Wednesday, May 21, 2025

Boeing 767-3S2F, N178FE, incident occurred on March 1, 2025, near Newark-Liberty International Airport (EWR/KEWR), Newark, NJ

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

Aviation Investigation Report - National Transportation Safety Board

The National Transportation Safety Board did not travel the scene of this incident.

Investigator In Charge (IIC): Brazy, Douglass

Additional Participating Entities:

  • David Frassinelli; Federal Express; Memphis, TN 
  • Heidi Kemner; FAA/AVP110; Washington, DC 
  • Michael Germani; Boeing; Seattle, WA 
  • James Easton; General Electric Aerospace ; Cincinnati, OH 
  • Martin Wolf; Swiss Transportation Safety Investigation Board; Payerne, OF 

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N178FE

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199780/pdf
  • Location: Newark, NJ 
  • Incident Number: DCA25FA148 
  • Date & Time: March 1, 2025, 08:00 Local 
  • Registration: N178FE 
  • Aircraft: Boeing 767 
  • Injuries: 3 None 
  • Flight Conducted Under: Part 121: Air carrier - Non-scheduled 

On March 1, 2025, at 0800 eastern standard time, FedEx flight 3609, a Boeing 767-300F, powered by two General Electric CF6-80C2 turbofan engines, registration number N178FE, struck birds during initial climb after takeoff from Newark Liberty International Airport (EWR), Newark, New Jersey. There were no injuries to the 2 crew and 1 passenger on board. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 121 domestic cargo flight from EWR to Indianapolis International Airport (IND), Indianapolis, Indiana.


The flight crewmembers reported that after takeoff and while climbing through an altitude of about 500 ft, the first officer (FO), who was the flying pilot, saw three white birds to the left side and underneath the airplane. He called “Birds!” and immediately thereafter heard an “abrupt bang” and the airplane experienced moderate to severe vibrations. The FO began a right turn back towards the airport and asked the captain to declare an emergency and advise Air Traffic Control (ATC) that they were returning to EWR.


The captain checked the engine indications “which soondisplayed right engine damage including fire indications (fire bell, warning lights, discrete fire light on the right fuel control) and an R ENGINE FIRE message on the Engine Indicating and Crew Alerting System (EICAS) display”. As the FO continued to fly, the captain began the quick reference checklist (QRC) for the ‘ENGINE FIRE or Engine Severe Damage or Separation’, which resulted in the shutdown of the No. 2 (right engine) and discharge of one fire bottle. After the engine was shutdown, the airplane “flew much smoother” and the noise level reduced substantially. As the captain continued through the follow-up quick reference handbook (QRH) procedure, the fire indications persisted, and he discharged the 2nd fire bottle. However, the fire indications remained present for the rest of the flight.


The crew asked the passenger, who was type rated in the airplane, to move to the first observer seat and assist with checklists and airplane monitoring. During the base traffic pattern leg, the captain took control of the airplane from the FO, who assumed the pilot monitoring duties. After issuing the landing clearance, ATC initially advised that it appeared as though the fire on the right engine had gone out. Shortly afterward ATC called and advised there was fire visible on the right engine.


After landing, the captain stopped the airplane on the runway, shut down the left engine and contacted the aircraft rescue and fire fighting (ARFF) responders on the tower frequency. ARFF advised that fire was still visible, and they began applying water. Soon after, all the fire indications in the cockpit ceased. After receiving an “all clear” from the ARFF responders, the crew exited the airplane via the crew stairs.


A post accident examination of the airplane revealed bird remnants on the No. 1 engine nacelle (on the inside and outside of the inlet) as well as on sections of the engine spinner, fan blades, inlet and outlet guide vanes, the thrust reverser blocker doors, and on the drag link arms. All the fan blades were present and whole, several of the fan blades exhibited round soft-body airfoil leading-edge impacts and blade tip bending. The nacelle inlet lip skin was dented/impacted at about the 9:00 o’clock position with evidence of bird remains at the 2:30 o’clock position but no impact damage.


Bird remnants were present on the No. 2 engine spinner and fan blades, and on the thrust reverser blocker door drag links. All of the fan blades were present and exhibited a combination of leading edge and airfoil hard-body impact, missing material, gouging, tip rub, rips and tears, and bending in both the direction opposite of rotation and in the direction of rotation. One blade was fractured just outboard of the mid-span shroud. The inlet inner barrel liner exhibited multiple impact marks, holes, areas of missing material, trenching, and embedded metallic material, around the entire circumference.


Several through-hole penetrations were also noted in the inlet outer barrel. The outer skin of the turbine exhaust sleeve departed the engine and was recovered in a grassy field near Interstate 95 along the airplane’s flight path. The No. 2 engine was heavily damaged by fire. Sooting and thermal distress were present 360° circumferentially from the aft flange of the aft fan case to the rear flange of the combustion case. Sooting was also present along the length of the top of the engine from the 11:00 – 1:00 o’clock position. Thermal distress consisted of consumed electrical wire outer sheathing and isolator grommets, as well as damaged or consumed wire clamp cushions. Portions of some air, oil, and fuel tubes were consumed by fire.


The right side of the airplane exhibited multiple small impact marks in the horizontal stabilizer, fuselage, and the wing control surfaces, consistent with debris liberated from the No 2 engine. None of this damage met the definition of substantial damage or affected the flight control system of the airplane.


Qualified parties were invited to participate in the investigation. These included the Federal Aviation Administration (FAA), Federal Express, Boeing Commercial Airplanes, and General Electric Aerospace. In accordance with the provisions of Annex 13 to the Convention on International Civil Aviation, an Accredited Representative from the Swiss Transportation Safety Investigation Board of Switzerland, the State of Manufacture for the engine vibration monitor, was appointed to support the investigation, with Paker Meggitt as a technical advisor.


The following NTSB specialists were assigned to investigate the accident: Powerplants, Flight Data Recorder (FDR), and Cockpit Voice Recorder (CVR). The FDR and CVR were sent to the NTSB’s Vehicle Recorder Laboratory in Washington, DC. 


The investigation is continuing.

Boeing 737 MAX 9, N958AK, accident occurred on December 26, 2024, near Henderson, Nevada

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

Aviation Investigation Preliminary Report - National Transportation Safety Board

The National Transportation Safety Board did not travel the scene of this incident.

Investigator In Charge (IIC): Brazy, Douglass

Additional Participating Entities:

  • Melanie Folcik Barillaro; FAA/AVP-110; Washington, DC 
  • Christoper Rosati; NATCA; Washington, DC 
  • Rick Domingo; Alaska Airlines; Seattle, WA

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N958AK

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199474/pdf
  • Location: Henderson, NV 
  • Accident Number: DCA25FA071 
  • Date & Time: December 26, 2024, 13:35 Local 
  • Registration: N958AK 
  • Aircraft: Boeing 737 
  • Injuries: 2 Serious, 1 Minor, 181 None 
  • Flight Conducted Under: Part 121: Air carrier - Scheduled 

On December 26, 2024, at 1335 pacific standard time, Alaska Airlines flight 700, a Boeing 737- 9, N958AK, encountered severe turbulence during cruise flight, near Henderson, Nevada. Of the 181 passengers and crew, two flight attendants received serious injuries, and one received a minor injury. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 121 scheduled domestic passenger flight from Seattle-Tacoma International Airport (SEA), Seattle, Washington, to Phoenix Sky Harbor International Airport (PHX), Phoenix, Arizona.


The flight crew reported that during the first half of the flight, the turbulence they experienced was “no worse than light chop”. They were aware that worse turbulence was expected during the second half of the flight, as indicated by weather products and advisories provided in the dispatch paperwork for the flight. Additionally, they monitored a company weather app and had communication with their dispatch while enroute for any updates to weather conditions and turbulence forecasts.


Before the flight, the pilots had briefed the lead flight attendant in advance about when they should perform service and prepare for landing, due to the expected turbulence. As the airplane approached the area of expected turbulence, while at flight level (FL) 330, the first officer made a public address announcement to advise the passengers that the seatbelt sign would be turned on in about 15 minutes, and the flight attendants would then also be seated. The airplane encountered light turbulence 15 minutes later, and the first officer turned on the seatbelt sign and informed the flight attendants that the turbulence was expected to worsen, and that they should prepare the cabin and take their seats. The first officer checked in with air traffic control (ATC) and reported experiencing light with occasional moderate turbulence. ATC advised that there were areas of light chop throughout the Las Vegas area, and that there were no reports of turbulence more intense than the light chop.


About 15 minutes later the airplane encountered severe turbulence. Two flight attendants were seriously injured, and one non-revenue flight attendant passenger sustained a minor injury. All were located in the rear gally area when the turbulence occurred and were not restrained.


The pilots declared a medical emergency and elected to continue to Phoenix, after determining that a diversion to the nearest airport would result in routing through the area of expected turbulence. The remainder of the flight was uneventful. EMS personnel met the airplane at the gate and four flight attendants were subsequently transported to the hospital.


A post accident review of weather data revealed that a Significant Meteorological Information (SIGMET) advisory was issued at 1213 which forecasted occasional severe turbulence between FL270 and FL400 due to wind shear associated with the jetstream in an area surrounding the accident location. A pilot report (PIREP) had previously included such conditions 5 minutes prior to the accident in the general vicinity of the turbulence encounter location. Additionally, an Airman’s Meteorological Information (AIRMET) advisory was issued for the area at 1245, which forecasted moderate turbulence between FL180 and FL400. Satellite and weather radar data for the accident area indicated there was cloud cover above the turbulence encounter locations and no precipitation echoes, respectively.


Qualified parties were invited to participate in the investigation. These included Alaska Airlines, the Federal Aviation Administration (FAA) and National Air Traffic Controllers Association. The following NTSB specialists were assigned to investigate the accident: Air Traffic Control, Meteorology, and Operations.


The investigation is continuing. 

Boeing 717-2BD, N942AT, incident occurred on February 24, 2025, at Atlanta Hartsfield-Jackson International Airport (ATL/KATL), Atlanta, Georgia

 This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

Aviation Investigation Report - National Transportation Safety Board

The National Transportation Safety Board did not travel the scene of this incident.

Investigator In Charge (IIC): Brazy, Douglass

Additional Participating Entities:

  • Patrick Lusch; FAA/AVP100; Washington, DC 
  • Josh Migdal; Delta Air Lines; Atlanta, GA 
  • Steve Haggarty; Boeing; Seattle , WA 
  • Richard Lewis; Rolls Royce; Bristol, OF 
  • Thomas Karge; BFU ; Braunschweig, OF 

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N942AT

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199761/pdf


On February 24, 2025, at 0848 eastern standard time, Delta Air Lines flight 876, a Boeing 717- 200, N942AT, experienced smoke in the cabin and cockpit during takeoff from Atlanta Hartsfield/Jackson International Airport (ATL), Atlanta Georgia. The airplane returned to the airport, landed safely, and the crew conducted an emergency evacuation. There were 99 passengers and crew on board, and two passengers received minor injuries during the evacuation. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 121 scheduled domestic passenger flight from ATL to Columbia Metro Airport (CAE), Columbia, South Carolina.


During the takeoff roll, flight attendants (FA) in both the forward and aft areas of the cabin saw smoke. The two FAs in the forward section first noticed it emanating from the area over the L1 door. The FA In the aft section first noticed it “coming out of all the vents”. Both the FA in the aft section and the lead FA in the forward section attempted to contact the pilots using the emergency call button but did not get a response. They also took turns using the interphone to try and announce to the pilots that there was smoke in the cabin. After takeoff, the lead FA also knocked on the cockpit door.


The aft flight attendant made a public address announcement to the passengers, advised that they were aware of and trained for the situation and to remain calm. The lead FA recalled that the smoke was very thick, and that he was unable to see past the first row of seats. A nonrevenue flight attendant who had been in a jumpseat, self-deployed to the exit row to prevent an unanticipated evacuation, or assist in evacuation if one ensued.


The pilots reported that just as the airplane rotated for takeoff, they heard the flight attendant call chime and knocking on the flight deck door. Shortly thereafter smoke was visible rising from the floor near the rear of the cockpit. They donned their oxygen masks and initially delayed responding to the flight attendant calls, as the captain focused on flying the airplane while first officer declared an emergency with air traffic control. 


Shortly after takeoff, a master caution alert for smoke detected in the forward lavatory occurred. The first officer began the quick reference handbook (QRH) checklist for this alert and then attempted to communicate with the cabin crew using the handset phone. He recalled that he could hear the cabin crew, but when he spoke, they could not hear him. As the lead FA began to unlock the cockpit door, he was able to hear the first officer on the interphone advise that the pilots were aware and returning to the airport. The lead FA then relayed that information to the other cabin crew and passengers. 


Soon after, an alarm warning of low oil pressure for the right engine occurred in the cockpit. The crew performed the QRH procedure which ultimately led them to shut down the right engine.


As the airplane was returning to the airport, the captain elected to change the approach from runway 27R to 27L “in order to get glidepath guidance since our visibility was restricted due to the smoke and the facemask”. The remainder of the approach and landing were uneventful.


The crew stopped the airplane on the runway after landing and the airport rescue and fire fighting vehicles arrived soon after. The pilots opened the flight deck door, noticed a “tremendous” amount of smoke in the cabin, and the captain immediately ordered an evacuation. The aft FA coordinated the evacuation through the tailcone door with no anomalies. The lead FA managed door 1L, which he initially had some difficulty opening but succeeded on his 3rd attempt. The 3rd FA managed the evacuation through the 1R door with no anomalies.


The non-revenue FA managed the overwing emergency exits evacuation. She remained on the wing with some passengers who were unable to jump from the wing to the ground. The airplane does not have evacuation slides for the overwing exits, the egress path is to slide down the trailing edge of the wing. The wing flaps were extended to 25° prior to the evacuation (in accordance with the checklist) to reduce the height from the wing to ground.


She coordinated with the other three FAs and they determined at that time, because there were no remaining risks inside or outside the cabin, the passengers remaining on both wings could reenter the cabin and evacuate using the 3 usable deployed doors slides.


The airplane was equipped with Rolls Royce model BR715-C1 engines. During a post incident examination, maintenance personnel found no oil visible in the sight glass of the right engine oil reservoir, indicating the quantity was at or near zero. Examination of the right engine’s components continues.


Qualified parties were invited to participate in the investigation. These included the Federal Aviation Administration (FAA), Delta Air Lines, and Boeing Commercial Airplanes. In accordance with the provisions of Annex 13 to the Convention on International Civil Aviation, an Accredited Representative from the Federal Bureau of Aircraft Accidents Investigation (BFU) of Germany, the State of Manufacture for the engines, was appointed to support the investigation with Rolls Royce as a technical advisor.


An NTSB flight data recorder specialist has been assigned. The investigation continues. 

Cessna 421C Golden Eagle, N245T, fatal accident occurred on June 17, 2024, near Steamboat Springs Airport/Bob Adams Field (SBS/KSBS), Steamboat Springs, Colorado

The National Transportation Safety Board travelled to the scene of this accident.

Investigator In Charge (IIC): Aguilera, Jason

Additional Participating Entities:

  • Harold Robertson; FAA FSDO; Denver, CO 
  • PJ Beavers; Textron Aviation; Wichita, KS 
  • Ernie Hall; Textron Aviation; Wichita, KS 
  • J Ferrell; Continental Motors; Mobile, AL 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194487/pdf

https://data.ntsb.gov/Docket?ProjectID=194487

http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N245T

  • Location: Steamboat Springs, Colorado 
  • Accident Number: CEN24FA228 
  • Date & Time: June 17, 2024, 16:23 Local 
  • Registration: N245T 
  • Aircraft: Cessna 421 
  • Aircraft Damage: Destroyed 
  • Defining Event: Loss of control in flight 
  • Injuries: 2 Fatal 
  • Flight Conducted Under: Part 91: General aviation - Personal 

On June 17, 2024, about 1623 mountain daylight time, a Cessna 421C airplane, N245T, was destroyed when it was involved in an accident near Steamboat Springs, Colorado. The pilot and passenger were fatally injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight.


While enroute to the destination airport, the pilot reported a “cylinder temperature issue' to air traffic control (ATC) and the pilot diverted to another airport for a visual approach. The pilot overflew the airport and requested vectors for another visual approach. He then requested vectors to divert to an airport to the east before he informed air traffic control that the left engine lost power, and he received vectors back to the airport for a visual approach. The pilot maneuvered the airplane to land on runway 14, but for an unknown reason he decided to land on runway 32 instead. A pilot-rated witness reported that he observed the airplane while it was on the base to final turn for runway 32.  He reported that the airplane's wings leveled momentarily before it made a 60° left-bank turn and then entered a stall/spin in a counterclockwise rotation. The airplane impacted a trailer park about 0.38 miles from the approach end of runway 32. A postimpact fire ensued and destroyed the airplane.


Examination of the airframe, flight controls, and the right engine did not detect any preimpact anomalies that would have precluded normal operation.


Examination of the left engine found that the starter adapter spline was worn, with broken teeth on its crankshaft gear. The crankshaft gear remained properly timed with the crankshaft cluster gear, the investigation could not determine if the idler gear, which drives the magnetos, slipped timing. Mistiming of the magnetos could result in abnormal cylinder head temperature(s). In addition, there was improper hardware securing the cylinder No. 6 intake valve, which might have altered performance of that valve. Due to thermal damage, testing of the ignition and fuel systems could not be accomplished. Evidence of detonation was observed on the left engine's piston heads. The installed engine data monitor was destroyed by the postimpact fire and did not provide further details as to the operational condition of the engine before the accident. 


Inspection of the starter adapter assembly is required annually by airworthiness directive and was accomplished on the most recent annual inspection. The airplane had flown at least 4.5 hours since the inspection.


- Probable Cause: 

The pilot's failure to maintain sufficient airspeed following a loss of engine power, which resulted in an inadvertent aerodynamic stall/spin at low altitude.

American Champion 8GCBC Scout, N23BD, fatal accident occurred on September 1, 2024, near Meeteetse, Wyoming

The National Transportation Safety Board travelled to the scene of this accident.

Investigator In Charge (IIC): Gutierrez, Eric

Additional Participating Entities:

  • Bruce Hanson; Federal Aviation Administration; Denver, CO 
  • David Harsanyi; Lycoming Engines; Williamsport, PA 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195035/pdf

https://data.ntsb.gov/Docket?ProjectID=195035

http://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N23BD

  • Location: Meeteetse, Wyoming 
  • Accident Number: WPR24FA291 
  • Date & Time: September 1, 2024, 10:45 Local 
  • Registration: N23BD 
  • Aircraft: AMERICAN CHAMPION AIRCRAFT 8GCBC 
  • Aircraft Damage: Destroyed 
  • Defining Event: Loss of engine power (partial) 
  • Injuries: 1 Fatal, 1 Serious
  •  Flight Conducted Under: Part 91: General aviation - Personal 


On September 1, 2024, about 1045 mountain daylight time, an American Champion Aircraft 8GCBC, N23BD, was destroyed when it was involved in an accident near Meeteetse, Wyoming. The pilot sustained serious injuries, and the passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.


The pilot reported that the purpose of the flight was to fly to a predetermined location in a nearby national forest, locate the passenger's relatives on the ground, and spread the ashes of the passenger's recently deceased family member. After arriving at the location, they observed the family members on the ground, circled, and spread the ashes. After releasing the ashes, the pilot leveled the airplane and applied engine power. He stated that the airplane “reached an altitude where it could not climb' and that the airspeed was near stall speed. He did not recall the airplane's altitude at the time it stopped climbing, and reported that due to his injuries, he did not recall any of the subsequent events of the flight.      


ADS-B flight track data showed that the airplane departed the airport and flew in a southerly direction toward the national forest. The data depicted a series of heading and altitude changes that were consistent with the family member's statement. The airplane then departed to the southwest along a valley toward an area of rising terrain. The airplane began to climb from about 8,550 ft mean sea level (msl) with a corresponding decrease in groundspeed until flight track data ended in the vicinity of the accident site. The airplane's last recorded altitude and groundspeed was 9,625 ft msl and 63 knots, respectively.


A pilot-rated witness did not observe the accident sequence, but did hear a sputtering engine followed by the sound of the accident airplane impacting terrain with a “loud bang.' He then observed black smoke emanating from a group of trees about 3/4 mile from his location.

The airplane impacted mountainous terrain along the southern edge of a valley at an elevation of 9,850 ft mean sea level. All major structural components of the airplane were located near the main wreckage. The airplane was mostly consumed by post impact fire. The engine remained attached to the engine mount and fuselage. Thermal damage was observed throughout the engine from post impact fire. Disassembly of the engine revealed a slight bend on the crank shaft about mid span, consistent with impact damage. 


Even though the witness report of a sputtering engine could not be corroborated due to the extensive thermal damage from the post-crash fire, ADS-B data indicated that the airplane continued to climb until the collision with rising terrain. Although the airplane's climb performance could not be assessed, the airplane's controlled flight into terrain was consistent with the pilot's decision to continue the flight with the airplane approaching its maximum gross weight at a low altitude in a high-elevation, high-density-altitude environment.


- Probable Cause: 

The pilot's decision to continue the flight over rising terrain at a low altitude in a high-elevation, high-density-altitude environment.