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EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022
Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals
Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured
Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport
UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes
Five Killed As Flying Doctor Service Helicopter Crashes Near Long Lellang, Malaysia
Singapore Transport Minister Defends SIA’s Air India Investment Amid Funding Concerns
Two Killed After Beechcraft A36 Bonanza Crashes Shortly After Takeoff Outside Brisbane
Trump Threatens To Block Bombardier Jets From US Unless It Builds Aircraft In America
Two Onboard Killed After Experimental Zenith CH701 Aircraft Crashes In Neosho, Missouri

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

Latest Breaking News & Developments

Latest Breaking News & Developments

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Airlines

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Posted onSeptember 10, 2026September 10, 2026

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Investigation

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Posted onSeptember 10, 2026September 10, 2026

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Aircraft Crashes

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Posted onSeptember 9, 2026September 9, 2026

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Aircraft Crashes

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Posted onSeptember 9, 2026September 9, 2026

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Posted onSeptember 9, 2026September 9, 2026

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Aircraft Crashes

Airlines

Incidents

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Five Killed As Flying Doctor Service Helicopter Crashes Near Long Lellang, Malaysia SEO DES: Helicopter was conducting a Flying Doctor Service mission when it crashed, killing the pilot, medical officer, assistant medical officer & 2 nurses onboard SOCIAL: Five people, including a pilot and four Malaysian Health Ministry personnel, were killed when a BO-105 helicopter (9M-LLF) crashed near Long Lellang STOLport in Sarawak on September 8, 2026. The helicopter was operated by Layang-Layang Aerospace Sdn Bhd and was conducting a Flying Doctor Service mission. The helicopter had departed Miri and was reportedly operating the Miri–Ba Lai–Long Siut–Long Lellang route. Those killed included a pilot, medical officer, assistant medical officer and two nurses travelling on official duty. Authorities confirmed the crash and fatalities, while search-and-rescue efforts were affected by the remote terrain and haze. Malaysia’s Air Accident Investigation Bureau will investigate the crash, while CAAM confirmed the aircraft and five people aboard. The cause remains unknown, and authorities have urged the public to avoid speculation as the investigation continues. Miri, Malaysia: Five people, including a pilot and four Malaysian Health Ministry personnel, were killed after a Flying Doctor Service helicopter crashed near Long Lellang STOLport in Sarawak, Malaysia, on September 8, 2026. The helicopter, a BO-105 identified as registration 9M-LLF, was operating a Flying Doctor Service mission when it crashed near the end of the airstrip at Long Lellang in the remote Marudi district of northern Sarawak. The aircraft was operated by Layang-Layang Aerospace Sdn Bhd, according to local reports. All five people aboard were killed. The victims included the pilot, a medical officer, an assistant medical officer and two nurses from Malaysia's Ministry of Health, who were travelling on official duty. Miri Division resident and chairman of the Miri Division Disaster Management Committee, Galong Luang, confirmed the deaths after receiving information from emergency and health authorities. “This is based on reports from the Fire and Rescue Department and the Ministry of Health,” Galong said. The crash occurred at approximately 3:40 p.m. near the end of Runway 04. The Civil Aviation Authority of Malaysia (CAAM) said it received notification of the occurrence from the Flight Information Service at 3:58 p.m. Health Minister Datuk Seri Dr Dzulkefly Ahmad said the helicopter had departed from Miri carrying one pilot and four Health Ministry personnel. “Based on the initial information received, the flight departing from Miri was operated by one pilot and carried four MOH health personnel, namely a medical officer, a medical assistant and two nurses who were on official duty,” he said. Initial information from Sarawak Police indicated that the privately owned helicopter had been chartered for Flying Doctor Service operations covering a route from Miri to Ba Lai, Long Siut and Long Lellang. Other local reports described the flight sector as Miri–Ba Lai–Long Siut–Long Lellang, indicating that Long Lellang was part of the helicopter's scheduled Flying Doctor Service mission. Sarawak Police Commissioner Datuk Mohamad Zainal Abdullah said the remote location and haze complicated the initial search-and-rescue response. “Air support using a helicopter from the Kuching Royal Malaysia Police Air Wing Base could not be carried out due to the hazy conditions and because the Civil Aviation Authority of Malaysia did not grant flight clearance,” Mohamad Zainal said. During the initial response, search-and-rescue efforts relied on assistance from local villagers, Malaysian Volunteer Corps personnel and auxiliary police at Long Lellang STOLport, while additional security personnel travelled to the crash site. The helicopter was later confirmed to have crashed near the end of the Long Lellang airstrip. The initial information from the Miri Airport Fire and Rescue Services indicated that the aircraft had taken off from Miri before crashing near the end of the runway at Long Lellang. The Long Lellang STOLport serves one of Sarawak's most isolated regions and is located next to Long Lellang village. The airfield provides access to remote communities, including Kelabit and Penan settlements, with the area lying hundreds of kilometres from Miri and difficult to access by road. The Flying Doctor Service plays a critical role in delivering medical services to isolated communities in Sarawak, where difficult terrain and limited road access often make air transport essential for healthcare teams. The Civil Aviation Authority of Malaysia confirmed that the aircraft involved was a BO-105 helicopter registered 9M-LLF and said five people, including the pilot, were aboard. The cause of the crash has not been established. Malaysia's Air Accident Investigation Bureau (AAIB), under the Ministry of Transport, will investigate the accident in accordance with Part XXVI of the Civil Aviation Regulations 2016. “The Air Accident Investigation Bureau, under the Transport Ministry, will investigate the incident,” CAAM said. Sarawak Police also urged the public not to speculate while authorities continue examining the circumstances of the accident. The investigation is expected to determine the sequence of events leading to the crash of the Flying Doctor Service helicopter and identify any contributing factors. No official cause has been announced.

Five Killed As Flying Doctor Service Helicopter Crashes Near Long Lellang, Malaysia

Two Killed After Beechcraft A36 Bonanza Crashes Shortly After Takeoff Outside Brisbane

Two Killed After Beechcraft A36 Bonanza Crashes Shortly After Takeoff Outside Brisbane

Two Onboard Killed After Experimental Zenith CH701 Aircraft Crashes In Neosho, Missouri

Two Onboard Killed After Experimental Zenith CH701 Aircraft Crashes In Neosho, Missouri

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Singapore Transport Minister Defends SIA’s Air India Investment Amid Funding Concerns

Singapore Transport Minister Defends SIA’s Air India Investment Amid Funding Concerns

Air India Terminates Phuket-Delhi Flight Pilot After Positive Drug Test Results

Air India Terminates Phuket-Delhi Flight Pilot After Positive Drug Test Results

Nairobi, Kenya: Kenya’s aviation workers have called off their two-day strike after signing a return-to-work agreement with the government, Kenya Aviation Workers’ Union (KAWU), Kenya Civil Aviation Authority (KCAA), Kenya Airports Authority (KAA) and Jambojet. Workers have been directed to resume normal duties immediately and help restore flight operations. The strike, which began on Sunday, August 30, 2026 and continued through Monday, August 31, 2026 was largely driven by air traffic controllers and disrupted flights at Jomo Kenyatta International Airport (JKIA) in Nairobi, with effects also reported at Moi International Airport in Mombasa, Kisumu International Airport and Eldoret International Airport. The disruption also spilled over into regional operations, with airlines serving Rwanda, Burundi, Tanzania, Uganda, Somalia and Mauritius cancelling or rescheduling flights. The workers’ grievances included the lack of a Collective Bargaining Agreement (CBA) with KCAA, delayed salary reviews, a dispute over union agency fees held by KAA and allegations of victimisation of KAWU members at Jambojet. Passengers at JKIA reported hours-long delays and cancellations, while Kenya Airways warned travellers of disruptions to its schedules. Transport Minister Davis Chirchir said the agreement provides a framework to address three CBAs that have been suspended since 2015. “We have looked at various issues ... with very clear guidelines ... on how we are going to deal with the three CBAs,” Chirchir said. KAWU Secretary General Moss Ndiema confirmed the strike was being withdrawn and called on employees to restore services. “We are simply calling off our strike action and pleading with our members to begin the process of normalising operations, restoring services,” Ndiema said. He also urged workers on duty to begin clearing flights. Under the return-to-work agreement, KAWU and KCAA will resume CBA negotiations, while the KAA agency-fee issue and the union’s recognition dispute with Jambojet will continue through the agreed processes. The agreement also provides protection against victimisation of workers who took part in the industrial action. The Kenyan government had earlier apologised to affected passengers as talks continued. With the strike now called off, airlines and airports are expected to work through the backlog and restore normal schedules.

Kenya Aviation Workers End 2-Day Strike After Disrupting Flights At Major Airports

Kenya Aviation Workers Resume Strike, Causing Delays And Cancellations At Nairobi’s JKIA

Kenya Aviation Workers Resume Strike, Causing Delays And Cancellations At Nairobi’s JKIA

Qantas Flight Diverts To Christchurch After Engine Flames Seen Shortly After Takeoff

Qantas Flight Diverts To Christchurch After Engine Flames Seen Shortly After Takeoff

Crawley, United Kingdom: A Norse Atlantic Airways Boeing 787-9 rejected its takeoff from London Gatwick Airport on September 4, 2026 after a reported nose-gear problem, leaving the aircraft disabled on the runway and forcing the airport to temporarily halt flight operations. The aircraft, a Boeing 787-9 Dreamliner registered G-CKOF, was operating Norse Atlantic flight Z0701 from London Gatwick (LGW) to New York John F. Kennedy International Airport (JFK). It was accelerating for departure from Runway 26L when the crew rejected the takeoff at about 120 knots over the ground, according to preliminary aviation incident information. Reports said that the rejected takeoff followed a problem with the aircraft’s nose landing gear and that the nose wheels had turned about 90 degrees. The aircraft then stopped on the runway and became disabled. The precise technical cause of the nose-wheel movement has not been officially declared by the airline. The aircraft remained on Runway 26L while airport emergency teams responded. The incident did not result in any reported injuries among passengers or crew. A passenger onboard, Alice Kavanagh, described the moment the aircraft stopped as frightening, saying the pilot “slammed the brakes on” after a reported technical fault was detected. The Boeing 787 was subsequently removed from the runway. The aircraft blockage had an immediate effect on Gatwick because the airport effectively operates with one runway at a time. Although Gatwick has two runways, their proximity means they cannot normally be used simultaneously for independent operations. As a result, the closure of Runway 26L temporarily stopped both departing and arriving traffic. London Gatwick confirmed that the runway remained closed for 50 minutes because of the incident. “The runway was closed for 50 minutes this afternoon (Friday 4 September) due to a technical issue with a departing aircraft,” a Gatwick spokesperson said. “The aircraft was towed from the runway, which reopened shortly afterwards following a full safety inspection. As always, safety and security is our number one priority.” The runway reopened after airport teams completed the required safety inspection. Subsequent reporting put the reopening at approximately 14:36 BST, although the airport’s official statement characterized it simply as reopening shortly after the aircraft was removed and the inspection was completed. The temporary closure created a wider disruption across Gatwick’s flight schedule. Several inbound flights were diverted to alternative airports, with London Luton and London Stansted among the destinations reported for diverted services. EasyJet flights were also affected by the disruption. Flight-tracking data later showed severe delays affecting more than 330 flights at Gatwick, with an average delay of about 57 minutes. The effects continued after the runway reopened because aircraft, crews and passengers had been displaced during the closure. For the incident, Gatwick has confirmed only that a technical issue involving a departing aircraft caused the runway closure. The more specific information concerning the nose gear and the reported 90-degree movement of the nose wheels remains preliminary. Further maintenance findings or an official investigation would be needed to establish the exact cause of the rejected takeoff.

Norse Atlantic Rejects Takeoff At Gatwick After Reported Nose Gear Issue, Runway Closed

IndiGo Airlines, 6E1302, IndiGo 6E1302, Doha Bengaluru Flight, Doha Bengaluru, Muscat Diversion, Muscat International Airport, Hamad International Airport, Bengaluru Airport, Pilot Illness, Pilot Medical Issue, Crew

IndiGo Doha-Bengaluru Flight Diverted To Muscat Over Crew Medical Emergency

Air China Boeing 747-8 Damaged By Refuelling Truck At JFK, Beijing Flight Cancelled

Air China Boeing 747-8 Damaged By Refuelling Truck At JFK, Beijing Flight Cancelled

Airlink Formation Flypast Prompts Safety Review After Jets Pass 41 Feet Above Stadium SEO DES: Airlink said the flypast was planned and approved by SACAA, while the regulator is reviewing whether it complied with approved safety parameters SOCIAL: Two Airlink Embraer jets flew over Cape Town’s DHL Stadium on August 29, 2026, just before the Springboks-All Blacks Test. Flightradar24 estimated the lead aircraft passed only 41–46 feet above the stadium roof, raising safety concerns. Airlink said the flypast was carefully planned, rehearsed and approved by SACAA, with no passengers aboard and no reported injuries or aircraft damage. SACAA obtained the aircraft’s flight-data recordings and began reviewing whether the operation complied with approved safety parameters. SACAA has yet to issue its final findings. Meanwhile, Airlink withdrew its planned September 5 flypast at Johannesburg’s FNB Stadium, citing unfavourable weather, amid continuing scrutiny of the Cape Town operation. Cape Town, South Africa: Two Airlink Embraer jets flew as close as an estimated 41-46 feet (12.5-14 metres) above the roof of Cape Town’s DHL Stadium during a pre-match formation flypast on August 29, 2026, prompting a South African Civil Aviation Authority (SACAA) compliance review after footage of the manoeuvre went viral. The flypast took place shortly before the second Test between the Springboks and New Zealand’s All Blacks in the four-match Rugby’s Greatest Rivalry series. About 56,000 spectators were in the stadium as the two aircraft passed overhead before South Africa went on to defeat New Zealand 33-26. The aircraft involved were an Embraer E195, registration ZS-YDE, flying in a black All Blacks-themed livery, and an Embraer E190, registration ZS-YAE, carrying a green Springboks-themed livery. The E195 was the lead aircraft and was the one that came closest to the stadium roof based on flight-tracking calculations. Neither aircraft carried passengers. Airlink said each jet was operated by three senior captains serving as commander, co-pilot and safety/technical officer, with the crews having more than 75,000 combined flight hours. The aircraft flew at about 150 knots during the low-level formation pass. Airlink said the manoeuvre had been extensively planned and rehearsed and was conducted with guidance, approval and support from SACAA and Air Traffic Navigation Services. Flight-tracking service Flightradar24 later analysed ADS-B data from the operation. It recorded a lowest raw altitude of 50 feet at standard pressure. After correction for Cape Town’s local pressure setting of 1019 hPa, the aircraft were estimated to have been at about 205-210 feet above mean sea level. With DHL Stadium standing approximately 164 feet high, the estimated clearance above the roof was therefore about 41-46 feet. The low clearance became particularly striking in videos recorded from inside and around the stadium. The trailing aircraft was also seen passing through a cloud of pink dust or smoke generated by the pre-match pyrotechnic display. There has been no confirmed report of either aircraft striking the stadium, pyrotechnics or any other object, and no injuries or aircraft damage have been reported. Airlink defended the operation after the footage triggered criticism online. In its August 30, 2026 statement, the airline said the flight required “careful planning and rehearsal” because it involved low-altitude navigation at around 150 knots. It said SACAA and Air Traffic Navigation Services had provided guidance, approval and support to ensure a safe flyby. The airline also said flight data recorded by both aircraft confirmed that the operation was conducted within the altitude and speed limits approved and rehearsed with SACAA. The regulator subsequently began a compliance review. SACAA said Airlink had submitted three applications for flypasts linked to the rugby matches, with the first operation taking place at Ellis Park in Johannesburg on August 22, 2026 and the second at DHL Stadium on August 29, 2026. According to SACAA, the Cape Town operation had been formally approved under the regulatory provisions governing non-passenger or cargo-carrying flights under Part 91.06.32. The operator had also submitted supporting documentation, completed a simulator practice flight and conducted a safety briefing before the operation. The authority said the flypast was approved in accordance with the requirements for Special Air Events. However, after media and public discussion over the unusually low flight path, SACAA initiated compliance verification, engaged Airlink and obtained the aircraft’s Flight Data Recording downloads. SACAA said it is now analysing the data and has requested additional information from Airlink before reaching an informed position. The authority said a full report containing recommendations will be issued once the assessment is completed. “It is therefore critical that we interrogate this past weekend’s events to determine if there were any safety concerns which warrant a review,” SACAA said. The regulator also emphasised South Africa’s commercial aviation safety record, saying the country had maintained a zero fatal-accident record in commercial airline operations for more than four decades. SACAA said that record was one it intended to preserve as it continued to strengthen aviation safety standards. Airlink CEO de Villiers Engelbrecht later said the airline recognised the public interest generated by the flypast and the questions that followed, adding: “We never intended to become the news or upstage Rugby’s Greatest Rivalry.” Chris Martinus, president of the Aircraft Owners and Pilots Association South Africa, said the lead aircraft appeared to be manoeuvring over the stadium with very little room for error. He said that if something adverse occurred at such an altitude, the pilots would have few options. Australian aviation consultant and former military and commercial pilot Keith Tonkin also warned that turbulence or a bird strike could leave a jet with insufficient room to manoeuvre safely at that height. He said the broader concern was the precedent created by an operation that other operators might seek to replicate. The flypast was part of a long-standing South African rugby tradition. The practice gained particular prominence during the 1995 Rugby World Cup final, when a South African Airways Boeing 747 flew over Ellis Park before the Springboks faced the All Blacks. Airlink had planned to continue the tradition at the next Rugby’s Greatest Rivalry Test at Johannesburg’s FNB Stadium on September 5, 2026. However, the airline notified SACAA on September 1, 2026 that it was withdrawing its application for the third flypast. Airlink said unfavourable weather conditions meant the planned formation flight could not be safely conducted. SACAA confirmed the withdrawal but has not yet released a final finding on the Cape Town operation. The authority’s review will determine whether the two aircraft complied fully with the approved flight parameters and whether any additional safety measures or recommendations are required.

Airlink Formation Flypast Prompts Safety Review After Jets Pass 41 Feet Above Stadium

Aircraft Crashes

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Five Killed As Flying Doctor Service Helicopter Crashes Near Long Lellang, Malaysia SEO DES: Helicopter was conducting a Flying Doctor Service mission when it crashed, killing the pilot, medical officer, assistant medical officer & 2 nurses onboard SOCIAL: Five people, including a pilot and four Malaysian Health Ministry personnel, were killed when a BO-105 helicopter (9M-LLF) crashed near Long Lellang STOLport in Sarawak on September 8, 2026. The helicopter was operated by Layang-Layang Aerospace Sdn Bhd and was conducting a Flying Doctor Service mission. The helicopter had departed Miri and was reportedly operating the Miri–Ba Lai–Long Siut–Long Lellang route. Those killed included a pilot, medical officer, assistant medical officer and two nurses travelling on official duty. Authorities confirmed the crash and fatalities, while search-and-rescue efforts were affected by the remote terrain and haze. Malaysia’s Air Accident Investigation Bureau will investigate the crash, while CAAM confirmed the aircraft and five people aboard. The cause remains unknown, and authorities have urged the public to avoid speculation as the investigation continues. Miri, Malaysia: Five people, including a pilot and four Malaysian Health Ministry personnel, were killed after a Flying Doctor Service helicopter crashed near Long Lellang STOLport in Sarawak, Malaysia, on September 8, 2026. The helicopter, a BO-105 identified as registration 9M-LLF, was operating a Flying Doctor Service mission when it crashed near the end of the airstrip at Long Lellang in the remote Marudi district of northern Sarawak. The aircraft was operated by Layang-Layang Aerospace Sdn Bhd, according to local reports. All five people aboard were killed. The victims included the pilot, a medical officer, an assistant medical officer and two nurses from Malaysia's Ministry of Health, who were travelling on official duty. Miri Division resident and chairman of the Miri Division Disaster Management Committee, Galong Luang, confirmed the deaths after receiving information from emergency and health authorities. “This is based on reports from the Fire and Rescue Department and the Ministry of Health,” Galong said. The crash occurred at approximately 3:40 p.m. near the end of Runway 04. The Civil Aviation Authority of Malaysia (CAAM) said it received notification of the occurrence from the Flight Information Service at 3:58 p.m. Health Minister Datuk Seri Dr Dzulkefly Ahmad said the helicopter had departed from Miri carrying one pilot and four Health Ministry personnel. “Based on the initial information received, the flight departing from Miri was operated by one pilot and carried four MOH health personnel, namely a medical officer, a medical assistant and two nurses who were on official duty,” he said. Initial information from Sarawak Police indicated that the privately owned helicopter had been chartered for Flying Doctor Service operations covering a route from Miri to Ba Lai, Long Siut and Long Lellang. Other local reports described the flight sector as Miri–Ba Lai–Long Siut–Long Lellang, indicating that Long Lellang was part of the helicopter's scheduled Flying Doctor Service mission. Sarawak Police Commissioner Datuk Mohamad Zainal Abdullah said the remote location and haze complicated the initial search-and-rescue response. “Air support using a helicopter from the Kuching Royal Malaysia Police Air Wing Base could not be carried out due to the hazy conditions and because the Civil Aviation Authority of Malaysia did not grant flight clearance,” Mohamad Zainal said. During the initial response, search-and-rescue efforts relied on assistance from local villagers, Malaysian Volunteer Corps personnel and auxiliary police at Long Lellang STOLport, while additional security personnel travelled to the crash site. The helicopter was later confirmed to have crashed near the end of the Long Lellang airstrip. The initial information from the Miri Airport Fire and Rescue Services indicated that the aircraft had taken off from Miri before crashing near the end of the runway at Long Lellang. The Long Lellang STOLport serves one of Sarawak's most isolated regions and is located next to Long Lellang village. The airfield provides access to remote communities, including Kelabit and Penan settlements, with the area lying hundreds of kilometres from Miri and difficult to access by road. The Flying Doctor Service plays a critical role in delivering medical services to isolated communities in Sarawak, where difficult terrain and limited road access often make air transport essential for healthcare teams. The Civil Aviation Authority of Malaysia confirmed that the aircraft involved was a BO-105 helicopter registered 9M-LLF and said five people, including the pilot, were aboard. The cause of the crash has not been established. Malaysia's Air Accident Investigation Bureau (AAIB), under the Ministry of Transport, will investigate the accident in accordance with Part XXVI of the Civil Aviation Regulations 2016. “The Air Accident Investigation Bureau, under the Transport Ministry, will investigate the incident,” CAAM said. Sarawak Police also urged the public not to speculate while authorities continue examining the circumstances of the accident. The investigation is expected to determine the sequence of events leading to the crash of the Flying Doctor Service helicopter and identify any contributing factors. No official cause has been announced.

Five Killed As Flying Doctor Service Helicopter Crashes Near Long Lellang, Malaysia

Two Killed After Beechcraft A36 Bonanza Crashes Shortly After Takeoff Outside Brisbane

Two Killed After Beechcraft A36 Bonanza Crashes Shortly After Takeoff Outside Brisbane

Two Onboard Killed After Experimental Zenith CH701 Aircraft Crashes In Neosho, Missouri

Two Onboard Killed After Experimental Zenith CH701 Aircraft Crashes In Neosho, Missouri

Airlines

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Singapore Transport Minister Defends SIA’s Air India Investment Amid Funding Concerns

Singapore Transport Minister Defends SIA’s Air India Investment Amid Funding Concerns

Air India Terminates Phuket-Delhi Flight Pilot After Positive Drug Test Results

Air India Terminates Phuket-Delhi Flight Pilot After Positive Drug Test Results

Nairobi, Kenya: Kenya’s aviation workers have called off their two-day strike after signing a return-to-work agreement with the government, Kenya Aviation Workers’ Union (KAWU), Kenya Civil Aviation Authority (KCAA), Kenya Airports Authority (KAA) and Jambojet. Workers have been directed to resume normal duties immediately and help restore flight operations. The strike, which began on Sunday, August 30, 2026 and continued through Monday, August 31, 2026 was largely driven by air traffic controllers and disrupted flights at Jomo Kenyatta International Airport (JKIA) in Nairobi, with effects also reported at Moi International Airport in Mombasa, Kisumu International Airport and Eldoret International Airport. The disruption also spilled over into regional operations, with airlines serving Rwanda, Burundi, Tanzania, Uganda, Somalia and Mauritius cancelling or rescheduling flights. The workers’ grievances included the lack of a Collective Bargaining Agreement (CBA) with KCAA, delayed salary reviews, a dispute over union agency fees held by KAA and allegations of victimisation of KAWU members at Jambojet. Passengers at JKIA reported hours-long delays and cancellations, while Kenya Airways warned travellers of disruptions to its schedules. Transport Minister Davis Chirchir said the agreement provides a framework to address three CBAs that have been suspended since 2015. “We have looked at various issues ... with very clear guidelines ... on how we are going to deal with the three CBAs,” Chirchir said. KAWU Secretary General Moss Ndiema confirmed the strike was being withdrawn and called on employees to restore services. “We are simply calling off our strike action and pleading with our members to begin the process of normalising operations, restoring services,” Ndiema said. He also urged workers on duty to begin clearing flights. Under the return-to-work agreement, KAWU and KCAA will resume CBA negotiations, while the KAA agency-fee issue and the union’s recognition dispute with Jambojet will continue through the agreed processes. The agreement also provides protection against victimisation of workers who took part in the industrial action. The Kenyan government had earlier apologised to affected passengers as talks continued. With the strike now called off, airlines and airports are expected to work through the backlog and restore normal schedules.

Kenya Aviation Workers End 2-Day Strike After Disrupting Flights At Major Airports

Kenya Aviation Workers Resume Strike, Causing Delays And Cancellations At Nairobi’s JKIA

Kenya Aviation Workers Resume Strike, Causing Delays And Cancellations At Nairobi’s JKIA

Incidents

Qantas Flight Diverts To Christchurch After Engine Flames Seen Shortly After Takeoff

Qantas Flight Diverts To Christchurch After Engine Flames Seen Shortly After Takeoff

Crawley, United Kingdom: A Norse Atlantic Airways Boeing 787-9 rejected its takeoff from London Gatwick Airport on September 4, 2026 after a reported nose-gear problem, leaving the aircraft disabled on the runway and forcing the airport to temporarily halt flight operations. The aircraft, a Boeing 787-9 Dreamliner registered G-CKOF, was operating Norse Atlantic flight Z0701 from London Gatwick (LGW) to New York John F. Kennedy International Airport (JFK). It was accelerating for departure from Runway 26L when the crew rejected the takeoff at about 120 knots over the ground, according to preliminary aviation incident information. Reports said that the rejected takeoff followed a problem with the aircraft’s nose landing gear and that the nose wheels had turned about 90 degrees. The aircraft then stopped on the runway and became disabled. The precise technical cause of the nose-wheel movement has not been officially declared by the airline. The aircraft remained on Runway 26L while airport emergency teams responded. The incident did not result in any reported injuries among passengers or crew. A passenger onboard, Alice Kavanagh, described the moment the aircraft stopped as frightening, saying the pilot “slammed the brakes on” after a reported technical fault was detected. The Boeing 787 was subsequently removed from the runway. The aircraft blockage had an immediate effect on Gatwick because the airport effectively operates with one runway at a time. Although Gatwick has two runways, their proximity means they cannot normally be used simultaneously for independent operations. As a result, the closure of Runway 26L temporarily stopped both departing and arriving traffic. London Gatwick confirmed that the runway remained closed for 50 minutes because of the incident. “The runway was closed for 50 minutes this afternoon (Friday 4 September) due to a technical issue with a departing aircraft,” a Gatwick spokesperson said. “The aircraft was towed from the runway, which reopened shortly afterwards following a full safety inspection. As always, safety and security is our number one priority.” The runway reopened after airport teams completed the required safety inspection. Subsequent reporting put the reopening at approximately 14:36 BST, although the airport’s official statement characterized it simply as reopening shortly after the aircraft was removed and the inspection was completed. The temporary closure created a wider disruption across Gatwick’s flight schedule. Several inbound flights were diverted to alternative airports, with London Luton and London Stansted among the destinations reported for diverted services. EasyJet flights were also affected by the disruption. Flight-tracking data later showed severe delays affecting more than 330 flights at Gatwick, with an average delay of about 57 minutes. The effects continued after the runway reopened because aircraft, crews and passengers had been displaced during the closure. For the incident, Gatwick has confirmed only that a technical issue involving a departing aircraft caused the runway closure. The more specific information concerning the nose gear and the reported 90-degree movement of the nose wheels remains preliminary. Further maintenance findings or an official investigation would be needed to establish the exact cause of the rejected takeoff.

Norse Atlantic Rejects Takeoff At Gatwick After Reported Nose Gear Issue, Runway Closed

IndiGo Airlines, 6E1302, IndiGo 6E1302, Doha Bengaluru Flight, Doha Bengaluru, Muscat Diversion, Muscat International Airport, Hamad International Airport, Bengaluru Airport, Pilot Illness, Pilot Medical Issue, Crew

IndiGo Doha-Bengaluru Flight Diverted To Muscat Over Crew Medical Emergency

Air China Boeing 747-8 Damaged By Refuelling Truck At JFK, Beijing Flight Cancelled

Air China Boeing 747-8 Damaged By Refuelling Truck At JFK, Beijing Flight Cancelled

Airlink Formation Flypast Prompts Safety Review After Jets Pass 41 Feet Above Stadium SEO DES: Airlink said the flypast was planned and approved by SACAA, while the regulator is reviewing whether it complied with approved safety parameters SOCIAL: Two Airlink Embraer jets flew over Cape Town’s DHL Stadium on August 29, 2026, just before the Springboks-All Blacks Test. Flightradar24 estimated the lead aircraft passed only 41–46 feet above the stadium roof, raising safety concerns. Airlink said the flypast was carefully planned, rehearsed and approved by SACAA, with no passengers aboard and no reported injuries or aircraft damage. SACAA obtained the aircraft’s flight-data recordings and began reviewing whether the operation complied with approved safety parameters. SACAA has yet to issue its final findings. Meanwhile, Airlink withdrew its planned September 5 flypast at Johannesburg’s FNB Stadium, citing unfavourable weather, amid continuing scrutiny of the Cape Town operation. Cape Town, South Africa: Two Airlink Embraer jets flew as close as an estimated 41-46 feet (12.5-14 metres) above the roof of Cape Town’s DHL Stadium during a pre-match formation flypast on August 29, 2026, prompting a South African Civil Aviation Authority (SACAA) compliance review after footage of the manoeuvre went viral. The flypast took place shortly before the second Test between the Springboks and New Zealand’s All Blacks in the four-match Rugby’s Greatest Rivalry series. About 56,000 spectators were in the stadium as the two aircraft passed overhead before South Africa went on to defeat New Zealand 33-26. The aircraft involved were an Embraer E195, registration ZS-YDE, flying in a black All Blacks-themed livery, and an Embraer E190, registration ZS-YAE, carrying a green Springboks-themed livery. The E195 was the lead aircraft and was the one that came closest to the stadium roof based on flight-tracking calculations. Neither aircraft carried passengers. Airlink said each jet was operated by three senior captains serving as commander, co-pilot and safety/technical officer, with the crews having more than 75,000 combined flight hours. The aircraft flew at about 150 knots during the low-level formation pass. Airlink said the manoeuvre had been extensively planned and rehearsed and was conducted with guidance, approval and support from SACAA and Air Traffic Navigation Services. Flight-tracking service Flightradar24 later analysed ADS-B data from the operation. It recorded a lowest raw altitude of 50 feet at standard pressure. After correction for Cape Town’s local pressure setting of 1019 hPa, the aircraft were estimated to have been at about 205-210 feet above mean sea level. With DHL Stadium standing approximately 164 feet high, the estimated clearance above the roof was therefore about 41-46 feet. The low clearance became particularly striking in videos recorded from inside and around the stadium. The trailing aircraft was also seen passing through a cloud of pink dust or smoke generated by the pre-match pyrotechnic display. There has been no confirmed report of either aircraft striking the stadium, pyrotechnics or any other object, and no injuries or aircraft damage have been reported. Airlink defended the operation after the footage triggered criticism online. In its August 30, 2026 statement, the airline said the flight required “careful planning and rehearsal” because it involved low-altitude navigation at around 150 knots. It said SACAA and Air Traffic Navigation Services had provided guidance, approval and support to ensure a safe flyby. The airline also said flight data recorded by both aircraft confirmed that the operation was conducted within the altitude and speed limits approved and rehearsed with SACAA. The regulator subsequently began a compliance review. SACAA said Airlink had submitted three applications for flypasts linked to the rugby matches, with the first operation taking place at Ellis Park in Johannesburg on August 22, 2026 and the second at DHL Stadium on August 29, 2026. According to SACAA, the Cape Town operation had been formally approved under the regulatory provisions governing non-passenger or cargo-carrying flights under Part 91.06.32. The operator had also submitted supporting documentation, completed a simulator practice flight and conducted a safety briefing before the operation. The authority said the flypast was approved in accordance with the requirements for Special Air Events. However, after media and public discussion over the unusually low flight path, SACAA initiated compliance verification, engaged Airlink and obtained the aircraft’s Flight Data Recording downloads. SACAA said it is now analysing the data and has requested additional information from Airlink before reaching an informed position. The authority said a full report containing recommendations will be issued once the assessment is completed. “It is therefore critical that we interrogate this past weekend’s events to determine if there were any safety concerns which warrant a review,” SACAA said. The regulator also emphasised South Africa’s commercial aviation safety record, saying the country had maintained a zero fatal-accident record in commercial airline operations for more than four decades. SACAA said that record was one it intended to preserve as it continued to strengthen aviation safety standards. Airlink CEO de Villiers Engelbrecht later said the airline recognised the public interest generated by the flypast and the questions that followed, adding: “We never intended to become the news or upstage Rugby’s Greatest Rivalry.” Chris Martinus, president of the Aircraft Owners and Pilots Association South Africa, said the lead aircraft appeared to be manoeuvring over the stadium with very little room for error. He said that if something adverse occurred at such an altitude, the pilots would have few options. Australian aviation consultant and former military and commercial pilot Keith Tonkin also warned that turbulence or a bird strike could leave a jet with insufficient room to manoeuvre safely at that height. He said the broader concern was the precedent created by an operation that other operators might seek to replicate. The flypast was part of a long-standing South African rugby tradition. The practice gained particular prominence during the 1995 Rugby World Cup final, when a South African Airways Boeing 747 flew over Ellis Park before the Springboks faced the All Blacks. Airlink had planned to continue the tradition at the next Rugby’s Greatest Rivalry Test at Johannesburg’s FNB Stadium on September 5, 2026. However, the airline notified SACAA on September 1, 2026 that it was withdrawing its application for the third flypast. Airlink said unfavourable weather conditions meant the planned formation flight could not be safely conducted. SACAA confirmed the withdrawal but has not yet released a final finding on the Cape Town operation. The authority’s review will determine whether the two aircraft complied fully with the approved flight parameters and whether any additional safety measures or recommendations are required.

Airlink Formation Flypast Prompts Safety Review After Jets Pass 41 Feet Above Stadium

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Latest News

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

September 10, 2026

London, United Kingdom: British low-cost carrier easyJet is facing a lawsuit seeking at least $72 million from STLC Europe Eight,

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals SEO DES: The Sept 6 crash killed 5 airport cleaning workers on ground, injured 5 others, while both pilots survived; NTSB continues its examination of the crash SOCIAL: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released NTSB cockpit recorder information. The recording captured repeated concerns about excessive speed, followed by “sink rate” and “too low terrain” warnings before the aircraft touched down on Runway 30. Flight data showed the aircraft touched down at a groundspeed of 158 knots before the crew briefly initiated a go-around. The throttles were increased to go-around thrust but were reduced to idle four seconds later, with the brakes reapplied. The NTSB found no indication that the speed brakes or thrust reversers were deployed before the aircraft left the paved surface, travelled about 1,300 feet beyond the runway and struck vehicles. The September 6, 2026 crash killed five airport cleaning workers, while five other people were injured and both pilots survived. The NTSB has interviewed the flight crew and continues examining the approach, automated warnings, attempted go-around, runway excursion and other factors. Investigators have not yet determined the probable cause. Miami, United States: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released cockpit recorder information from the US National Transportation Safety Board (NTSB). The NTSB said that about one minute and 42 seconds before the cockpit voice recorder ended, one pilot called for the flaps to be set to 20 degrees while the other cautioned that the aircraft was “too fast.” The pilot continued making comments about the aircraft's excessive speed throughout the remainder of the recording, but investigators said there was no consistent verbal response to those concerns. The newly released preliminary evidence provides the clearest account yet of the final moments before the cargo aircraft overran Runway 30 on September 6, 2026, struck vehicles beyond the airport and killed five people on the ground. The Boeing 767-33A, operated by 21 Air as Amazon Prime Air Flight 7598, had arrived from San Juan, Puerto Rico, on its third flight of the day. Only the two pilots were onboard the aircraft. The NTSB recovered both the cockpit voice recorder and flight data recorder and successfully read them at its laboratory in Washington. The cockpit recorder contained more than two hours of good-quality audio across four channels, while the flight recorder contained about 54 hours of information covering more than 400 parameters. According to the preliminary timeline, the crew was cleared to land on Runway 30 about four minutes before the recording ended. The landing gear was lowered, and the crew progressively selected additional flap settings. About 1 minute and 23 seconds before the end of the recording, sounds consistent with the autopilot disconnect were captured. The aircraft then descended amid a series of automated warnings. The cockpit recorded two “sink rate” warnings, followed by the electronic 500-foot, 100-foot and minimums callouts. About 48 seconds before the recording ended, the automated “too low terrain” warning sounded four times, followed by another such warning seconds later. Sounds consistent with touchdown were recorded about 31 seconds before the end of the cockpit recording. Flight data showed the aircraft's nose and right main landing gear touched down at a groundspeed of 158 knots. The brakes were applied as the aircraft slowed to 146 knots, while the left main gear touched down at 134 knots. About 15 seconds before the end of the recording, a pilot called for a go-around. At the same time, the brakes were released at a groundspeed of 120 knots and the throttles were increased to a setting consistent with go-around thrust. However, four seconds later, the throttles were reduced to idle and the brakes were reapplied while the aircraft was still travelling at 117 knots. About seven seconds before the flight recorder ended, the recorded acceleration values changed markedly. The aircraft subsequently left the paved surface, according to the preliminary data. The NTSB said the final recorded groundspeed was 65 knots and found no indication in the recorded data that either the speed brakes or thrust reversers were deployed. The aircraft travelled about 1,300 feet beyond the runway, struck a van carrying airport cleaning workers, continued through the airport perimeter area and later struck a Toyota Corolla Cross before catching fire. The NTSB stressed that all recorder information released so far is preliminary and subject to change. It has not yet determined the probable cause of the accident. The confirmed death toll remains five, according to the latest available information from Miami-Dade authorities. All five people killed were occupants of the van struck by the Boeing 767. The victims were identified as, Rolando Aleman Leon, 55; Yoel Rodriguez Naranjo, 53; Julio C. Pineda, 75; Carlos Acosta Fajardo, 53 and Javierkys Reyes Quevedo, 47. They were employees of Professional Ocean Service Corp., an aircraft-cleaning contractor at Miami International Airport. Reports said the workers were finishing their shift when the crash occurred. Five other people were injured in the accident. The two pilots survived and were released from hospital. The latest local authority updates reported that two other injured people remained in critical condition, while another was in stable condition. NTSB investigators have interviewed the captain and first officer and will conduct a detailed review of the cockpit recording before producing a written transcript. The investigation is continuing into the circumstances surrounding the approach and landing, including the aircraft's speed, the automated cockpit warnings, the attempted go-around and why the speed brakes and thrust reversers were not indicated as deployed in the recorded data. Investigators are also examining the broader circumstances surrounding the runway excursion, including weather and runway safety factors. The NTSB has previously said it will review whether the absence of an Engineered Materials Arresting System (EMAS) at the runway end was relevant, although Miami International Airport met applicable FAA runway safety requirements. The final NTSB report, which will determine the probable cause and issue any safety recommendations, is expected to take considerably longer. For now, the investigation remains ongoing.

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

September 10, 2026

Miami, United States: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

September 9, 2026

Midrand, South Africa: A Cessna 172 was destroyed after reportedly suffering an engine failure and making a forced landing near

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

September 9, 2026

San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive

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EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

September 10, 2026

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals SEO DES: The Sept 6 crash killed 5 airport cleaning workers on ground, injured 5 others, while both pilots survived; NTSB continues its examination of the crash SOCIAL: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released NTSB cockpit recorder information. The recording captured repeated concerns about excessive speed, followed by “sink rate” and “too low terrain” warnings before the aircraft touched down on Runway 30. Flight data showed the aircraft touched down at a groundspeed of 158 knots before the crew briefly initiated a go-around. The throttles were increased to go-around thrust but were reduced to idle four seconds later, with the brakes reapplied. The NTSB found no indication that the speed brakes or thrust reversers were deployed before the aircraft left the paved surface, travelled about 1,300 feet beyond the runway and struck vehicles. The September 6, 2026 crash killed five airport cleaning workers, while five other people were injured and both pilots survived. The NTSB has interviewed the flight crew and continues examining the approach, automated warnings, attempted go-around, runway excursion and other factors. Investigators have not yet determined the probable cause. Miami, United States: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released cockpit recorder information from the US National Transportation Safety Board (NTSB). The NTSB said that about one minute and 42 seconds before the cockpit voice recorder ended, one pilot called for the flaps to be set to 20 degrees while the other cautioned that the aircraft was “too fast.” The pilot continued making comments about the aircraft's excessive speed throughout the remainder of the recording, but investigators said there was no consistent verbal response to those concerns. The newly released preliminary evidence provides the clearest account yet of the final moments before the cargo aircraft overran Runway 30 on September 6, 2026, struck vehicles beyond the airport and killed five people on the ground. The Boeing 767-33A, operated by 21 Air as Amazon Prime Air Flight 7598, had arrived from San Juan, Puerto Rico, on its third flight of the day. Only the two pilots were onboard the aircraft. The NTSB recovered both the cockpit voice recorder and flight data recorder and successfully read them at its laboratory in Washington. The cockpit recorder contained more than two hours of good-quality audio across four channels, while the flight recorder contained about 54 hours of information covering more than 400 parameters. According to the preliminary timeline, the crew was cleared to land on Runway 30 about four minutes before the recording ended. The landing gear was lowered, and the crew progressively selected additional flap settings. About 1 minute and 23 seconds before the end of the recording, sounds consistent with the autopilot disconnect were captured. The aircraft then descended amid a series of automated warnings. The cockpit recorded two “sink rate” warnings, followed by the electronic 500-foot, 100-foot and minimums callouts. About 48 seconds before the recording ended, the automated “too low terrain” warning sounded four times, followed by another such warning seconds later. Sounds consistent with touchdown were recorded about 31 seconds before the end of the cockpit recording. Flight data showed the aircraft's nose and right main landing gear touched down at a groundspeed of 158 knots. The brakes were applied as the aircraft slowed to 146 knots, while the left main gear touched down at 134 knots. About 15 seconds before the end of the recording, a pilot called for a go-around. At the same time, the brakes were released at a groundspeed of 120 knots and the throttles were increased to a setting consistent with go-around thrust. However, four seconds later, the throttles were reduced to idle and the brakes were reapplied while the aircraft was still travelling at 117 knots. About seven seconds before the flight recorder ended, the recorded acceleration values changed markedly. The aircraft subsequently left the paved surface, according to the preliminary data. The NTSB said the final recorded groundspeed was 65 knots and found no indication in the recorded data that either the speed brakes or thrust reversers were deployed. The aircraft travelled about 1,300 feet beyond the runway, struck a van carrying airport cleaning workers, continued through the airport perimeter area and later struck a Toyota Corolla Cross before catching fire. The NTSB stressed that all recorder information released so far is preliminary and subject to change. It has not yet determined the probable cause of the accident. The confirmed death toll remains five, according to the latest available information from Miami-Dade authorities. All five people killed were occupants of the van struck by the Boeing 767. The victims were identified as, Rolando Aleman Leon, 55; Yoel Rodriguez Naranjo, 53; Julio C. Pineda, 75; Carlos Acosta Fajardo, 53 and Javierkys Reyes Quevedo, 47. They were employees of Professional Ocean Service Corp., an aircraft-cleaning contractor at Miami International Airport. Reports said the workers were finishing their shift when the crash occurred. Five other people were injured in the accident. The two pilots survived and were released from hospital. The latest local authority updates reported that two other injured people remained in critical condition, while another was in stable condition. NTSB investigators have interviewed the captain and first officer and will conduct a detailed review of the cockpit recording before producing a written transcript. The investigation is continuing into the circumstances surrounding the approach and landing, including the aircraft's speed, the automated cockpit warnings, the attempted go-around and why the speed brakes and thrust reversers were not indicated as deployed in the recorded data. Investigators are also examining the broader circumstances surrounding the runway excursion, including weather and runway safety factors. The NTSB has previously said it will review whether the absence of an Engineered Materials Arresting System (EMAS) at the runway end was relevant, although Miami International Airport met applicable FAA runway safety requirements. The final NTSB report, which will determine the probable cause and issue any safety recommendations, is expected to take considerably longer. For now, the investigation remains ongoing.

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

September 10, 2026

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

September 9, 2026

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

September 9, 2026

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

September 9, 2026

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EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Airlines

Posted onSeptember 10, 2026September 10, 2026

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Investigation

Posted onSeptember 10, 2026September 10, 2026

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Aircraft Crashes

Posted onSeptember 9, 2026September 9, 2026

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Aircraft Crashes

Posted onSeptember 9, 2026September 9, 2026

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

Airlines

Montreal, Canada: The International Civil Aviation Organization (ICAO) has sounded a strong warning on global air safety, highlighting rising accident rates as flight activity reaches record levels. In its latest State of Global Aviation Safety report released this month, the UN aviation agency revealed that 2024 saw 95 accidents involving scheduled commercial flights, compared with 66 the previous year. Of these, 10 were fatal, resulting in 296 deaths, an alarming jump from 72 in 2023. The global accident rate also rose to 2.56 per million departures, up from 1.87 the previous year. While ICAO stressed that aviation remains the safest form of travel, the organization called for urgent international action to address mounting risks as passenger demand continues to grow worldwide. ICAO’s data show that the most significant accident categories included controlled flight into terrain, loss of control in flight, mid-air collisions, and runway incursions. These accounted for 25 percent of total fatalities and 40 percent of fatal accidents in 2024. Turbulence has also emerged as a key concern, responsible for nearly three-quarters of serious injuries recorded last year. The Asia-Pacific and Europe/North Atlantic regions each reported three fatal accidents, while a single catastrophic crash in South America caused 62 deaths. Overall, Asia-Pacific recorded the highest number of fatalities, followed by South America, then Europe and the North Atlantic. Alongside accident data, ICAO flagged growing risks from Global Navigation Satellite System (GNSS) disruptions, such as jamming and spoofing, which threaten the reliability of modern navigation. The organization is updating guidance and working with member states to protect GNSS integrity, while also strengthening runway safety initiatives, turbulence monitoring, and wildlife strike reporting. ICAO is further developing frameworks for civil-military cooperation to manage risks linked to conflict zones and restricted airspace, and it is preparing safety systems for the integration of unmanned aircraft and advanced air mobility vehicles into shared skies. ICAO leaders underscored that the rise in accidents is a wake-up call for regulators, airlines, and governments worldwide. Secretary General Juan Carlos Salazar noted that the long-term safety trend remains positive but emphasized that “aviation remains the safest form of transport” only if proactive measures are sustained.

ICAO Warns of Rising Air Safety Risks as Global Flight Activity Hits Record Levels

August 27, 2025

Montreal, Canada: The International Civil Aviation Organization (ICAO) has sounded a strong warning on global air safety, highlighting rising accident

Anak Krakatau Volcanic Eruption Disrupts 2,300 Flights, Forces Closure Of 7 Airports

Anak Krakatau Volcanic Eruption Disrupts 2,300 Flights, Forces Closure Of 7 Airports

September 7, 2026

Leipzig, Germany: The German government on Tuesday, September 1, 2026, blamed Russia for an attempted explosive-drone attack at Leipzig/Halle Airport on August 4, 2026 saying investigators had established links to Russian state entities and that the incident formed part of a broader campaign of hybrid operations against Europe. German Interior Minister Alexander Dobrindt said police investigations, the pattern of the incident and intelligence findings pointed to Russian responsibility. “Taken together, the police investigations, the pattern and intelligence findings prove a Russian responsibility for the attempted attack at Leipzig airport,” Dobrindt said. He added that intelligence indicated that people involved in the operation had acted “on behalf of Russian state entities.” Dobrindt said investigators had identified the drone’s configuration, components, explosives and detonator as elements “known to us from other Russian hybrid operations and its war against Ukraine.” He said the technology found at the scene demonstrated “a high degree of technical expertise” and considerable planning, while suggesting that lower-level operatives may have been used to carry out the operation. Foreign Minister Johann Wadephul said Germany did not regard the Leipzig incident as an isolated case. “It fits into a broader pattern of Russian hybrid operations in Europe,” he said. Wadephul described Germany as facing the “daily reality of hybrid warfare” and said the government would respond with measures that were “proportionate and measured, yet equally resolute.” The attribution came after Chancellor Friedrich Merz said on Sunday, August 30, that the investigation was nearing completion. “We are in the process of concluding the investigation,” Merz said, adding that there was broad agreement within the Federal Government on the response and that it would be made clear “in the coming days.” He also said Germany’s European Union and NATO partners had been informed and would be prepared for the government’s announcement. The incident itself occurred on August 4, 2026 when an explosives-laden drone was discovered inside the secure area of Leipzig/Halle Airport near Ukrainian Antonov cargo aircraft. The device was defused by bomb-disposal specialists after its detonator failed to trigger the explosives. Reports have put the explosive load at about 600 grams, with investigators later finding traces of the military explosive hexogen at another location near the airport. The Ukrainian Antonov aircraft at Leipzig/Halle are used to transport military supplies to Ukraine. Investigators have examined whether the drone was intended to strike one of those aircraft. The failed detonation meant the suspected attack did not cause the potentially catastrophic damage German officials warned could have resulted if the explosives had detonated. A second drone was also investigated after a DHL cargo aircraft encountered an unidentified object and had to divert. Early reports suggested the object could have been another drone involved in the operation, although investigators later questioned whether the second incident was directly connected to the planned attack. A third drone was subsequently found in a field near the airport, with forensic investigators detecting traces that were initially assessed as possibly being hexogen. The airport briefly faced operational disruption during the initial incident, while authorities secured the area and carried out explosive-disposal operations. Leipzig/Halle is a major European cargo hub and has become an important logistics location for Ukrainian Antonov aircraft after Russia destroyed the airline’s home base at Hostomel in Ukraine following its 2022 invasion. Germany has now announced diplomatic and economic measures in response to the attribution. Berlin said Russia’s consulate general in Bonn would be closed, while the agreement covering the Russian House cultural centre in Berlin would be terminated. Germany also plans to push for additional EU sanctions and travel restrictions targeting Russian nationals and increase pressure on Russia’s so-called shadow fleet. The Russian ambassador was summoned to the German Foreign Ministry following the announcement. Russia rejected the accusation. Kremlin spokesman Dmitry Peskov said the allegations had not been supported by evidence and described Germany’s actions as an escalation, while Russian Foreign Ministry spokeswoman Maria Zakharova said Moscow would respond to what she called Berlin’s “anti-Russian action.” Germany’s accusation has received support from European allies and NATO. NATO Secretary General Mark Rutte said Berlin had presented clear evidence of Moscow’s role, while European Commission President Ursula von der Leyen expressed solidarity with Germany. Leaders and officials from Poland, Italy, the UK, Sweden, France and Canada also backed Berlin’s response and warned against further Russian hybrid activity in Europe. Tuesday’s announcement marks the first time the German government has officially and directly identified Russia as responsible for the Leipzig/Halle airport incident. Berlin has linked the case to a wider security concern involving alleged Russian sabotage, espionage, cyber activity, disinformation and attacks on critical infrastructure across Europe.

Germany Blames Russia For Attempted Explosive Drone Attack At Leipzig/Halle Airport

September 2, 2026

EEOC Sues Gate Gourmet Over Alleged Sexual Harassment At Denver Airport

EEOC Sues Gate Gourmet Over Alleged Sexual Harassment At Denver Airport

August 29, 2026

Sydney, Australia: The Australian Transport Safety Bureau (ATSB) on Friday, August 21, 2026, confirmed an investigation into a fourth ground-safety incident at Sydney Airport within just over three weeks, involving two Qantas aircraft that received potentially conflicting taxi instructions on August 18. The investigation, AO-2026-091, concerns an Airbus A321, registration VH-OGA, operating Qantas Flight QF405 to Melbourne, and a Boeing 737-838, registration VH-VXL, operating Qantas Flight QF589 from the Gold Coast. The ATSB's latest announcement said investigators will interview the air traffic controllers and flight crews involved, examine recorded data and collect other relevant evidence. The agency has not yet determined a cause or contributing factor and said a final report will be released after the investigation is completed. The August 18 event occurred at about 8:09 a.m. Australian Eastern Standard Time. After landing on Runway 34R, Qantas Boeing 737-838, QF589 taxied west on Taxiway Lima with clearance to turn right at Taxiway Bravo. At the same time, Qantas Airbus A321-271NY, QF405 was taxiing south on Taxiway Charlie after being cleared to turn right onto Taxiway Lima. As the A321 approached the taxiway, its crew saw the Boeing 737 approaching from the left and stopped the aircraft, allowing the 737 to pass. The ATSB classified the occurrence as an incident, with the aviation occurrence categories listed as failure to pass traffic and information/procedural error. There were no injuries or aircraft damage. The ATSB said there was “no immediate risk of collision” because QF405 braked normally before stopping. It nevertheless opened an investigation to understand the potential conflicting instructions given to the two crews. Airservices Australia said it reported the potential traffic conflict to safety authorities on Tuesday, August 18, and Qantas said its aircraft had been cleared to proceed in accordance with air traffic control instructions and that it would support the investigation. The latest event is the fourth Sydney Airport safety incident being investigated by the ATSB since July 27. Importantly, the ATSB has not found a common cause or fault in any of the four incidents at this stage. All four investigations remain active or pending, meaning claims that staffing shortages, training problems or the new Sydney Basin airspace changes caused the incidents would go beyond what the safety bureau has established so far. Airservices Australia has said the incidents involve different circumstances and that each is being examined on its individual facts. The first incident occurred on July 27, 2026, and is recorded by the ATSB as AO-2026-086 “Breakdown of coordination involving Bombardier DHC-8, VH-QOC, and Boeing 737, VH-XZG, at Sydney Airport.” The occurrence took place at 8:14 a.m. AEST and involved QantasLink Flight QLK424D, travelling from Canberra to Sydney, and Qantas Flight QFA124, travelling from Queenstown, New Zealand, to Sydney. ATC cleared the Boeing 737 to cross Runway 34L from Runway 25 while the QantasLink DHC-8 was still in its landing roll on Runway 34L. Controllers detected the developing conflict and alerted both crews, after which the 737 stopped beyond the runway holding point. The ATSB has classified the investigation as an active short occurrence investigation, with completion anticipated in Q4 2026. The second incident occurred on August 9 at about 7:20 a.m. and involved Jetstar Flight JQ402, an Airbus A320-232 registered VH-VQJ, and a Qatar Airways Boeing 777-300ER, registered A7-BEU, which was being towed by a tug. The ATSB's investigation number is AO-2026-087, titled “Taxiing proximity event involving Airbus A320-232, VH-VQJ and Boeing 777, A7-BEU, at Sydney Airport.” As the Jetstar aircraft taxied before departure for the Gold Coast, its crew saw the Qatar 777 in close proximity on a crossing taxiway. Both aircraft stopped abruptly, and a Jetstar cabin crew member was reported to have suffered a minor injury. No aircraft damage was reported. The incident triggered immediate scrutiny of ground operations. The Australian Transport Minister, Catherine King, said a ground controller and the tug operator were stood down for mandatory drug and alcohol testing, describing it as standard policy while the ATSB investigation was under way. “As is policy, the ground controller and tug operator have been stood down for mandatory drug & alcohol testing,” the minister's statement said. No passengers were injured, while the Jetstar crew member was assessed by paramedics. Only about three hours later, on the morning of August 9, Sydney Airport recorded its third incident in the sequence. The ATSB investigation, AO-2026-090, is titled “Runway incursion and rejected take-off involving Boeing 737-8SA, VH-IJQ, and Boeing 737-838, VH-XZH.” The aircraft were Virgin Australia Flight VA555, scheduled from Sydney to Perth, and Qantas Flight QF728, scheduled from Sydney to Ayers Rock Airport. At around 10 a.m., ATC cleared the Virgin Australia 737, registered VH-IJQ, for a full-length departure from Runway 34L. As the Virgin crew applied thrust, they saw the Qantas 737, registered VH-XZH, begin crossing the runway from Taxiway Lima. The Qantas crew reported that it had also received clearance from ATC to cross. The Virgin crew reduced thrust and stopped on the runway, while ATC simultaneously cancelled the take-off clearance. After the Qantas aircraft cleared the runway, the Virgin 737 was cleared to depart. The ATSB classified the occurrence as an incident involving information/procedural error, loss of separation, rejected take-off and runway incursion. No injuries or aircraft damage were recorded. The four incidents have also intensified scrutiny of Sydney's air traffic-control workforce and the major airspace changes introduced ahead of the opening of Western Sydney International Airport. CASA implemented the new Sydney Basin airspace arrangements on July 9, creating new controlled airspace around Western Sydney International and changing the structure around Sydney Kingsford Smith, Bankstown and Camden airports. CASA said the changes were designed to integrate the airports while maintaining capacity, efficiency and aircraft separation. Reuters reported that the ATSB had received a June report from an air traffic controller warning that staff at Sydney Airport were not adequately prepared for complex airspace and procedural changes linked to the opening of Western Sydney International Airport. The report cited concerns over limited training time and the volume of new material. CASA later found that Airservices Australia had implemented appropriate training, procedures and operational support arrangements. The sequence has also prompted warnings from aviation safety specialists. Retired commercial pilot and former ATSB safety investigator Geoff Klouth said the repeated events should be addressed quickly. “We've been very fortunate that there haven't been collisions, but it doesn't mean it won't happen in the future,” he said, warning that the consequences of a future failure could be catastrophic. For now, however, the official position remains that there is no established common cause behind the four incidents. The ATSB is examining each occurrence separately while also looking for common contributing factors. The July 27 coordination breakdown, the August 9 Jetstar-Qatar taxiing event, the August 9 Virgin-Qantas runway incursion and rejected take-off, and the August 18 Qantas taxiing conflict are all still under investigation. Until the ATSB releases its findings, staffing shortages, training pressures, airspace redesign and procedural errors should be treated as areas of concern or investigation rather than confirmed causes.

Sydney Airport Faces Fourth Safety Incident In Less Than A Month As ATSB Launches Probe

August 21, 2026

Airports

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

September 10, 2026

London, United Kingdom: British low-cost carrier easyJet is facing a lawsuit seeking at least $72 million from STLC Europe Eight,

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals SEO DES: The Sept 6 crash killed 5 airport cleaning workers on ground, injured 5 others, while both pilots survived; NTSB continues its examination of the crash SOCIAL: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released NTSB cockpit recorder information. The recording captured repeated concerns about excessive speed, followed by “sink rate” and “too low terrain” warnings before the aircraft touched down on Runway 30. Flight data showed the aircraft touched down at a groundspeed of 158 knots before the crew briefly initiated a go-around. The throttles were increased to go-around thrust but were reduced to idle four seconds later, with the brakes reapplied. The NTSB found no indication that the speed brakes or thrust reversers were deployed before the aircraft left the paved surface, travelled about 1,300 feet beyond the runway and struck vehicles. The September 6, 2026 crash killed five airport cleaning workers, while five other people were injured and both pilots survived. The NTSB has interviewed the flight crew and continues examining the approach, automated warnings, attempted go-around, runway excursion and other factors. Investigators have not yet determined the probable cause. Miami, United States: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released cockpit recorder information from the US National Transportation Safety Board (NTSB). The NTSB said that about one minute and 42 seconds before the cockpit voice recorder ended, one pilot called for the flaps to be set to 20 degrees while the other cautioned that the aircraft was “too fast.” The pilot continued making comments about the aircraft's excessive speed throughout the remainder of the recording, but investigators said there was no consistent verbal response to those concerns. The newly released preliminary evidence provides the clearest account yet of the final moments before the cargo aircraft overran Runway 30 on September 6, 2026, struck vehicles beyond the airport and killed five people on the ground. The Boeing 767-33A, operated by 21 Air as Amazon Prime Air Flight 7598, had arrived from San Juan, Puerto Rico, on its third flight of the day. Only the two pilots were onboard the aircraft. The NTSB recovered both the cockpit voice recorder and flight data recorder and successfully read them at its laboratory in Washington. The cockpit recorder contained more than two hours of good-quality audio across four channels, while the flight recorder contained about 54 hours of information covering more than 400 parameters. According to the preliminary timeline, the crew was cleared to land on Runway 30 about four minutes before the recording ended. The landing gear was lowered, and the crew progressively selected additional flap settings. About 1 minute and 23 seconds before the end of the recording, sounds consistent with the autopilot disconnect were captured. The aircraft then descended amid a series of automated warnings. The cockpit recorded two “sink rate” warnings, followed by the electronic 500-foot, 100-foot and minimums callouts. About 48 seconds before the recording ended, the automated “too low terrain” warning sounded four times, followed by another such warning seconds later. Sounds consistent with touchdown were recorded about 31 seconds before the end of the cockpit recording. Flight data showed the aircraft's nose and right main landing gear touched down at a groundspeed of 158 knots. The brakes were applied as the aircraft slowed to 146 knots, while the left main gear touched down at 134 knots. About 15 seconds before the end of the recording, a pilot called for a go-around. At the same time, the brakes were released at a groundspeed of 120 knots and the throttles were increased to a setting consistent with go-around thrust. However, four seconds later, the throttles were reduced to idle and the brakes were reapplied while the aircraft was still travelling at 117 knots. About seven seconds before the flight recorder ended, the recorded acceleration values changed markedly. The aircraft subsequently left the paved surface, according to the preliminary data. The NTSB said the final recorded groundspeed was 65 knots and found no indication in the recorded data that either the speed brakes or thrust reversers were deployed. The aircraft travelled about 1,300 feet beyond the runway, struck a van carrying airport cleaning workers, continued through the airport perimeter area and later struck a Toyota Corolla Cross before catching fire. The NTSB stressed that all recorder information released so far is preliminary and subject to change. It has not yet determined the probable cause of the accident. The confirmed death toll remains five, according to the latest available information from Miami-Dade authorities. All five people killed were occupants of the van struck by the Boeing 767. The victims were identified as, Rolando Aleman Leon, 55; Yoel Rodriguez Naranjo, 53; Julio C. Pineda, 75; Carlos Acosta Fajardo, 53 and Javierkys Reyes Quevedo, 47. They were employees of Professional Ocean Service Corp., an aircraft-cleaning contractor at Miami International Airport. Reports said the workers were finishing their shift when the crash occurred. Five other people were injured in the accident. The two pilots survived and were released from hospital. The latest local authority updates reported that two other injured people remained in critical condition, while another was in stable condition. NTSB investigators have interviewed the captain and first officer and will conduct a detailed review of the cockpit recording before producing a written transcript. The investigation is continuing into the circumstances surrounding the approach and landing, including the aircraft's speed, the automated cockpit warnings, the attempted go-around and why the speed brakes and thrust reversers were not indicated as deployed in the recorded data. Investigators are also examining the broader circumstances surrounding the runway excursion, including weather and runway safety factors. The NTSB has previously said it will review whether the absence of an Engineered Materials Arresting System (EMAS) at the runway end was relevant, although Miami International Airport met applicable FAA runway safety requirements. The final NTSB report, which will determine the probable cause and issue any safety recommendations, is expected to take considerably longer. For now, the investigation remains ongoing.

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

September 10, 2026

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

September 9, 2026

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

September 9, 2026

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

UK Air Traffic Failure Causes 1,300 Cancellations, Disrupts Europe And Global Routes

September 9, 2026

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EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

EasyJet Faces $72 Million Lawsuit Over Six Airbus A319s Stranded Since 2022

September 10, 2026

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals SEO DES: The Sept 6 crash killed 5 airport cleaning workers on ground, injured 5 others, while both pilots survived; NTSB continues its examination of the crash SOCIAL: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released NTSB cockpit recorder information. The recording captured repeated concerns about excessive speed, followed by “sink rate” and “too low terrain” warnings before the aircraft touched down on Runway 30. Flight data showed the aircraft touched down at a groundspeed of 158 knots before the crew briefly initiated a go-around. The throttles were increased to go-around thrust but were reduced to idle four seconds later, with the brakes reapplied. The NTSB found no indication that the speed brakes or thrust reversers were deployed before the aircraft left the paved surface, travelled about 1,300 feet beyond the runway and struck vehicles. The September 6, 2026 crash killed five airport cleaning workers, while five other people were injured and both pilots survived. The NTSB has interviewed the flight crew and continues examining the approach, automated warnings, attempted go-around, runway excursion and other factors. Investigators have not yet determined the probable cause. Miami, United States: One of the pilots of Amazon Prime Air Flight 7598 repeatedly warned that the Boeing 767 was travelling too fast during its final approach to Miami International Airport, according to newly released cockpit recorder information from the US National Transportation Safety Board (NTSB). The NTSB said that about one minute and 42 seconds before the cockpit voice recorder ended, one pilot called for the flaps to be set to 20 degrees while the other cautioned that the aircraft was “too fast.” The pilot continued making comments about the aircraft's excessive speed throughout the remainder of the recording, but investigators said there was no consistent verbal response to those concerns. The newly released preliminary evidence provides the clearest account yet of the final moments before the cargo aircraft overran Runway 30 on September 6, 2026, struck vehicles beyond the airport and killed five people on the ground. The Boeing 767-33A, operated by 21 Air as Amazon Prime Air Flight 7598, had arrived from San Juan, Puerto Rico, on its third flight of the day. Only the two pilots were onboard the aircraft. The NTSB recovered both the cockpit voice recorder and flight data recorder and successfully read them at its laboratory in Washington. The cockpit recorder contained more than two hours of good-quality audio across four channels, while the flight recorder contained about 54 hours of information covering more than 400 parameters. According to the preliminary timeline, the crew was cleared to land on Runway 30 about four minutes before the recording ended. The landing gear was lowered, and the crew progressively selected additional flap settings. About 1 minute and 23 seconds before the end of the recording, sounds consistent with the autopilot disconnect were captured. The aircraft then descended amid a series of automated warnings. The cockpit recorded two “sink rate” warnings, followed by the electronic 500-foot, 100-foot and minimums callouts. About 48 seconds before the recording ended, the automated “too low terrain” warning sounded four times, followed by another such warning seconds later. Sounds consistent with touchdown were recorded about 31 seconds before the end of the cockpit recording. Flight data showed the aircraft's nose and right main landing gear touched down at a groundspeed of 158 knots. The brakes were applied as the aircraft slowed to 146 knots, while the left main gear touched down at 134 knots. About 15 seconds before the end of the recording, a pilot called for a go-around. At the same time, the brakes were released at a groundspeed of 120 knots and the throttles were increased to a setting consistent with go-around thrust. However, four seconds later, the throttles were reduced to idle and the brakes were reapplied while the aircraft was still travelling at 117 knots. About seven seconds before the flight recorder ended, the recorded acceleration values changed markedly. The aircraft subsequently left the paved surface, according to the preliminary data. The NTSB said the final recorded groundspeed was 65 knots and found no indication in the recorded data that either the speed brakes or thrust reversers were deployed. The aircraft travelled about 1,300 feet beyond the runway, struck a van carrying airport cleaning workers, continued through the airport perimeter area and later struck a Toyota Corolla Cross before catching fire. The NTSB stressed that all recorder information released so far is preliminary and subject to change. It has not yet determined the probable cause of the accident. The confirmed death toll remains five, according to the latest available information from Miami-Dade authorities. All five people killed were occupants of the van struck by the Boeing 767. The victims were identified as, Rolando Aleman Leon, 55; Yoel Rodriguez Naranjo, 53; Julio C. Pineda, 75; Carlos Acosta Fajardo, 53 and Javierkys Reyes Quevedo, 47. They were employees of Professional Ocean Service Corp., an aircraft-cleaning contractor at Miami International Airport. Reports said the workers were finishing their shift when the crash occurred. Five other people were injured in the accident. The two pilots survived and were released from hospital. The latest local authority updates reported that two other injured people remained in critical condition, while another was in stable condition. NTSB investigators have interviewed the captain and first officer and will conduct a detailed review of the cockpit recording before producing a written transcript. The investigation is continuing into the circumstances surrounding the approach and landing, including the aircraft's speed, the automated cockpit warnings, the attempted go-around and why the speed brakes and thrust reversers were not indicated as deployed in the recorded data. Investigators are also examining the broader circumstances surrounding the runway excursion, including weather and runway safety factors. The NTSB has previously said it will review whether the absence of an Engineered Materials Arresting System (EMAS) at the runway end was relevant, although Miami International Airport met applicable FAA runway safety requirements. The final NTSB report, which will determine the probable cause and issue any safety recommendations, is expected to take considerably longer. For now, the investigation remains ongoing.

Amazon Air 767 Crew Warned Of Excessive Speed Before Miami Runway Overrun, NTSB Reveals

September 10, 2026

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

Cessna 172 Crashes After Reported Engine Failure Near Grand Central Airport, One Injured

September 9, 2026

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport SEO DES: The aircraft was conducting touch-and-go approaches before crashing on its ninth go-around amid winds of 17 knots, gusting to 22 knots SOCIAL: A Cessna 172N Skyhawk II, registered N734ZK, crashed and caught fire near Runway 28L at Montgomery-Gibbs Executive Airport in San Diego on September 7, 2026, killing two people. The aircraft had been conducting touch-and-go approaches before the crash. Preliminary data indicates the accident occurred during its ninth go-around amid winds of 17 knots, gusting to 22 knots. Witnesses reported a possible stall/spin, but investigators have not confirmed the cause. San Diego Fire-Rescue crews extinguished the fire and managed a fuel leak, while the NTSB and FAA began investigating. The victims’ identities have not been released, and the airport was temporarily closed following the crash. San Diego, United States: Two people were killed after a Cessna 172 crashed and erupted in flames at Montgomery-Gibbs Executive Airport in San Diego, California, during a local flight on September 7, 2026. The aircraft, identified as a 1977 Cessna 172N Skyhawk II registered N734ZK, crashed at about 5:19–5:21 p.m. local time near Runway 28L. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are investigating the accident. San Diego police confirmed two fatalities after receiving a report of the crash at about 5:21 p.m. The aircraft became engulfed in flames, prompting a major response from San Diego Fire-Rescue. Approximately 30 fire personnel responded to the runway as firefighters worked to extinguish the aircraft fire and address a small fuel leak. San Diego Fire-Rescue Assistant Fire Chief Brian Raines said rescuers initially focused on reaching the occupants but were unable to remove them because of the extent of the damage. “Rescue is always our first priority. That's what the first units were trying to do. The plane was heavily damaged, and we were not able to extricate any of the victims. We had to focus on extinguishing the fire,” Raines said. Witnesses who were working in a nearby hangar said that they heard the crash and ran toward the aircraft with fire extinguishers. Witness Mauricio Godinez said, “As soon as we got back to the plane, flames were engulfing the wings,” adding that the wings were “melting, caving in.” Another witness, identified by FOX 5/KUSI as Melissa, said, “We tried our best to go save them, but it was just too much.” The aircraft was a four-seat, high-wing Cessna 172N Skyhawk II manufactured in 1977, with serial number 17269243 and a Lycoming O-320 engine. The aircraft had departed Montgomery-Gibbs earlier in the day and conducted local maneuvers before returning to the airport. It later departed again at about 4:27 p.m. and began a series of touch-and-go approaches on Runway 28L. The preliminary reconstruction says the accident occurred during the ninth go-around in that sequence. According to the preliminary reconstruction of ADS-B and air-traffic-control data, the Cessna was approaching Runway 28L while aircraft were also operating on the parallel Runway 28R. The controller provided traffic information and cleared the Cessna for the option on 28L. The pilot acknowledged the traffic and subsequently announced a go-around. ATC instructed the aircraft to extend upwind and issued additional traffic information as the Cessna maneuvered in the airport traffic pattern. The controller later warned that the Cessna was drifting north while another aircraft was departing westbound. The pilot responded that the aircraft was correcting south. ATC then provided further instructions for the crosswind turn and continued issuing traffic information. The pilot acknowledged the traffic. Shortly afterward, the controller reported winds of approximately 310 degrees at 17 knots, gusting to 22 knots. The Cessna then announced another go-around. According to the preliminary account, approximately four seconds later an impact sound was heard. The controller immediately informed another aircraft that the Cessna had experienced an accident and said the airport would be closed. A final transmission was subsequently heard from the accident aircraft before communications ended. Witness information cited in the preliminary aviation reconstruction indicates the aircraft may have entered a stall/spin during the attempted go-around before striking the ground near the holding point for Runway 28L. However, investigators have not determined that a stall or spin caused the accident, and no probable cause has been established. The NTSB investigation remains ongoing. The aircraft came to rest upright near the holding point for Runway 28L and was consumed by a post-crash fire. Preliminary photographs and observations indicate the cabin was heavily damaged by the fire, while the wings and tail remained attached to the aircraft. The available preliminary reconstruction says there was little evidence of a substantial debris field before the main wreckage. The identities of the two people killed have not been released by authorities. Investigators had not initially confirmed whether the pilot was experienced or whether the flight was being conducted as a training operation. The airport was temporarily closed following the crash while emergency crews handled the wreckage and fuel leak. The main runway later reopened after the emergency response and initial scene work. The NTSB will examine the aircraft, flight-track data, air-traffic-control communications, weather, pilot qualifications, maintenance records and other evidence to determine what led to the fatal crash.

Two Killed As Cessna 172 Crashes And Erupts In Flames At San Diego Airport

September 9, 2026

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