Investigation Archives - Aviation Today

UK Probes Ryanair 737 Flight Low-Fuel Landing After Multiple Diversions At Manchester

Aviation Today News Desk March 7, 2026

Manchester, United Kingdom: A serious aviation incident involving a Ryanair passenger jet that landed with only minutes of fuel remaining in

SACAA Concludes Fuel Miscalculation Led To Training Aircraft Crash Into Gauteng School

Aviation Today News Desk March 5, 2026

Alberton, South Africa: The South African Civil Aviation Authority has concluded that fuel exhaustion caused the crash of a training aircraft

NTSB: Bird Strike Caused Engine Failure, Smoke Alert On Alaska Cargo A330 In Cincinnati

Aviation Today News Desk March 2, 2026

Kentucky, United States: According to an official preliminary release from the National Transportation Safety Board (NTSB), a cargo aircraft operated by

Baramati, India: The Aircraft Accident Investigation Bureau (AAIB) has released its preliminary report into the accident involving a Learjet 45XR aircraft, registration VT-SSK, which crash-landed at Baramati on 28 January 2026, resulting in five fatalities including the Hon’ble Deputy Chief Minister of Maharashtra. IMPORTANT NOTE: As per the AAIB, this report contains preliminary factual information subject to change. In accordance with ICAO Annex 13, the sole objective of this investigation is the prevention of future accidents and not the apportioning of blame or liability. No final conclusions should be drawn from this document at this stage. The aircraft, operated by M/s VSR Ventures Pvt. Ltd., was conducting a non-scheduled passenger flight from Chhatrapati Shivaji Maharaj International Airport (Mumbai) to Baramati. The accident occurred at approximately 0316 UTC (0846 IST) during the landing phase on Runway 11 at the uncontrolled Baramati airfield. Aircraft and Crew The aircraft was a Learjet 45XR (Serial No. 417), manufactured in 2010 and powered by Honeywell TFE 731-20BR-1B engines. It held a valid Certificate of Airworthiness and Airworthiness Review Certificate at the time of the accident. The aircraft had accumulated 4,915:48 total airframe hours. On board were two flight crew members, one cabin attendant and two passengers. All five occupants sustained fatal injuries. The Pilot-in-Command, aged 61, held an Airline Transport Pilot Licence (ATPL) and had 18,855 total flying hours, including 2,815 hours on type. The First Officer, aged 25, held a Commercial Pilot Licence (CPL) and had 2,490 total flying hours, including 2,243 hours on type. Both pilots were current and medically valid. Pre-flight breath analyser tests conducted prior to departure were reported as negative. Flight and Approach The flight departed Mumbai after filing a flight plan to Baramati, with Pune and Mumbai listed as alternates. The aircraft took off from Runway 27 at Mumbai and climbed to FL190 before descending toward Baramati. Baramati is an uncontrolled airfield managed by M/s Maharashtra Airport Development Company Limited (MADC). The aerodrome permits only Visual Flight Rules (VFR) operations and does not have navigational aids other than windsocks. The runway orientation is 11/29, with displaced thresholds of 1,400 ft for Runway 11 and 500 ft for Runway 29. According to the report, the airfield does not have a Meteorological (MET) facility. Weather information is relayed using instruments installed in a temporary tower operated by one of the flying training organisations based at the airfield. During the initial approach, the crew requested visibility information and were advised it was 3 kilometres. The report notes that the visibility required for VFR flight is 5 kilometres. The aircraft continued the approach but initiated a go-around. On the second approach to Runway 11, the aircraft reported the field in sight and was cleared to land. Winds were reported as calm. Shortly thereafter, the aircraft was heard transmitting “Oh S**T Oh S**T” before impacting terrain to the left of Runway 11, abeam the threshold. CCTV footage from a nearby village reportedly showed the aircraft banking to the right before striking trees and impacting ground approximately 50 metres left of the runway edge. The aircraft was engulfed in fire and was destroyed. Aerodrome Observations During on-site inspection, investigators observed faded runway markings and the presence of loose gravel on the runway surface. The last runway re-carpeting was conducted in March 2016. The report also states that the aerodrome does not have an in-house Aircraft Rescue and Fire Fighting (ARFF) unit. Firefighting and ambulance services are provided by the Baramati Municipal Corporation upon request. Additionally, the aerodrome does not have a boundary wall, and fencing was reported to be inadequate. Weather Context METAR data from nearby controlled airports showed reduced visibility conditions on the morning of the accident. Pune reported visibility as low as 2,000 metres between 0240 and 0300 UTC, while Mumbai reported 2,500 metres visibility during the period. Satellite imagery from INSAT-3DR indicated no significant clouding over Pune but suggested the presence of shallow fog patches in the vicinity of Baramati. Flight Recorders Both the Solid-State Flight Data Recorder (SSFDR) and Solid-State Cockpit Voice Recorder (SSCVR) were recovered from the tail section. Although both units sustained thermal damage, raw data from the SSFDR has been successfully downloaded at the AAIB laboratory in New Delhi and is under analysis. Due to thermal damage and manufacturer considerations, assistance has been sought from the United States to recover data from the SSCVR, in accordance with ICAO Annex 13 provisions. The National Transportation Safety Board (NTSB), USA, has appointed an Accredited Representative and technical advisers to assist in the investigation. Interim Safety Recommendations Based on interim findings, the AAIB has issued safety recommendations to the Directorate General of Civil Aviation (DGCA). These include directing operators conducting VFR flights to uncontrolled airfields to strictly adhere to standard operating procedures, and ensuring flying operations are permitted only when prevailing meteorological conditions meet regulatory criteria. The AAIB has also recommended that DGCA issue directions to stakeholders responsible for managing uncontrolled airfields to maintain required safety standards, enhance landing aids and basic MET facilities, and examine the feasibility of licensing such aerodromes for regulated operations.

Preliminary Report On Baramati Crash Flags Low Visibility, Instructor-Handled Tower

Aviation Today News Desk February 28, 2026

Baramati, India: The Aircraft Accident Investigation Bureau (AAIB) has released its preliminary report into the accident involving a Learjet 45XR aircraft,

Taiwan Probes EVA Air Pilots Over Mayday Distress Calls After Taoyuan Runway Closure

Aviation Today News Desk February 19, 2026

Taoyuan City, Taiwan: Taiwan’s Civil Aviation Administration (CAA) has launched an investigation into two EVA Air flight crews after they issued

Preliminary Report Links Engine Oil Pressure Loss To Fatal India One Air Accident

Aviation Today News Desk February 19, 2026

Rourkela, India: India’s aviation accident regulator has released its preliminary findings into the crash of an India One Air Cessna Caravan

Flawed Airspace Design, Oversight Failures Led To Fatal DCA Collision That Killed 67

Aviation Today News Desk February 18, 2026

Washington, United States: The National Transportation Safety Board (NTSB) in its final report has concluded that a combination of flawed airspace

$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

Investigation

UK Probes Ryanair 737 Flight Low-Fuel Landing After Multiple Diversions At Manchester

SACAA Concludes Fuel Miscalculation Led To Training Aircraft Crash Into Gauteng School

NTSB: Bird Strike Caused Engine Failure, Smoke Alert On Alaska Cargo A330 In Cincinnati

Preliminary Report On Baramati Crash Flags Low Visibility, Instructor-Handled Tower

Taiwan Probes EVA Air Pilots Over Mayday Distress Calls After Taoyuan Runway Closure

Preliminary Report Links Engine Oil Pressure Loss To Fatal India One Air Accident

Flawed Airspace Design, Oversight Failures Led To Fatal DCA Collision That Killed 67

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

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