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Report: Boeing 737-600 serious cabin pressure loss incident due to leaky valve
8 October 2017

Report: Boeing 737-600 serious cabin pressure loss incident due to leaky valve

Report: Embraer ERJ-190 failure of cabin pressurization and anti-ice system

Report: Poor ATC coordination and lack of TCAS response factors in airprox incident over Bulgaria

Icing conditions led to Cessna 208 loss of control and collision with terrain near Pickle Lake, Canada

Unstabilized approach by intoxicated captain leads to Boeing 737-400 landing accident, Lahore, Pakistan

Gusty winds and blowing snow led to April 2016 Beech 1900 gear collapse at Gander Airport

The Transportation Safety Board of Canada found that the lack of consideration of a combination of risks during a winter storm contributed to the April 2016 landing accident of a Beech 1900 at Gander International Airport, Canada.

On the evening of 20 April 2016, Air Canada Express flight 7804, operated by Exploits Valley Air Services (EVAS), departed Goose Bay International Airport, Newfoundland and Labrador, for Gander International Airport with 14 passengers and two crew members on board. The weather forecast for the time of arrival in Gander was wind gusting to 55 knots, reduced visibility, and heavy blowing snow. At 21:30, the aircraft touched down right of the runway centreline and almost immediately veered to the right. The nose wheel struck a compacted snow windrow on the runway, causing the nose landing gear to collapse.  As the aircraft’s nose dropped, the propeller blades struck the snow and runway surface. Most of the propeller blades separated at the root, and a portion of a blade penetrated the cabin wall. The aircraft slid further down the runway before coming to a stop. Three passengers sustained minor injuries.

The investigation found that the blowing snow made it difficult to identify the runway centreline markings, and that the situation was exacerbated by the absence of centreline lighting and a possible visual illusion caused by the blowing snow. Neither pilot had considered that the combination of landing at night, in reduced visibility, with a crosswind and blowing snow, on a runway with no centreline lighting, was a hazard that may create additional risks. The crew also did not recognize that the gusty crosswind conditions had caused the aircraft to drift to the right during landing. The operator did not have defined crosswind limits that would have restricted the maximum crosswind allowed for take-off and landing, nor was it required to do so. Rather, it relied on aircraft captains to determine their own personal limits for crosswind landings. If operators do not have defined crosswind limits, there is a risk that pilots may land in crosswinds that exceed their abilities, which could jeopardize the safety of flight.


Report: Mishandled bounce causes tailstrike on landing of Boeing 737-800 at Dhaka, Bangladesh

NTSB issues final report for Oct. 2016 Mike Pence Boeing 737-700 LaGuardia runway excursion

The incident aircraft after having been towed to the platform (NTSB).

The National Transportation Safety Board (NTSB) pubished its final report of their investigation into the October 2016 runway excursion of an Eastern Air Lines Boeing 737 at New York’s LaGuardia Airport.

The Boeing 737-700 (registration N278EA), a chartered flight operated by Eastern Air Lines, overran runway 22 during landing at New York-LaGuardia Airport, Oct. 27, 2016. The airplane veered to the right during the overrun and partially transited the Engineered Material Arresting System before it came to a stop on the turf about 200 feet from the runway end. None of the 11 crew and 37 passengers, including then vice presidential candidate Mike Pence, were injured.

The NTSB concluded that the first officer’s failed to attain the proper touchdown point and the flight crew failed to call for a go-around, which resulted in the airplane landing more than halfway down the runway. Contributing to the incident were, the first officer’s initiation of the landing flare at a relatively high altitude and his delay in reducing the throttles to idle, the captain’s delay in manually deploying the speed brakes after touchdown, the captain’s lack of command authority, and a lack of robust training provided by the operator to support the flight crew’s decision-making concerning when to call for a go-around.

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