MaxAvSafety: Wkly WW Commercial Incident/Accident Rpt

MaxSez: Provided as Professional Knowledge Gained. Pls add omissions, related photo’s, videos and first persons accounts. . Thanks

Saturday Dec 9th 2017
Incident Emirates A388 at New York on Dec 4th 2017, at about 200 feet in the middle of turn to runway 13L
Incident Norwegian B738 at Funchal on Dec 9th 2017, flaps problem
Incident Lufthansa A359 near Bucharest on Dec 9th 2017, battery failure
Accident Qatar A321 at Doha on Dec 8th 2017, aircraft on fire during maintenance
Friday Dec 8th 2017
Incident United B739 near Newark on Dec 8th 2017, smoke in cockpit
Incident Jazz DH8D near Vancouver on Nov 27th 2017, cabin pressurization problem
Incident Jazz DH8D near Vancouver on Nov 26th 2017, cabin pressurization problem
Incident Serbia AT72 near Sofia on Nov 26th 2017, noise and vibrations felt from airframe
Report Singapore A388 near Singapore on Jun 18th 2015, turbulence injures three
Incident British Airways B744 at Phoenix on Dec 6th 2017, engine shut down in flight
Incident ANZ B789 near Auckland on Dec 5th 2017, engine shut down in flight
Thursday Dec 7th 2017
Incident Aeromexico Connect E190 near Queretaro on Dec 6th 2017, hydraulic leak
Incident Ural A320 at Saint Petersburg on Dec 7th 2017, airspeeds disagree
Incident British Airways B744 near Vancouver on Nov 29th 2017, hydraulic failure
Incident Delta A320 at New York on Dec 6th 2017, tail strike
Incident THY B738 at Istanbul on Dec 6th 2017, lightning strike
Incident Allegiant A319 at Cancun on Nov 18th 2017, loss of nose wheel steering
Incident France A388 over Greenland on Sep 30th 2017, uncontained engine failure, fan and engine inlet separated
Incident Braathens Regional RJ1H at Gothenburg on Nov 7th 2016, vibrations at high speed
Incident ANZ B789 near Auckland on Dec 6th 2017, engine problem
Incident Indonesia AirAsia A320 at Perth on Nov 24th 2017, operational non-compliance
Incident AeroUnion B762 at Los Angeles on Dec 5th 2017, streak of flame and heavy smoke from engine
Wednesday Dec 6th 2017
Incident Yakutia DH8C near Yakutsk on Dec 5th 2017, engine shut down in flight
Incident AeroContractors B735 near Lagos on Jun 5th 2015, loss of cabin pressure
Accident Spirit A321 near Fort Lauderdale on Dec 5th 2017, severe turbulence injures 4
Report Jet Airways B738 at Kolkata on Jan 14th 2015, tail scrape on landing
Incident Indigo A320 at Mumbai on Mar 9th 2013, unreported runway excursion
Incident Jetgo E135 at Middlemount on Aug 8th 2017, collided with runway threshold lights
Incident Volaris A319 at New York on Dec 5th 2017, lined up runway 13R instead 13L on visual Canarsie approach
Incident Baltic B735 at Moscow on Dec 6th 2017, runway excursion upon vacating the runway, next approach continued landing
Tuesday Dec 5th 2017
Incident Delta A320 at Sacramento on Dec 4th 2017, bird strike
Incident United B739 near Chicago on Dec 4th 2017, indication of loss of thrust from both engines
Accident Lufthansa B744 at Denver and Frankfurt on Oct 18th 2017 and Oct 19th 2017, fumes on board, passengers and cabin crew unwell
Accident Lufthansa A321 at Frankfurt and Barcelona on Nov 29th 2017, fumes on board
Incident Norwegian B789 near Dublin on Dec 3rd 2017, luggage and passenger mismatch
Monday Dec 4th 2017
Incident Southwest B737 near Los Angeles on Dec 3rd 2017, burning odour in cabin
Incident Thai A333 at Islamabad on Dec 4th 2017, overran runway on landing
Incident Delta B712 at Montreal on Nov 10th 2017, engine problem
Incident Delta B752 near Billings on Dec 2nd 2017, a lot of pressure
Incident France A343 at Douala on Nov 28th 2017, engine shut down in flight, reports of fire in Cameroon media
Incident Nordic Regional E190 near Turku on Dec 3rd 2017, smell of smoke in cabin
Accident Brussels A332 near Toronto on Nov 28th 2017, passengers and cabin crew feeling unwell
News Singapore A359 at Mumbai on Dec 4th 2017, go around on final approach portrayed as approach to wrong airport
Sunday Dec 3rd 2017
Incident American B772 over Pacific on Nov 22nd 2017, engine fire indication
Incident United A320 enroute on Dec 1st 2017, hydraulic leak
Saturday Dec 2nd 2017
Incident Cathay Dragon A333 at Dhaka on Dec 1st 2017, nose gear steering failure
Incident Transavia B738 at Amsterdam on Dec 1st 2017, bird strike
Incident PSA CRJ2 at Toledo on Dec 1st 2017, smoking engine
Incident Thomas Cook A332 at Holguin on Nov 27th 2017, rejected takeoff due to engine failure
Friday Dec 1st 2017
Incident Lufthansa A388 over Atlantic on Dec 1st 2017, engine oil leak
Incident Southwest B737 near Las Vegas on Nov 30th 2017, hydraulic failure. END
(Source: AVHerald)


  1. 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 Saturday, Dec 9th 2017 23:46Z
    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.

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. END

  1. Accident: Qatar A321 at Doha on Dec 8th 2017, aircraft on fire during maintenance
    By Simon Hradecky, created Saturday, Dec 9th 2017 16:51Z, last updated Saturday, Dec 9th 2017 16:55Z
    A Qatar Airways Airbus A321-200, registration A7-AIB, was parked at a remote stand for maintenance concerning the inflight entertainment system and satcom antenna, when at about 06:50L fire broke out in the cabin burning through the roof of the aircraft before the fire could be extinguished. There were no injuries, the aircraft sustained substantial damage and possibly needs to be written off.

The aircraft had last flown on Dec 6th 2017 performing flight QR-234 from Moscow Domodedovo (Russia) to Doha (Qatar).

The airline reported a fire broke out inside the cabin but was promptly extinguished. “Whilst there was some damage to the aircraft there were no injuries”, the airline stated.

The aircraft seen after the fire was extinguished:


  1. Final Report: Incident: France A388 over Greenland on Sep 30th 2017, uncontained engine failure, fan and engine inlet separated
    By Simon Hradecky, created Saturday, Sep 30th 2017 17:52Z, last updated Thursday, Dec 7th 2017 16:12Z
    An Air France Airbus A380-800, registration F-HPJE performing flight AF-66 from Paris Charles de Gaulle (France) to Los Angeles,CA (USA) with 497 passengers and 24 crew, was enroute at FL370 about 200nm southeast of Nuuk (Greenland) when the fan and inlet of the #4 engine (GP7270, outboard right hand) separated from the engine. The crew descended the aircraft to FL310 and diverted to Goose Bay,NL (Canada) for a safe landing about 2 hours later at 12:41L (15:41Z). Emergency services reported hydraulic fluid leaking from the engine.

A runway inspection discovered debris on the arrival runway, which needed to be cleaned before the runway could be reopened.

A passenger reported there was a loud thud followed by vibrations.

The passengers report they were kept on board of the aircraft until arrival of the replacement aircraft because the airport does not have stairs to accomodate the A380.

The airline reported the aircraft diverted to Goose Bay following serious damage to one of the four engines. Flight and Cabin crew handled the serious incident perfectly. Teams are being dispatched to Goose Bay to assist the passengers, the airline is working to re-route the passengers to Los Angeles via their connecting platforms in North America.

The airline later reported that airline staff reached Goose Bay and now takes care of the passengers. Two flights were dispatched to Goose Bay to pick up the passengers and take them to Los Angeles. An Air France Boeing 777-300 registration F-GZNO arriving from Montreal,QC (Canada) reached Goose Bay at about 02:50L (05:50Z) and departed Goose Bay for Atlanta,GA (USA) at flight AF-4080 at 06:55L (09:55Z). An additional Boeing 737-300 registration C-GNLQ leased in from Nolinor arrived 3 hours ago and already departed Goose Bay as flight NRL-580 to Winnipeg,MB (Canada) and further to Los Angeles.

The passengers disembarked via stairs and boarded the replacement aircraft.

On Oct 1st 2017 the Canadian TSB reported they have dispatched a team of investigators to Goose Bay to collect evidence and assess the occurrence.

On Oct 3rd 2017 the French BEA announced, that the Danish Aviation Authorities (responsible also for Greenland) have delegated the investigation to the BEA. Representatives of Denmark, the US NTSB and the Canadian TSB have joined the investigation. Four BEA investigators accompanied by advisors from Airbus and Air France departed to Goose Bay on Oct 1st, NTSB investigators accompanied by advisors from Engine Alliance (General Electric and Pratt Whitney) travelled to Goose Bay. A fifth BEA investigator travelled to Ottawa for a first reading of the FDR data which confirmed the fan separation took place over Greenland. First observation of the engine suggests, the fan - the first rotating element - detached in flight dragging the air inlet with it. The damage appears to be limited to engine #4 and its immediate environment.

On Oct 5th 2017 the BEA announced that following read out of the flight data recorder the position of the engine failure was identified about 81nm/150km southeast of Paamiut (Greenland). A helicopter of Air Greenland was dispatched on request by the Danish Havarikommission (HCL), overflew the area on Oct 4th 2017 and spotted the engine debris in an area covered with ice and desert at the West Coast. The BEA is now in cooperation with HCL to get the recovery of the debris organized. The analysis of the blackboxes continues at the laboratories of BEA, the engine is being analysed at the premises of the engine manufacturer. The BEA investigators dispatched to Goose Bay and Ottawa are returning to France.

On Oct 6th 2017 the BEA released photos of the engine parts found on the ground in Greenland and reported that a few of the engine parts found on the ground have been recovered and are now on their way to the BEA via the Danish Authorities. Another mission to recover the remaining engine parts is being organized as soon as the weather permits.

On Oct 11th 2017 the BEA announced that engine #4 is to be deposited in Goose bay before decisions about the further investigation are to be taken. Teams of Air France and Airbus are going to remove the engine from the aircraft and put into storage. The engine is subsequently expected to be shipped to Cardiff,WL (UK) into a General Electrics facility where the BEA investigators are going to travel to to continue analysis. It is being studied as to how the aircraft can be ferried to Europe for repairs and return into service with Air France. Due to the complex logistics of these operations the schedule may spread over several weeks. In the meantime the search and recovery of the parts that detached in flight over Greenland continues in Greenland.

On Oct 12th 2017 the FAA released their emergency airworthiness directive (EAD) 2017-21-51 reporting an Engine Alliance GP7270 engine (obviously referencing engine #4 of F-HPJE) suffered an uncontained engine failure. The engine had accumulated 3,527 flight cycles since new commenting “which is a relatively high cycle engine.” The FAA issues the EAD as an interim action reasoning: “An investigation to determine the cause of the failure is on-going and we may consider additional rulemaking if final action is identified.” The EAD identifies the unsafe condition as: “This AD was prompted by failure of a fan hub. We are issuing this AD to prevent failure of the fan hub, which could lead to uncontained release of the fan hub, damage to the engine and damage to the airplane.” The EAD requires visual inspections of the fan hubs with 3,500 flight cycles or more within 2 weeks and fan hubs with 2,000 or more flight cycles within 8 weeks. The fan hubs are to be removed from service if damage or defects are found outside serviceable limits.

On Dec 6th 2017 at 16:20Z the occurrence aircraft departed for Paris from Goose Bay initially climbing to FL370, subsequently climbing to FL410 (indicative all 4 engines are operating normally). Air France confirmed that the aircraft departed with all 4 engines operating.

On Dec 7th 2017 the airline reported the aircraft has successfully positioned back to Paris Charles de Gaulle operating on all 4 engines and operated by Air France Crew. The aircraft is now undergoing additional checks before returning to service in a few weeks time.


  1. Incident: Indonesia AirAsia A320 at Perth on Nov 24th 2017, operational non-compliance
    By Simon Hradecky, created Thursday, Nov 30th 2017 15:38Z, last updated Thursday, Dec 7th 2017 14:48Z
    An Indonesia AirAsia Airbus A320-200, registration PK-AZE performing flight QZ-535 from Perth,WA (Australia) to Denpasar (Indonesia), was climbing out of Perth’s runway 21 when the crew initiated a left turn at 300 feet AGL. ATC immediately intervened and instructed the crew to turn onto a southerly heading. The aircraft continued to Denpasar for a landing without further incident.

Australia’s ATSB rated the occurrence an accident and opened an investigation. The ATSB reported the standard departure route required the aircraft to continue straight on runway heading until 5nm out, then turn right.

The ATSB sent notifications of an incident rather than accident to other air accident investigation bodies and subsequently also updated their own website to now show an incident rather than an accident (standing Dec 7th 2017).END

4 Final Rpt: Incident: Jetgo E135 at Middlemount on Aug 8th 2017, collided with runway threshold lights
By Simon Hradecky, created Thursday, Aug 10th 2017 14:31Z, last updated Wednesday, Dec 6th 2017 16:49Z
A Jetgo Embraer ERJ-135, registration VH-JGB performing charter flight JG-23 from Brisbane,QL to Middlemount,QL (Australia) with 23 passengers and 3 crew, completed the flight with what appeared an uneventful landing on Middlemount’s runway 11.

Australia’s TSB reported however, that a runway inspection after the landing revealed two runway edge lights were damaged and there was evidence the aircraft had touched down ahead of the runway threshold. The captain was notified, an inspection of the aircraft was performed before it departed Middlemount again with no damage found. The ATSB rated the occurrence a serious incident and opened an investigation.

The aircraft remained on the ground in Middlemount for about 3 hours, then returned to Brisbane.

On Dec 6th 2017 the ATSB released their final report concluding the probable causes of the serious incident were:

  • The aircraft descended below the desired approach path and landed prior to the selected aim point. Prior to landing, the aircraft collided with two runway threshold lights.

  • A flight involving a captain under line training, with high workload during final approach associated with the line training, along with the absence of approach slope guidance, resulted in the flight crew not detecting that the aircraft had descended below the desired approach path.

The ATSB reported the crew consisted of a captain under line training and a training captain, the captain under line training was pilot flying (PF), the training captain was pilot monitoring (PM). The crew had flown a visual circuit and extended the downwind leg to permit the PF familiarize with the terrain and a number of masts near the runway. On final approach the PM noticed they were low on approach but determined he did not need to intervene. The aircraft touched down seemingly without any incident. The aircraft made a second rotation into Middlemount also without incident. The airport operator annotated that he observed the second arrival and the aircraft touched down within the normal landing zone.

In the evening a runway inspection revealed that two runway threshold lights were damaged and there were fresh tyre marks starting about 4 meters past the threshold lights. An engineering inspection of the aircraft revealed no damage.

The ATSB annotated that Middlemount is the only airport without visual approach slope guidance (PAPI/VASI) in Australia regulary used for scheduled flights.

The ATSB reported the FDR data for the first approach and landing were in line with the tyre marks seen on the runway 4 meters past the threshold.

The ATSB analysed:

During final approach the aircraft descended below the final approach path, and the aircraft landed prior to the selected aim point. Prior to landing, the main landing gear tyres collided with two runway threshold lights.

This was the captain under training’s first approach without visual slope guidance in a jet aircraft. Combined with the demand of operating a new aircraft under new operating procedures, resulted in a high workload for the pilot under training during the approach. The training captain also experienced a high workload due to the demands of acting in the pilot monitoring role and monitoring the captain under training.

The high workload of the flight crew during the approach, along with the absence of approach slope guidance, likely reduced the flight crew’s ability to detect the flight path deviation. END

5). Singapore A359 at Mumbai on Dec 4th 2017, go around on final approach portrayed as approach to wrong airport
By Simon Hradecky, created Monday, Dec 4th 2017 14:30Z, last updated Monday, Dec 4th 2017 14:39Z
A Singapore Airlines Airbus A350-900, registration 9V-SMH performing flight SQ-422 from Singapore (Singapore) to Mumbai (India), was cleared for the approach to Mumbai International Airport’s runway 09 and was descending through about 1000 feet MSL when the crew initiated a go around, positioned for another approach to runway 09 of the International Airport and landed safely on that runway about 18 minutes later.

The airline reported: “Singapore Airlines SQ422, an Airbus A350, operating from Singapore to Mumbai on 04 December, was scheduled to land on Runway 09 at Chhatrapati Shivaji International Airport at 1035hrs (local time). Due to poor visibility conditions, the crew discontinued the approach to Runway 09 at approximately 1000 feet, in accordance with standard operating procedures. Air Traffic Control Mumbai then vectored the flight for a subsequent approach onto Runway 09 and the flight landed uneventfully at 1048hrs (local time). At no time did the pilots of SQ 422 mistake Juhu airport as Chhatrapati Shivaji International Airport.”

India’s Media as well as several European aviation media reported that the aircraft was on final approach to Juhu Airport’s runway 08 instead of International Airport’s runway 09. As can be seen from the flight trajectory below, during the climb in the go around the aircraft went north of the approach track for International Airport’s runway 09 seemingly giving support to the idea of the aircraft aiming for Juhu Airport.

The aircraft departed for the return flight SQ-421 with a 35 min delay




The ATC recordings for this is interesting.


Thanks for keeping us up-to-date with the weekly Incidants & Accidants globally.

Idk about you but I don’t think Incidant or Accidant is a word

EDIT: Nvm you changed it.


Wow 200ft AGL for a A388 that hasn’t even aligned with ILS yet? That was pretty close.


Would these happen to be related incidents?

1 Like

@Kevin_Potthast… MaxSez… Same aircraft, always check Registration, in this case “CGYY: Same Craft. On 26th Craft had “Wet” Filters in the packs, impacting a/c & pressurization. Maint Chg Filters and wrote off the gripe. On 27th, Return Flt, same filter problem en-route. Probable Hull seam rupture or bad gasket not discovered on 26th allowed water injestion. Aircraftft went Out of Service upon recovery for investigation by maint to correct fault.


Already :O

787 problems…


Fun fact: The A350 was going to use the same LIO batteries as the 787 until they had an incident…


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