect of ice build-up on the wings. The crew were presented with a degraded perf caution but did not action the relevant checklist because they focused on climbing out of the icing conditions. The IAS was not maintained at or above red bug +10 kt and control of the aircraft was lost when a turn was initiated in the lnav mode of the flight director.
The AAIB reported prior to departure the crew noted a frontal weather system would be encountered during their flight over the English Channel with associated cloud, precipitation and moderate icing.
The line training captain (46, ATPL, 6,040 hours total, 1,401 hours on type) was pilot flying and monitoring the first officer undergoing line training, who assumed the role of the pilot monitoring.
Soon after takeoff the crew selected “High Bank” permitting bank angles up to 27 degrees by the automation, engaged the autopilot and selected the target of climb at FL170. While climbing through about 5300 feet the aircraft’s anti-icing systems were activated, at FL090 the aircraft’s de-icing systems were activated as the airframe began the accumulate ice. The aircraft continued the climb at the minimum icing speed (165 KIAS), the crew reviewed the QRH for the severe icing checklist memory items in case they would become necessary later.
Climbing through FL110 the crew received a “DEGRADED PERF” and “INCREASE SPEED” caution indication, the external icing lights were turned on prompting the commander to comment “we have got a bit [of icing] haven’t we?”. The captain made a reference to the checklists for the caution indications, however, the checklist was not put into action, yet, the captain increased the speed to 175 KIAS which reduced the climb rate from about 420 fpm to 25 fpm. The caution lights extinguished. The commander commented the aircraft was “not climbing very well”, acknolwedged the checklist required the aircraft to maintain 175 KIAS but as they were flying level it was safe to reduce the speed to 165 KIAS again, which resulted in an increased pitch attitude. The captain commented “just see if we can get above [the clouds]”, the aircraft climbed now at 200 fpm. The airspeed was increased again to 175 KIAS requiring the aircraft to descend at 540 fpm down to about FL120, where the aircraft levelled off again, reduced the speed to 165 KIAS and began to climb again.
As it became apparent that the aircraft had insufficient performance to reach FL170, the crew requested to level off at FL130 to accelerate the aircraft, which was approved by ATC instructing the aircraft to turn 10 degrees direct towards NORRY waypoint. The crew reprogrammed their Multi Function Display and selected LNAV. While levelling off and turning towards NORRY the aircraft experienced an inflight upset with the aircraft rolling left through 32 degrees causing the autopilot to disconnect, then rolled right to 38 degrees, rolled left to 78 degrees with the nose dropping to 16 degrees below the horizont.
The captain instructed the first officer to perform the recovery items when commanded to do so. The commander instructed the flaps to be extended to 15 degrees. After losing about 1000 feet the captain recovered the aircraft to stable flight. During the upset the pitch had varied between 16 degrees nose down and 19 degrees nose up and the airspeed had varied between 190 KIAS and 123 KIAS. During the upset the first officer transmitted a Mayday Call, after stabilizing the aircraft again the crew decided to return to Guernsey where the aircraft landed safely.
Maintenance performed functional checks of anti-ice, de-ice, ice-detection as well as aircraft performance monitoring systems of the aircraft with no anomalies detected. A FDR read out revealed that during recovery the maximum flap speed had been exceeded by 5 knots. The aircraft was returned to service.
The AAIB reported weather services had forecast moderate icing over the English Channel from FL100 to FL190. Post event analysis revealed the aircraft was operating in thick cloud layers with tops at FL190 which would have caused moderate icing. There was no evidence to cumulonimbus cloud or severe icing. The AAIB commented: “Prolonged flight in moderate icing conditions could lead to an increasing amount of ice accretion that could result in severe ice accretion.”
The AAIB analysed:
The aircraft was climbed into a known area of frontal weather that was forecast to have moderate icing conditions. As the aircraft’s altitude increased its performance decreased to a point where it had reached its operational ceiling due to the accretion of airframe icing. Although the DEGRADED PERF caution illuminated, the crew did not action the DEGRADED PERF check list or the SEVERE ICING procedure.
The forecast and aftercast icing conditions, and the visible extent of the icing encountered, were not entirely consistent. However, the poor climb performance was an indication to the crew of the severity of the ice accretion. Had the crew actioned the QRH procedure for the DEGRADED PERF they would have been directed to carry out the SEVERE ICING checklist. The crew had reviewed the memory items in the checklist, but not the notes on detection which listed ‘Unexpected decrease in speed or rate of climb’ as being one of the indicators of severe icing. END
- (Info: @Qantas737guy)
Accident: West Wind AT42 at Fond-du-Lac on Dec 13th 2017, descended into terrain shortly after takeoff
By Simon Hradecky, created Thursday, Dec 14th 2017 09:27Z, last updated Saturday, Dec 16th 2017 11:09Z
A West Wind Aviation Avions de Transport Regional ATR-42-300, registration C-GWEA performing flight WEW-280 from Fond-du-Lac,SK to Stony Rapids,SK (Canada) with 22 passengers and 3 crew, was in the initial climb out of Fond-du-Lac at about 18:15L (00:15Z Dec 14th) when the aircraft lost height and impacted terrain about 600 meters past the runway at approximate position N59.3368 W107.2019. All occupants survived, there are a number of serious and minor injuries, the aircraft sustained substantial damage.
Royal Canadian Mounted Police reported all occupants have been accounted for and have been taken to hospitals.
The Canadian TSB have dispatched investigators on site.
On Dec 14th 2017 the TSB reported that both flight data and cockpit voice recorder are being sent to the TSB lab in Ottawa.
On Dec 15th 2017 the TSB reported: “On 13 December 2017, a ATR42-320 operated by West Wind Aviation with 22 passengers and 3 crew on board collided with terrain shortly after take-off from the Fond-du-Lac Airport, Saskatchewan (ZFD) for a flight to Stony Rapids, Saskatchewan (YSF). The aircraft sustained substantial damage. A number of passengers and one crew member sustained serious injuries. The TSB is investigating.”
On Dec 16th 2017 the TSB reported that the aircraft lost height and descended into trees and terrain leaving a wreckage trail of 800 feet length. The aircraft came to rest in an upright position steeply tilted to the right, the worst damage occurred to the left side of the airframe, the fuselage ruptured at seat row 3. West Wind have taken all their ATRs out of service for the time being. The French BEA, ATR, Pratt & Whitney are participating in the investigation.
Local volunteer fire fighter Raymond Sanger wrote: “Quite a show tonight. Thank to all the helpers rangers. Black lake rescued teams. And everyone that helped out. I guess we’re not alone. We’ve been looked after by garden Engels tonight. And thank you God for being there with us all. All that fuel was like raining. Still nothing happened. FDL. Beautiful team work.”
West Wind Aviation currently operates three ATR-42s: C-GWEA, C-GWWD and C-GWWC. On Dec 13th 2017 C-GWEA was seen departing Saskatoon,SK for Prince Albert,SK (Canada), the first segment of flight WEW-280, and departing Prince Albert for Fond-du-Lac, the second segment of flight WEW-280. The aircraft left radar coverage about half way into Fond-du-Lac and has not re-entered radar coverage since.
Incident: KLM B744 at Enschede on Dec 6th 2017, a special welcome committee on very last landing
By Simon Hradecky, created Sunday, Dec 10th 2017 21:06Z, last updated Sunday, Dec 10th 2017 21:06Z
A KLM Boeing 747-400, registration PH-BFR performing her last ever flight KL-747 from Amsterdam to Enschede (Netherlands), had landed on Enschede’s runway 23, slowed safely and stopped at the end of the runway, when three roe deer walked across the runway eyeing the aircraft. The crew spotted the animals and greeted them warmly, too.
PH-BFR is the first of KLM’s Boeing 747-400s going to be scrapped in Enschede. END
- Incident: Emirates A388 at New York on Dec 4th 2017, at about 200 feet in the middle of turn to runway 13L
By Simon Hradecky, created Saturday, Dec 9th 2017 23:03Z, last updated Tuesday, Dec 12th 2017 18:27Z
An Emirates Airbus A380-800, registration A6-EEU performing flight EK-207 from Dubai (United Arab Emirates) to New York JFK,NY (USA), was on final approach to New York’s runway 13L following the Canarsie approach (requiring a 90 degrees turn onto very short final), when the aircraft descended below minimums prompting tower to warn EK-207 “you appear to be extremely low on approach” at 20:26L (01:26Z Dec 5th) while the aircraft was about half way into the turn about to be abeam the Aqueduct Racetrack about 2.5nm before the runway threshold, the crew announced in response “missed approach”. The aircraft climbed out to safety, positioned for another approach now to runway 22L and landed safely about 10 minutes after the go-around.
The FAA radar data suggest the aircraft was at 200 feet AGL at the lowest point. The Webtrak data produced by the airport authority show the aircraft at 338 feet MSL at its lowest point.
ADS-B data transmitted by the aircraft (and recorded in one minute intervals) show the aircraft at the lowest point at 25 feet MSL measured to standard pressure already climbing at 2100fpm at 20:27:07L (01:27:07Z Dec 5th). With the current Altimeter setting of 30.43 inches (see METARs) 467 feet need to be added to compensate for ambient pressure, the ADS-B therefore show the aircraft at pressure altitude 492 feet MSL already in the climb again.
On Dec 12th 2017 the FAA told The Aviation Herald in response to the inquiry of Dec 9th 2017 (and an initial reply the same day that the FAA needed to check): “Emirates Airline EK-207, an Airbus A380, landed safely on Runway 13L at John F Kennedy International Airport, December 4, 2017 at 8:26 pm after initiating a go around due to a low altitude alert. The FAA is investigating.”
Another Emirates A388 had descended below safe height on approach to Moscow about 3 months ago, see Incident: Emirates A388 at Moscow on Sep 10th 2017, go around from about 400 feet AGL 8nm before runway.
5). Accident: Easyjet A319 at Basel on Jul 20th 2014, pilot induced turbulence injures cabin crew
By Simon Hradecky, created Thursday, Sep 18th 2014 13:49Z, last updated Monday, Dec 11th 2017 15:06Z
An Easyjet Switzerland Airbus A319-100, registration HB-JZQ performing flight U2-1174 from Olbia (Italy) to Basel/Mulhouse (Switzerland/France) with 150 passengers and 6 crew, was descending through about FL230 towards Basel when the aircraft experienced “unexpected turbulence” resulting in injuries to one cabin crew. The aircraft continued for a safe landing on Basel’s runway 15 about 15 minutes later.
On Sep 18th 2014 Switzerland’s SUST announced an investigation has been opened into the occurrence rated an accident.
On Dec 11th 2017 the SUST released their final report in French concluding the probable cause of the accident was:
The accident is to be attributed to an abrupt movement of the left sidestick to the mechanical stop. This caused a vertical acceleration of +2.33G leading to the fall of a flight attendant receiving a serious injury.
Contributing factors were:
- in speed mode “selected” the crossover from mach to IAS did not happen
- unsuitable scan of aircraft parameters by the pilot flying
- unsuitable handling of the descent parameters by the pilot flying when approaching the maximum permitted speed in normal operation END