MaxAvSafety: WW Wkly Commercial Incident/Accident Rpt

MaxSez: Provided as Professional Knowledge Gained. Pls expand details, add first person accounts, related photo/videos etc thanks:

Sunday Aug 13th 2017
Incident ANA B772 near Tokyo on Aug 12th 2017, cabin did not pressurize
Saturday Aug 12th 2017
Incident Gol B738 near Curitiba on Aug 10th 2017, smoke indication
Incident Lufthansa A343 at Cape Town on Aug 10th 2017, could not fully retract landing gear
Incident Baltic DH8D near Riga on Aug 12th 2017, oil pressure indication problem
Incident Hawaiian B763 over Pacific on Aug 11th 2017, smoke in cockpit
Friday Aug 11th 2017
Incident PSA CRJ2 near Raleigh Durham on Aug 11th 2017, engine problem
Incident Canada A320 enroute on Aug 1st 2017, hydraulic failure
Incident Jetblue A320 near Fort Lauderdale on Aug 10th 2017, 3 flight attendants feel ill in flight
Accident Jetblue A320 near Buffalo on Aug 10th 2017, fumes injure 3
Incident Easyjet A319 at Munich on Jul 3rd 2017, hard landing
Thursday Aug 10th 2017
Incident Blue B734 near Bacau on Aug 10th 2017, cabin did not pressurize
Incident Blue B734 near Bacau on Aug 10th 2017, loss of cabin pressure
Incident Arabia A320 at Thiruvananthapuram on Aug 9th 2017, bird strike
Incident SAS A343 near Keflavik on Aug 8th 2017, engine problem
Incident Expressjet E145 near Buffalo on Aug 9th 2017, smoke in cockpit
Incident Avianca C.A. A321 at Santiago on Aug 10th 2017, engine shut down in flight
Incident Canada A320 near Calgary on Jul 29th 2017, electrical odour in cockpit
Incident Canada B763 at Toronto on Jul 28th 2017, engine surges
Incident Polar Cargo B748 at Tokyo on Jul 15th 2017, overran runway on takeoff
Report Easyjet A320 near Athens on Jan 20th 2017, electrical burning odour in cockpit
Accident Lion B739 and Wings AT72 at Medan on Aug 3rd 2017, collision on runway
Incident Jetgo E135 at Middlemount on Aug 8th 2017, touched down short of runway
Wednesday Aug 9th 2017
Incident United B772 near Ottawa on Aug 8th 2017, cracked windshield
Incident Expressjet CRJ9 at Atlanta on Aug 9th 2017, rejected takeoff due to blown tyre
Incident Enter B738 at Manchester on Aug 9th 2017, nose wheel steering failed before takeoff
Incident B752 at Manchester on Aug 9th 2017, rejected takeoff due to engine indication
Incident Canada Rouge B763 near Jacksonville on Jul 31st 2017, uncommanded roll due to B744 ahead
Accident Westjet B737 at Dublin on Aug 8th 2017, centrifugal force during taxi injures flight attendant
Incident India A320 at Delhi on Aug 6th 2017, burst tyre on landing
Incident India B788 near Tehran on Aug 9th 2017, cracked windshield
Accident Republic E175 at Columbus on Aug 8th 2017, rejected takeoff due to bird strike
Tuesday Aug 8th 2017
Incident Kish MD83 at Abadan on Aug 7th 2017, engine shut down in flight
Incident Lufthansa A388 near Montreal on Aug 2nd 2017, fire in cabin
Incident Jazz DH8A at Mont Joli on Feb 3rd 2016, control problems on approach
Accident Vietnam A321 at Hanoi on Jul 22nd 2017, touchdown at 2.78G and temporary runway excursion
Accident Germania A321 at Fuerteventura on Jul 16th 2016, hard landing at +3.3G
Monday Aug 7th 2017
Incident Fuji Dream E170 near Nagoya on Aug 6th 2017, engine problem
Incident Lingus A320 at London on Aug 6th 2017, bird strike
Incident Med-View B763 at Ilorin on Aug 5th 2017, rejected takeoff due to bird strike
Accident Republic E175 near Washington on Aug 3rd 2017, turbulence injures flight attendant
Incident Frontier A320 at Indianapolis on Aug 6th 2017, bird strike
Accident American A333 near Long Island on Aug 5th 2017, turbulence injures 10
Sunday Aug 6th 2017
Incident Flybe DH8D near Manchester on Aug 5th 2017, first officer incapacitated
Incident Condor A320 at Munich on Aug 5th 2017, nose wheel steering problems
Accident Emirates B773 at Dubai on Aug 3rd 2016, long landing, go around without thrust results in runway impact, aircraft on fire
Saturday Aug 5th 2017
Accident American A321 near Port of Spain on Aug 2nd 2017, “little bit of turbulence” injures a few passengers
Incident Atlasglobal A321 near Kuwait on Aug 5th 2017, loss of cabin pressure
Incident Aeroflot A332 at Moscow on Aug 4th 2017, flaps did not retract
Friday Aug 4th 2017
Incident Egypt A332 at Madinah on Aug 4th 2017, smoke in cockpit
Incident UPS MD11 over Atlantic on Aug 4th 2017, smoke on board


Aircraft flew 2 hours afterwards in order to return to Copenhagen.


@Jet_Airways_995… MaxSez: A Or E… Phonetic, recurring spell/grammar error. I don’t proof and the Pad spell checker sucks. It’s the thought that counts. Regards Professor…


How did that happen? Any mention of food poisoning or something along those lines?

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@Reedgreat. MaxSez: Rpt as requested, read add on comments. Regards

Incident: Jetblue A320 near Fort Lauderdale on Aug 10th 2017, 3 flight attendants feel ill in flight
By Simon Hradecky, created Friday, Aug 11th 2017 20:05Z, last updated Friday, Aug 11th 2017 20:05Z
A Jetblue Airbus A320-200, registration N591JB performing flight B6-385 from Fort Lauderdale,FL (USA) to Bridgetown (Barbados) with 101 passengers and 5 crew, was enroute at FL340 about 170nm eastsoutheast of Fort Lauderdale when the flight crew decided to return to Fort Lauderdale advising of a number of flight attendants feeling unwell. The aircraft landed safely back at Fort Lauderdale about one hour after departure.

Broward Sheriff Office reported three flight attendants complained about symptoms like headache and were medically assessed at the airport but reported otherwise okay and were not transported to a hospital. The office made sure there were no further injuries. The aircraft was examined.

The airline reported only one flight attendant reported feeling ill prompting the return to Fort Lauderdale. A replacement flight attendant joined the crew.

The occurrence aircraft, that had already departed Fort Lauderdale for the first attempt with a delay of 6 hours, remained on the ground for about 5 hours, then resumed the flight and reached Bridgetown with a delay of 11 hours. The aircraft remained on the ground in Bridgetown for 12.5 hours before departing to the next flight.

Reader Comments: (the comments posted below do not reflect the view of The Aviation Herald but represent the view of the various posters)

By (anonymous) on Saturday, Aug 12th 2017 09:13Z

The 787 has a own system for pumping air in, that is not included in the engine. Normally, the air for the cabin is pumped in using some of the compressed air after the x-th (sorry, don’t know that) compressor stage, which can be contaminated by oil fumes. The 787 has, as stated above, a seperate system, so that fume incidents are avoided. Sorry that I cannot give you more detail, but I hope you get the picture.

By Simon on Saturday, Aug 12th 2017 08:43Z

787 Principle ?
By Les on Saturday, Aug 12th 2017 08:24Z

Could someone explain the 787 principle, I am guessing a fundamental difference in the design concerning cabin air supply but it is a guess. Thanks

By (anonymous) on Saturday, Aug 12th 2017 07:43Z

Most likely oil fumes, originating from the air pumped into the cabin via the engines. These incidents just happen to not being related to the respective altitude the bucket is flying at. Airbus has been over this and issued a document on this problem.

Or maybe aliens farting ice crystals, and getting shreddered by the engines, you know, that’s why nobody has seen any UFOs recently.

On more serious terms, can anyone explain why the 787-principle isn’t adopted on the newer aircraft types, like the A350?

Bad air
By Ecumenico on Friday, Aug 11th 2017 23:16Z

Two cases today of bad air causing illness among the cabin crew and interruption of the respective flights. Both airplanes of the type A320-200 belonging to same airline were flying at FL 340.
These cases seem to be different in origin, than the other 3 smoke and electrical odour cases reported on previous days. Two of them being A320 flying at FL 380 and FL340 respectively.
What is causing these erratic and unhealthy incidents that do not repeat in every flight?



Oh god… Now I can see why people are afraid of flying :(


@Darth_Sidious… Report aircraft on fire, need data & date. Here’s the final investigation report on the Pilot Error/Go Around/Accident)

Accident: Emirates B773 at Dubai on Aug 3rd 2016, long landing, go around without thrust results in runway impact, aircraft on fire
By Simon Hradecky, created Wednesday, Aug 3rd 2016 09:32Z, last updated Sunday, Aug 6th 2017 13:32Z
An Emirates Airlines Boeing 777-300, registration A6-EMW performing flight EK-521 from Thiruvananthapuram (India) to Dubai (United Arab Emirates) with 282 passengers and 18 crew, was on final approach to Dubai’s runway 12L at 12:41L (08:41Z) but attempted to go around after first ground contact. The aircraft however did not climb, but after retracting the gear touched down on the runway and burst into flames. All occupants evacuated via slides, 13 passengers received minor injuries, 10 were taken to hospitals, 3 treated at the airport. The aircraft burned down completely. A firefighter attending to the aircraft lost his life.

The airline reported: “Emirates can confirm that an incident happened at Dubai International Airport on 3rd August 2016 at about 12.45pm local time.”

United Arab Emirates Government confirmed an Emirates aircraft arriving from India suffered a crash landing at Dubai Airport, all passengers have been evacuated, there are no reports of injuries.

United Arab Emirates General Civil Aviation Authority (GCAA) reported a firefighter attending to the fire, while saving lives, lost his own life. The director of the GCAA said: “I salute his ultimate sacrifice that kept many from harm’s way. Our thoughts and prayers are with his family.”

Emirates Airlines’ chairman reported 13 passengers received minor injuries during the incident and were treated by medical teams.

On Aug 4th 2016 the airline reported that both captain and first officer had accumulated more than 7000 flying hours. The aircraft involved in the “operational incident” was equipped with Trent 800 engines and had been delivered to the airline in March 2003.

A passenger in the aft cabin reported, that the approach was normal, there had been no announcements or indications of anything abnormal. Then there was a heavy impact, oxygen masks came down, the aircraft skidded shaking violently and immediately filling with smoke and came to a stop. All doors were opened, it appeared however not all of them were used for evacuation. After sliding down the chute the passenger began to run, about 100 meters from the aircraft an explosion was heard (editorial note: watch video “The aircraft erupting into flames”, the right wing caught fire and including right hand engine separated from the aircraft).

Another passenger reported that the captain made an announcement they would land at Dubai and the weather was fine, nothing appeared to be amiss. Suddenly the aircraft hit the ground tail/belly first, at the same time the right hand engine caught fire, and the aircraft skidded to a halt, smoke filled the cabin, only at this time the passengers realised the seriousness of the situation. The accident came entirely out of the blue.

A ground observer reported EK-521 made a normal approach with the landing gear extended, touched down hard and went around, the gear was retracted, however the aircraft appeared to lack power and sank back onto the runway. (Editorial note: The Aviation Herald noticed the lack of a significant detail in the narration of passengers mentioned above, there was no mention of sounds of engines spooling up).

On Aug 8th 2016 a passenger reported in the reader comments on AVH below, that the approach was normal, the landing gear was down. The aircraft touched down, however, the nose was not lowered onto the runway and the aircraft appeared to climb away again, the gear was retracted, however, the engines did not spool up. The aircraft made ground contact again, skidded along the runway with the right hand engine separating from the aircraft but still being dragged along with the aircraft until the aircraft came to a full stop.

According to ATC recordings the aircraft performed a normal approach and landing, there was no priority or emergency declared. Upon contacting tower tower advised the crew to plan to vacate the runway at taxiway M9 and cleared the aircraft to land. Another approach reported on tower frequency. About 2 minutes after EK-521 reported on tower, the crew reported going around, tower instructed the aircraft to climb to 4000 feet, the crew acknowledged climbing to 4000 feet, a few seconds later tower instructs the next arrival to go around and alerts emergency services. The position of the aircraft is described near the end of the runway.

On Sep 6th 2016 United Arab Emirates’ GCAA released their preliminary report reporting, that the aircraft landed long, both main gear struts touched down, the crew initiated a go-around, retracted the landing gear and climbed to 85 feet radar altitude with the speed decaying to 134 KIAS, the aircraft descended again with the landing gear in transit into the UP position, 3 seconds prior to impact with the runway the thrust levers were moved from IDLE to full forward and the authothrottle system transitioned from IDLE to THRUST mode, a second later a GPWS warning “DON’T SINK! DON’T SINK!” activated, another second later the engines began to respond, another second later the aircraft impacted the runway abeam N7 taxiway at 125 KIAS, 9.5 degrees nose up and a rate of descent of 900 fpm following by both engines contacting the runway surface, the landing gear still in transit towards the up position. The right hand engine pylon assembly separated from the wing, an intense fuel fed fire developed in the area of the separated engine pylon. The aircraft slid along the runway on its belly, left hand engine and outboard right hand wing, an incipient fire started at the underside of the left hand engine, and the aircraft came to a stop adjacent to the intersection with taxiway M13. A fire emanated from underneath the right hand engine, engine pylon area and fuselage. About a minute later the commander transmitted a Mayday Call and advised they were evacuating.

Fire fighters arrived about one minute after the aircraft came to a stop and began to immediately apply foam. All but two occupants evacuated the aircraft via inflated escape slides, the captain and a senior cabin crew member vacated the aircraft through the L1 door with a detached escape slide.

One cabin crew received serious, 21 passengers, another cabin crew and the first officer received minor injuries.

The aircraft was destroyed.

The GCAA reported the captain (34, ATPL, 7,456 hours total, 5,128 hours on type) was pilot flying, the first officer (37, ATPL, 7,957 hours total, 1,296 hours on type) was pilot monitoring. While descending towards Dubai the crew received ATIS reporting windshear on all runways. The aircraft was configured for a landing with flaps at 30 degrees, the Vapp was computed to 152 KIAS (Vref+5 knots). The aircraft performed an RNAV approach to runway 12L. Tower cleared the aircraft to land and reported the winds from 340 degrees at 11 knots and instructed the crew to vacate the runway via taxiway M9.

The aircraft descended through 1100 feet AGL with autothrottle engaged in SPEED mode at 152 KIAS, the wind began to change from a headwind of 8 knots to a tailwind of 8 knots. The autopilot was disconnected at 920 feet AGL, the approach continued with autothrottle engaged. Descending through 700 feet AGL at 154 KIAS the tailwind had gradually increased to 16 knots.

Descending through 35 feet AGL, at 159 KIAS, the captain initiated the flare, the autothrottle transitioned to IDLE and both thrust levers moved to the IDLE position. Descending through 5 feet AGL, at 160 KIAS, the tailwind changed to a head wind. About 5 seconds later the right main gear’s weight on wheel sensors triggered about 1100 meters past the runway threshold followed by the left main gear’s weight on wheel sensor 3 seconds after the right hand main gear, the nose landing gear remained airborne. The Runway Awareness Advisory System (RAAS) annunciated aurally “LONG LANDING, LONG LANDING”.

4 seconds after the RAAS advisory the aircraft became airborne again in an attempt to go around in head wind, the flap lever was moved to 20 degrees and two seconds later the landing gear lever was moved to the UP position, the landing gear unlocked and began to retract.

5 seconds after the aircraft became airborne again tower instructed the flight crew to continue straight ahead and climb to 4000 feet. The instruction was correctly read back. Both flight crew members noticed the decaying speed, the first officer called “CHECK SPEED”. The thrust levers were moved from IDLE to full forward, the autothrottle system transitioned from IDLE to THRUST mode.

The GCAA reported that the aircraft slid on the ground over 800 meters with the landing gear not yet in the fully up position.

Initially two fire tenders reached the aircraft and immediately began to foam the aircraft. After perceiving they had contained the fire the firemen assisted with the evacuation, two fire fighters laid out sideline hoses to cool the #2 engine. Other fire tenders arrived on scene without difficulties. After the initial two tenders ran out of water and all of the aircraft occupants had left the aircraft, the fire tenders moved to hydrants to refill. The two fire fighters, who had laid out the sidelines, were wrapping up the sidelines, when the aircraft’s fuel center tank exploded killing one of the fire fighters.

Editorial notes: The preliminary report does not mention whether the TO/GA switches were pressed at the time of initiating the go around. However, the appendices of the preliminary report show a page out of the Flight Crew Operating Manual (see below) describing the go around procedure and stating: “The TO/GA switches are inhibited when on the ground and enabled again when in the air for a go around or touch and go.”

On Aug 5th 2017 the GCAA released an interim statement reporting the investigation is ongoing. The GCAA stated: “Regarding the operation of the flight the Investigation is working to determine and analyze the human performance factors that influenced flight crew actions during the landing and attempted go-around. In addition, the Investigation has reviewed and has identified safety enhancements related to the validity of weather information that was passed to the flight crew, and communication between air traffic control and the flight crew. A detailed examination was performed of the Aircraft evacuation systems, including the operation of emergency escape slides in a non-normal aircraft resting position, and the effects of wind on the escape slides. A large number of aircraft systems were tested with the assistance of the manufacturers and analysis of the data downloaded indicates that there were no Aircraft systems or engine abnormalities up to the time of the Accident.”


I truly do love the quotation marks depicted above xD


Damn. Brave people out there in the world


What hold up…How on earth did this happen?

@American232… FYI… Max

@JRRaviation… Date, Airline, FltNo if you want summary… Max

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Godspeed brother. KTIYTP


And yet I’m getting all these on FR24 notifications! There have been quite a few

You do realise it was that accident in 2016

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@Aussie_Wombat. MaxSez: “Getting all these”, I doubt it but Interesting, what your seeing on FR-24 are just squawk codes sent with no substance. Most are not classified as incidents or accidents. Now if you have the interest and patience every time you see a 70 series squawk recorded on FR-24 note the occurrence in the FR-24 Topic/Thread… Do a comparative analysis & Beat the Aviation Safety Agencies to the punch with conjecture and not the facts on the Forum WW Sunday wrap up. Gooday.

Wow, RIP Mr. Brave firefighter! That sounded like a rough experience for the passengers!


All firefighters are brave, not all brave are firefighters, but they would make great ones for sure :-)

No offense but that seems a little bit like TS1…

Saw this one first hand. This flight was operating to Tulsa when it blew a tire on takeoff. Passengers were changed to a later aircraft

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