Investigation Archives - Aviation Today

$Kelsey, United States: The National Transportation Safety Board (NTSB) has released its final investigation report into the severe turbulence incident involving United Airlines Flight 1890, concluding that air traffic control failed to disseminate a critical pilot weather report that could have reduced the severity of the event. The Board said the aircraft encountered an unanticipated region of moderate-to-severe turbulence during descent into Newark Liberty International Airport, resulting in serious injuries to three flight attendants, while 277 other occupants were not injured. The incident occurred on February 10, 2024, when a Boeing 777-222ER, registered N788UA, was operating a scheduled domestic service from Los Angeles International Airport to Newark under Part 121 operations. While descending through approximately 21,500 feet (FL215) in instrument meteorological conditions, the aircraft encountered a localized pocket of turbulence that produced rapid vertical accelerations between 0.55 g and +1.82 g over several seconds. The sudden motion lifted unsecured crew members from the cabin floor and threw them into the ceiling and surrounding structures. Three flight attendants sustained serious injuries, including spinal fractures, a shattered femur, head trauma, and intracranial bleeding. Despite the injuries, the flight crew maintained control of the aircraft and continued to a safe landing at Newark, where emergency medical services met the aircraft at the gate. According to the report, the flight crew conducted standard preflight and in-flight turbulence assessments using Weather Services International (WSI) and SkyPath tools. Both systems showed only light to moderate turbulence along the planned route, and the onboard weather radar did not display any significant convective activity. Dispatch had advised the crew earlier in the flight that only one moderate turbulence report had been received from another regional jet descending into Newark, and no further warnings were issued as the aircraft approached the terminal area. Approximately three minutes before the incident, another aircraft, ACA548, reported moderate turbulence to Boston Air Route Traffic Control Center (ZBW ARTCC) while flying ahead of United 1890 on the same route near the Hancock VOR. That report was not acknowledged or passed on to the following aircraft. The NTSB determined that the probable cause of the accident was the aircraft’s encounter with a localized region of moderate-to-severe turbulence associated with strong upper-level wind shear and convective cloud tops. Contributing to the severity of the outcome, the Board found that air traffic control failed to disseminate the earlier pilot weather report, which reduced the flight crew’s situational awareness and limited their opportunity to seat cabin crew and secure the cabin before the encounter. Investigators stated that the controller handling the sector did not hear the initial turbulence report and therefore did not relay it, despite Federal Aviation Administration procedures requiring the solicitation and distribution of pilot weather reports during significant turbulence conditions. Meteorological analysis showed the presence of a cold front, embedded thunderstorms, and a strong jet stream with winds exceeding 110 knots near 21,000 feet, creating wind shear and clear-air turbulence at the tops of cloud layers. Satellite imagery and model data confirmed that turbulence conditions were present in the exact altitude band flown by the aircraft. The NTSB concluded that the flight crew followed proper procedures and used all available tools, but the most relevant real-time warning the pilot report issued minutes earlier was not provided to them, making the turbulence effectively unanticipated.$

NTSB Blames ATC Failure to Warn United Airlines Crew Of Turbulence Before Incident

Aviation Today News Desk February 14, 2026

Kelsey, United States: The National Transportation Safety Board (NTSB) has released its final investigation report into the severe turbulence incident involving

Galveston, United States: New federal investigative findings reveal critical communication misunderstandings and extremely limited visibility as major factors immediately preceding the December 22, 2025, crash of a Mexican Navy medical flight in Galveston Bay that killed six people and left two seriously injured, according to the preliminary report released by the U.S. National Transportation Safety Board (NTSB). The Beechcraft B300 aircraft, registered ANX1209 and operated by the Mexican Navy, was on a humanitarian medical mission coordinated with the Michou y Mau Foundation. The flight was transporting a severely burned pediatric patient from Mérida, Mexico, to Shriners Children’s Hospital in Galveston, Texas, when it crashed into West Bay during its approach to Scholes International Airport shortly before 3:15 p.m. local time. According to the NTSB preliminary report, Houston Approach Control cleared the flight crew for an RNAV (GPS-based) approach to Runway 14 but did not clear the aircraft to land. The flight crew’s initial readback mistakenly stated they were “cleared to land,” prompting controllers to twice clarify that the aircraft was cleared only for the approach and not for landing. Controllers then directed the crew to contact the tower. Despite repeated clarifications, the crew’s responses indicated persistent misunderstanding. During the final stages of the approach, air traffic controllers issued multiple low-altitude alerts, but received no further communication from the flight crew before radar contact was lost. The preliminary report and weather observations confirmed dense fog and severely restricted visibility during the aircraft’s final descent. Controllers advised the crew that cloud ceilings near the airport were approximately 300 feet, a condition that significantly limits visual reference and places heavy reliance on instrument procedures. Local weather data and witness accounts indicate visibility at times was as low as approximately a quarter mile with heavy sea fog common along the Texas Gulf Coast under certain conditions further complicating the approach. The aircraft impacted the waters of West Galveston Bay approximately half a mile from the shoreline. Six occupants including the pilot, co-pilot, two flight crew members and two passengers were fatally injured. Two passengers, reported to be a flight nurse and the mother of the pediatric patient, survived with serious injuries. Search and rescue operations immediately following the crash involved the U.S. Coast Guard, Texas Department of Public Safety, Galveston County Sheriff’s Office and local first responders. The wreckage was located in shallow water, facilitating recovery efforts. The NTSB’s preliminary report is part of an ongoing investigation to determine all contributing factors. These factual reports do not assign probable cause but document the circumstances surrounding the accident based on available data, including air traffic control communications and radar information. Federal investigators will continue to analyze cockpit voice recordings, flight data, maintenance records and meteorological data. A final report typically released 12–24 months after an accident will include a probable cause determination and safety recommendations aimed at preventing similar tragedies.

NTSB Preliminary Report Cites Miscommunication, Low Visibility In Galveston Bay Crash

Aviation Today News Desk February 5, 2026

Galveston, United States: New federal investigative findings reveal critical communication misunderstandings and extremely limited visibility as major factors immediately preceding the

NTSB Preliminary Report Cites Unqualified Second-In-Command In Greg Biffle Plane Crash

Aviation Today News Desk February 3, 2026

North Carolina, United States: The National Transportation Safety Board (NTSB) has released a preliminary investigative report on the December 18, 2025

Dhana, India: A preliminary investigation report released by India’s Aircraft Accident Investigation Bureau (AAIB) has detailed how a Cessna 172S training aircraft operated by Chimes Aviation Pvt. Ltd. crashed during a go-around at Dhana Airstrip in Madhya Pradesh on December 10, 2025, leaving a 22-year-old trainee pilot with minor injuries and destroying the aircraft. The aircraft, registered VT-CAZ, was returning from a solo cross-country training flight when the accident occurred at 08:43 UTC (2:13 pm IST) while attempting to land on Runway 35. According to the AAIB, the trainee pilot made an initial approach but aborted the landing due to instability. During a second approach, the aircraft floated beyond the touchdown zone, prompting air traffic control to order another go-around. As the pilot advanced power, the aircraft pitched up abruptly, rolled left, and lost control, crashing onto the unpaved ground beside the runway. The pilot managed to unbuckle and escape from the wreckage. No fire broke out, but the aircraft sustained substantial damage, including shattered propeller blades, collapsed nose landing gear, broken windscreens, and bent wings. The trainee pilot held a valid Student Pilot License, had 74.5 flying hours, all on the Cessna 172, and had been medically cleared and well rested before the flight. A breath-analyser test conducted before departure was also normal. The aircraft, built in 2014, had a valid airworthiness certificate and had completed a 50-hour maintenance inspection just one day before the accident, on 9 December 2025, with no defects reported. Weather conditions were also favourable, with clear skies, 6 km visibility, and light winds, ruling out bad weather as a contributing factor. AAIB teams have secured the wreckage and recovered Garmin G1000 flight data, CCTV recordings, and engine and airframe components for detailed analysis. Fuel and oil samples are also being tested. Because the aircraft and key components were manufactured overseas, the US National Transportation Safety Board (NTSB) and Germany’s Federal Bureau of Aircraft Accident Investigation (BFU) have been notified and are assisting the Indian investigation. The AAIB stressed that the findings are preliminary and aimed only at preventing future accidents, not assigning blame. A final report will determine the root cause of the loss of control during the go-around.

AAIB Finds Loss Of Control In Go-Around During Chimes Aviation Cessna 172 Accident

Aviation Today News Desk January 28, 2026

Dhana, India: A preliminary investigation report released by India’s Aircraft Accident Investigation Bureau (AAIB) has detailed how a Cessna 172S training

Zurich, Switzerland: Swiss International Air Lines has come under withering scrutiny after a federal safety investigation found the carrier failed to act on an eight-year-old aircraft safety warning, contributing to a serious in-flight pressurisation failure on a transatlantic flight in 2024. The Swiss Transportation Safety Investigation Board (STSB) released its final report this month, saying the airline’s inaction was “incomprehensible from a safety perspective,” after a faulty component on an Airbus A330 forced pilots to execute an emergency descent and divert back to Zurich Airport in September 2024. On September 13, 2024, an Airbus A330 registered HB-JHI operating flight LX18 from Zurich to Newark Liberty International Airport encountered a critical pressurisation problem shortly after take-off. During ascent, the aircraft began losing cabin pressure due to a defective component within the pressurisation system, a “skin check valve” which failed to seal properly. Although both outflow valves indicated “fully closed,” the aircraft was unable to build sufficient differential cabin pressure. According to the STSB report, cockpit instruments showed inadequate pressurisation despite normal system settings. Cockpit crews donned oxygen masks, manually deployed passenger oxygen systems, and initiated an emergency descent at approximately 5,000 feet per minute before returning safely to Zurich. All 205 passengers and 12 crew members evacuated normally, and no injuries were reported. The STSB’s investigation found that the root cause of the pressurisation failure was a mechanically compromised skin check valve that had not been replaced in over eight years, despite Airbus issuing a service bulletin in 2016 recommending its earliest possible replacement and regular inspections every 24 months. The manufacturer’s bulletin identified that the original valve design was prone to hinge wear, vibration damage and spring failure, all of which could lead to air loss and potential depressurisation events during flight. European aviation regulators and maintenance manuals require that such service bulletins be carefully considered by operators to ensure fleet safety. Investigators noted that the defective valve on the SWISS aircraft remained in service far beyond its recommended inspection and replacement interval, even after being removed and inspected multiple times without upgrading to the redesigned part. The report concluded that this prolonged delay in corrective maintenance directly contributed to the in-flight incident. In its final recommendations, the STSB urged the European Union Aviation Safety Agency (EASA) to mandate the skin check valve replacement on all applicable Airbus A330 and A340 aircraft via a formal Airworthiness Directive rather than relying on voluntary compliance with service bulletins. The board cautioned that gradual decompression events can elude crew awareness in early stages, increasing risk if they occur at cruising altitudes. SWISS International Air Lines, part of the Lufthansa Group, had not issued an immediate public response, and the airline had not yet provided a formal comment in response to the STSB’s final report.

SWISS A330 Failed To Act On 8-Year Old Warning Before 2024 Emergency, STSB Report Says

Aviation Today News Desk January 27, 2026

Zurich, Switzerland: Swiss International Air Lines has come under withering scrutiny after a federal safety investigation found the carrier failed to

Jakarta, Indonesia: Indonesian authorities confirmed on Friday that all 10 victims from the fatal crash of an Indonesia Air Transport (IAT) ATR 42-500 turboprop aircraft have been recovered, concluding a seven-day search and rescue operation on the steep slopes of Mount Bulusaraung in South Sulawesi. The aircraft, registered PK-THT, disappeared from radar on January 17 while on a maritime surveillance mission for the Ministry of Marine Affairs and Fisheries. It was en route from Adisutjipto Airport, Yogyakarta, to Sultan Hasanuddin International Airport in Makassar when contact was lost during its final approach. Rescue teams, comprising personnel from the National Search and Rescue Agency (Basarnas), military, police, and volunteers, faced rugged terrain, steep ravines, dense fog, and volatile weather throughout the operation. Bodies were found in scattered locations on the mountainside and transported to forensic specialists in Makassar for Disaster Victim Identification (DVI) procedures. By Friday morning, the 10th and final victim had been located, marking the official end of the recovery phase. Authorities expressed condolences to the families of the victims and reiterated support for identification and repatriation processes. A key breakthrough in the investigation came with the recovery of the aircraft’s cockpit voice recorder (CVR) and flight data recorder (FDR) from the wreckage. A joint SAR team located both units intact in the tail section of the aircraft on January 21, despite adverse weather delaying initial access. Following extraction from the crash site, the devices were secured and transported to a checkpoint in Tompobulu village, before being handed over to the National Transportation Safety Committee (KNKT), Indonesia’s official air accident investigation authority. Basarnas Chief Air Marshal Mohammad Syafii confirmed that the recorders will be analyzed to reconstruct the sequence of events leading up to the crash. Earlier in the response, the KNKT classified the crash as a Controlled Flight Into Terrain (CFIT) incident, indicating the aircraft was under control when it impacted the mountain slope although classification does not imply pilot intent or assign fault. The investigation team has not yet publicly disclosed a definitive cause, citing the ongoing analysis of flight recorder data and other evidence. The ATR 42-500 turboprop was conducting a routine surveillance mission in support of fisheries and maritime resource monitoring when it vanished. Initial reports indicated 10 people on board, including seven crew members and three passengers from the Ministry of Marine Affairs and Fisheries. The mountainous crash zone spans portions of Maros and Pangkajene and Islands regencies, complicating early rescue efforts and driving a multi-agency coordinated response.

Search Ends After All 10 Victims Are Found In Indonesia ATR-42 Crash In Sulawesi Mountains

Aviation Today News Desk January 25, 2026

Jakarta, Indonesia: Indonesian authorities confirmed on Friday that all 10 victims from the fatal crash of an Indonesia Air Transport (IAT)

Portland, United States: A federal court in Portland, Oregon, has sentenced 58-year-old New Delhi businessman Sanjay Kaushik to 30 months in federal prison for conspiring to illegally export sensitive aviation components from the United States to Russia in violation of U.S. export control laws. The sentence was handed down on January 15, 2026, and is to be followed by 36 months of supervised release. Kaushik, who was arrested in Miami, Florida, on October 17, 2024, remained in U.S. custody throughout the legal proceedings and pleaded guilty on October 9, 2025, to one count of conspiracy relating to the sale and attempted export of aviation technology with dual civilian and military applications to Russian end users. According to the official U.S. In a Department of Justice (DOJ) press release, Kaushik and his co-conspirators began their activities in September 2023 by purchasing aviation technology and components, including an Attitude and Heading Reference System (AHRS) , a navigation and flight-control device from an Oregon-based supplier. Such pieces of technology are subject to strict export licensing under the U.S. Export Control Reform Act and the Export Administration Regulations due to their potential military use and strategic importance. To dodge these controls, Kaushik’s group falsely asserted that the AHRS and other materials were destined for use in civilian helicopters in India, operated by his India-based company. Prosecutors established that the ultimate goal was to ship the technology through India to Russian end users, a move that would have directly violated U.S. sanctions and national security safeguards. Federal authorities intervened before the shipment could leave U.S. soil and detained the AHRS, effectively blocking the illegal export. U.S. Attorney for the District of Oregon Scott E. Bradford described the operation as “a calculated, profit-driven scheme involving repeated transactions, substantial gains, and coordination with foreign co-conspirators, including sanctioned Russian entities.” Assistant Attorney General for National Security John A. Eisenberg emphasized that individuals who seek to circumvent export laws, especially for technologies with potential military applications, “will be prosecuted to the fullest extent of the law.” Kaushik faced a federal grand jury indictment returned on November 20, 2024, on three counts related to conspiracy, attempted illegal export, and making false statements in connection with an export. At sentencing, the court took into account his guilty plea and cooperation, but highlighted the serious national security implications of the conduct. Legal analysts say the case underscores the rigorous enforcement of U.S. export control regulations, particularly amid heightened global tensions and sanctions against Russia. The DOJ and related enforcement agencies have signaled that they will continue to pursue individuals and entities that attempt to bypass controls designed to prevent sensitive technologies from reaching prohibited destinations. Kaushik’s sentence of 30 months, while significantly less than the maximum statutory penalty that could have exceeded several years, reflects both the gravity of the offence and the discretion exercised by the court. Upon release, he will be subject to three years of supervised freedom under U.S. oversight.

Delhi Businessman Jailed 30 Months In US For Illegal Export Of Aviation Parts To Russia

Aviation Today News Desk January 20, 2026

Portland, United States: A federal court in Portland, Oregon, has sentenced 58-year-old New Delhi businessman Sanjay Kaushik to 30 months in

$Delhi, India: India’s Aircraft Accident Investigation Bureau (AAIB) has released its preliminary findings into the crash of a Tecnam P-Mentor trainer aircraft operated by Redbird Flight Training Academy, which went down during a routine training sortie near Suktara Airfield in Madhya Pradesh on December 8, 2025, injuring both occupants. The accident involved aircraft VT-RFO, which was conducting a circuit and landing check when it suffered a sudden loss of engine power on final approach, forcing the instructor to attempt an emergency landing. The aircraft struck a power cable and crash-landed in a field approximately 920 metres from the runway threshold, the report said. The impact snapped a 33 kV power line, triggering an outage across 80–90 nearby villages. According to the AAIB, the aircraft had already completed two touch-and-go landings earlier in the sortie and was on its third approach when the incident occurred. As the aircraft turned onto final approach to Runway 10 at Suktara, the instructor, noting the runway perspective, asked the trainee pilot to increase power. The trainee responded that the engine power was already set at approximately 75 percent. Moments later, both pilots observed a drop in engine RPM, indicating a loss of power. The instructor immediately took control, informed air traffic control of a forced landing, and maneuvered the aircraft to the right of the approach path while maintaining landing configuration. During the descent, the aircraft struck an overhead power cable and crash-landed in an adjacent field. There was no post-impact fire, and the emergency locator transmitter activated automatically The flight instructor sustained minor injuries, while the trainee pilot suffered a serious injury, including a maxillary fracture, the report noted. The aircraft was substantially damaged, with broken propeller blades, bent engine mounts, collapsed landing gear, fuselage structural damage, and damage to the engine oil, coolant, and exhaust systems VT-RFO, manufactured in 2024, was powered by a Rotax 912 iSc3 Sport piston engine and had valid certificates of registration and airworthiness at the time of the accident. Maintenance records reviewed by investigators showed no deferred defects, and the aircraft had completed a 50-hour inspection less than three weeks prior to the crash. The trainee pilot had accumulated 46 hours and 40 minutes of total flight time, with just over three hours on type, while the instructor held more than 2,250 flight hours, including 420 hours on the Tecnam P-Mentor. Both pilots had adequate rest prior to the flight and tested negative in pre-flight breath analyser checks The flight was conducted under day VFR conditions. While Suktara Airfield does not have a formal meteorological facility, local weather observations indicated five kilometres visibility and light winds at the time. The aircraft took off shortly before sunset, which occurred at 1158 UTC, with the crash taking place at approximately 1226 UTC AAIB clarified that the report is preliminary and does not establish a final cause. Investigators have secured the wreckage, retrieved data from the aircraft’s Garmin display memory card, and collected fuel and oil samples for laboratory analysis. The Engine Control Unit (ECU) is also scheduled for detailed examination to assess engine health and performance parameters. The sole objective of the investigation is the prevention of accidents and incidents, the bureau stated, noting that findings remain subject to change pending further analysis.$

AAIB Preliminary Report Flags Engine Power Loss In December 2025 Redbird Aircraft Crash

Aviation Today News Desk January 17, 2026

Delhi, India: India’s Aircraft Accident Investigation Bureau (AAIB) has released its preliminary findings into the crash of a Tecnam P-Mentor trainer

$Louisville, United States: Federal investigators have identified a crucial aircraft component with a known history of failures as a key focus in the ongoing probe into the UPS Cargo Flight 2976 crash that killed 15 people in November 2025. The National Transportation Safety Board (NTSB) disclosed this week that the metal housing around a spherical bearing assembly part of the structure securing the left engine to the wing on the McDonnell Douglas MD-11F freighter exhibited signs of metal fatigue and cracking before breaking during takeoff. The failure of this part is believed to have precipitated the catastrophic sequence that ended in the fatal crash. Flight 2976 departed from Louisville Muhammad Ali International Airport on Nov. 4, 2025, bound for Honolulu, Hawaii. Seconds after beginning its takeoff roll on Runway 17R, the aircraft’s left engine and its pylon separated from the wing. Surveillance footage reviewed by investigators shows the engine detaching and vaulting up and over the fuselage as the freighter lifted briefly into the air before descending into an industrial area just beyond the airport perimeter. The crash claimed the lives of all three crewmembers aboard and 12 people on the ground, and left numerous others injured. The NTSB has confirmed the component at the center of the investigation, the metal housing around the spherical bearing connecting the engine pylon to the wing had a documented history of four prior failures on other MD-11 aircraft, according to a Boeing service advisory issued in 2011. At that time, Boeing, which later acquired McDonnell Douglas, determined the issue did not constitute a “safety-of-flight condition” and recommended visual inspections rather than a mandatory redesign. The advisory also suggested a newer version of the part that eliminated the design feature where cracks can initiate, but did not compel operators to adopt it. Investigators are now reviewing how that advisory was incorporated into routine maintenance and whether inspectors and operators, including UPS, followed the recommendations. Preliminary NTSB findings show that detailed inspections of the engine mount parts were last performed in October 2021, and the aircraft was not scheduled for another detailed check until several thousand more flight cycles were completed. Critics have questioned whether the existing inspection intervals were sufficient to detect the developing fatigue cracks. The MD-11 involved was 34 years old, an age at which structural components on aircraft are more susceptible to wear and fatigue. All MD-11 and related DC-10 models remain grounded across U.S. cargo fleets pending enhanced inspections and corrective actions. The NTSB has recovered both the flight data recorder (FDR) and the cockpit voice recorder (CVR). Analysis of the cockpit recordings and detailed metallurgical examinations of the fractured parts continue as investigators work toward a final probable cause determination. The board has not yet released a complete conclusion on the chain of failures that led to the engine separation. UPS has reiterated its cooperation with the ongoing investigation and expressed condolences to victims’ families. Boeing has acknowledged the probe but has not issued further comment beyond confirming the existence of the earlier service advisory.$

NTSB Examines Boeing-Identified Engine Mount Issue In UPS MD-11 Investigation

Aviation Today News Desk January 15, 2026

Louisville, United States: Federal investigators have identified a crucial aircraft component with a known history of failures as a key focus

Muan County, South Korea: South Korea’s Ministry of Land, Infrastructure and Transport has formally admitted that a key navigation structure at Muan International Airport did not meet safety standards and likely contributed to the severity of Jeju Air Flight 2216 crash flying from Bangkok to Muan International Airport in South Korea, on December 29, 2024, during an emergency landing after suspected landing gear issues. The aircraft belly‑landed, skidded off the runway, and collided with a concrete embankment, which caused a catastrophic explosion and contributed to the high fatality count. Of the 181 people on board 175 passengers and 6 crew 179 were killed, with only two flight attendants surviving with serious injuries. Earlier South Korea’s parliament had approved an independent investigation into the December 2024 Jeju Air crash that killed 179 people, responding to delays and criticism of the official probe. Under the new law passed on December 22, 2025, an 18‑member cross‑party panel will examine all aspects of the disaster including potential mechanical issues, bird‑strike risk, the aircraft’s final moments, and whether government agencies tried to conceal findings by the main investigation body. This independent review follows growing pressure from victims’ families and lawmakers for greater transparency and credibility in the ongoing examination of the country’s deadliest aviation accident. The aircraft, Jeju Air Flight 2216, a Boeing 737-800 arriving from Bangkok, belly-landed on the runway after suffering a suspected bird strike that disabled its landing gear. It then overran the runway and struck a concrete mound supporting the localizer system, a navigation aid used for precision approaches triggering a catastrophic explosion. Only two cabin crew members survived. Opposition lawmaker Kim Eun-hye released documents from a government-commissioned analysis indicating that the concrete mound should have been designed to be fragile, able to break easily upon impact given its proximity (less than 240 m) to the runway end. Under airport safety operation standards, such structures must be breakable if situated within this safety area to minimize impact forces in runway overruns. The ministry acknowledged that during a 2020 upgrade project, the mound was not modified to meet these criteria. Simulations by the Korean Society of Computational Structural Engineering, commissioned by the Aviation and Railway Accident Investigation Board, found that without the rigid concrete mound the aircraft could have slid to a stop after sliding beyond the runway without sustaining fatal structural damage. A frangible design would similarly have greatly reduced impact severity, possibly allowing the aircraft to breach the perimeter fence and slide into open terrain with no serious injuries expected. The ministry’s admission has reignited criticism from politicians and victim families, with some lawmakers arguing the disaster was largely preventable and that longstanding regulatory oversights were to blame. Opposition figures described the embankment as a “mound of death” and alleged that officials attempted to suppress or delay release of critical safety findings. In parliament, a special committee is examining the crash and broader aviation safety protocols. Rep. Kim Eun-hye has accused the government of negligence dating back decades, asserting that the structure violated both domestic and international safety practices. Families of the victims are demanding greater transparency and accountability. While the simulation report has heightened focus on the airport structure, a final official investigation by the Aviation and Railway Accident Investigation Board is still pending. Prosecutors and police have separately searched offices of Jeju Air and airport operators for documents related to aircraft operations and runway safety features. Experts continue to examine multiple factors in the crash, including whether the aircraft’s engines were functioning at impact and whether procedural or emergency response issues contributed to the outcome. In the aftermath of the crash, the Transport Ministry and airport authorities have pledged to review and upgrade runway safety areas nationwide, ensuring that navigational aids and nearby structures comply with both domestic regulations and International Civil Aviation Organization (ICAO) standards. Reports indicate plans to remove the concrete embankment at Muan and replace it with breakaway installations at Muan and other regional airports.

South Korea Admits Navigation Structure Failure At Muan Airport In Jeju Air Crash

Aviation Today News Desk January 13, 2026

Muan County, South Korea: South Korea’s Ministry of Land, Infrastructure and Transport has formally admitted that a key navigation structure at

Investigation

NTSB Blames ATC Failure to Warn United Airlines Crew Of Turbulence Before Incident

NTSB Preliminary Report Cites Miscommunication, Low Visibility In Galveston Bay Crash

NTSB Preliminary Report Cites Unqualified Second-In-Command In Greg Biffle Plane Crash

AAIB Finds Loss Of Control In Go-Around During Chimes Aviation Cessna 172 Accident

SWISS A330 Failed To Act On 8-Year Old Warning Before 2024 Emergency, STSB Report Says

Search Ends After All 10 Victims Are Found In Indonesia ATR-42 Crash In Sulawesi Mountains

Delhi Businessman Jailed 30 Months In US For Illegal Export Of Aviation Parts To Russia

AAIB Preliminary Report Flags Engine Power Loss In December 2025 Redbird Aircraft Crash

NTSB Examines Boeing-Identified Engine Mount Issue In UPS MD-11 Investigation

South Korea Admits Navigation Structure Failure At Muan Airport In Jeju Air Crash

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