14.04.2019/ 03:22 UTC
Nepal/ Lukla-Tenzing-Hillary Airport (LUA)
Final report
On 14 April 2019, around 03:22 UTC, Aircraft Industries' L410UPV-E20, registration 9N-AMH, owned and operated by Summit Air Pvt. Ltd. met with an accident at Tenzing-Hillary Airport, Lukla when it veered right and excursed the runway during take-off roll from runway 24. The aircraft first collided with Manang Air's helicopter, AS350B3e, registration 9N-ALC, with its rotor blade running on idle power and then with Shree Airlines' helicopter, AS350B3e, registration 9N-ALK just outside the inner perimeter fence of the aerodrome into the helipad before coming to a stop. The PIC and Cabin Crew of 9N-AMH survived the accident, whereas the Co-pilot and one security personnel on ground were killed on the spot. One more security personnel succumbed to injury later in hospital. 9N-AMH and 9N-ALC both were substantially damaged by impact forces. There was no post-crash fire. The Shree Airlines Eurocopter AS 350, 9N-ALK sustained minor damage.

Lukla Airport is located on a mountain at an elevation of 9334 feet (2845 m). The runway is 1729 ft long (527 m) with an 11.7% gradient.
The Aircraft Accident Investigation Commission determines that the probable cause of the accident was aircraft's veering towards right during initial take-off roll. The veer was a result of generation of asymmetric power due to abrupt shifting of right power lever rearwards. The particular reason for abrupt shifting of the power lever couldn‘t be identified.

Laser Aéreo Colombia Douglas DC-3

crashed in Colombia, 14 killed

09.03.2019/ 10:34 LT (15:34 UTC)
Colombia/ Finca La Bendicion, San Martin
  
The DC-3 aircraft with registration HK2494, operated by LASER, was prepared to make a non-scheduled passenger flight between Taraira Airport (SKTR) and the aerodrome Villavicencio (SKVV) in Colombia. The aircraft took off at 06:13 hours local time with a crew of three, eight passengers and 500 kgs of cargo. Adverse weather conditions were encountered en route and the crew decided divert to Miraflores (SKMF) where it landed at 07:39. There two more passengers boarded the flight for Villavicencio.

The aircraft (10) passengers and the crew rescheduled the flight to the Jorge Enrique Gonzales (ICAO: SKSJ) airfield in the city of San Jose del Guaviare, to refuel and continue their flight to (SKVV).
At 08:34 the aircraft took off from Miraflores and flew to San Jose del Guaviare (SKSJ) to refuel, where it landed at 09:14. The aircraft was fueled and the crew submitted a flight plan to Villavicencio with a total flight time of 45 minutes an altitude of 8,500 feet. Prior to departure one more passenger boarded the flight.
The aircraft took off at 09:55. At 10:15, when the aircraft was climbing through 8,100 feet and approximately 59NM (109 km) from Villavicencio, the flight reported engine problems and stated their intentions to divert to a nearby airstrip. Villavicencio ATC suggested La Rinconada Airstrip in the Municipality of San Martín, Meta, Colombia.
The aircraft lost altitude and last radio contact was at 10:32 when the crew radioed that they had a runway in sight, with no further information.
At 10:34 the aircraft hit the ground of a palm plantation with a high angle of descent and low speed. Flaps and undercarriage were retracted at the time of the accident. The aircraft slid across a gravel road and burst into flames.

All 14 occupants have perished, including the mayor of the municipality of Taraira - Vaupes Doris Lizeth Villegas Chara and her family. 2019 Colombia DC-3 crash (Wikipedia)

3 people aboard cargo jet that crashed

in Texas bay did not survive

23.02.2019/ 18:39 UTS
USA/ TX/ near Anahuac/ Trinity Bay

Photos on NTSB Flickr site

Atlas Air Flight 3591

Atlas Air flight 5Y3591, a Boeing 767-300 (N1217A) operated for Amazon Prime Air, was destroyed in a crash at Trinity Bay, near Anahuac, Texas, USA.

All three on board were killed.
The aircraft departed Miami International Airport, Florida at 11:33 hours local time (16:33 UTC) on a cargo flight to Houston-George Bush Intercontinental Airport, Texas, USA. The cruising altitude of FL400 was reached after 20 minutes. Descent towards Houston was commenced at 12:07 hours local time (18:07 UTC).
About 12:30 the pilots contacted the Houston terminal radar approach control (TRACON) arrival controller and reported descending for runway 26L; the airplane was at 17,800 ft with a ground speed 320 knots.
At 12:34, the airplane was descending through 13,800 ft, and the controller advised of an area of light to heavy precipitation along the flight route and that they could expect vectors around the weather. About 12:35, the flight was transferred to the Houston TRACON final controller, and the pilot reported they had received the Houston Automatic Terminal Information System weather broadcast. The controller told the pilots to expect vectors to runway 26L and asked if they wanted to go to the west or north of the weather.
Radar data indicated the airplane continued the descent through 12,000 ft with a ground speed of 290 knots, consistent with the arrival procedure. The pilots responded that they wanted to go to the west of the area of precipitation. The controller advised that to do so, they would need to descend to 3,000 ft expeditiously.
About 12:37, the controller instructed the pilots to turn to a heading of 270°. Radar data indicated the airplane turned, and the automatic dependent surveillance-broadcast (ADS-B) data indicated a selected heading of 270°. The airplane was descending through 8,500 ft at this time.
About 12:38, the controller informed the pilots that they would be past the area of weather in about 18 miles, that they could expect a turn to the north for a base leg to the approach to runway 26L, and that weather was clear west of the precipitation area. The pilots responded, "sounds good" and "ok." At this time, radar and ADS-B returns indicated the airplane levelled briefly at 6,200 ft and then began a slight climb to 6,300 ft.
Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up. The airplane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. The stall warning (stick shaker) did not activate.
FDR, radar, and ADS-B data indicated that the airplane entered a rapid descent on a heading of 270°, reaching an airspeed of about 430 knots. A security camera video captured the airplane in a steep, generally wings-level attitude until impact with the swamp. FDR data indicated that the airplane gradually pitched up to about 20 degrees nose down during the descent.
Preliminary investigation results suggest that the captain may have inadvertently activated the go around switch on the throttles as he was moving his hand to select flaps.

03.05.2019/ 21:42 EDT

USA/ FL/ Jacksonville/ Jacksonville Naval Air Station (KNIP)

DCA19FA143-investigative-update.pdf

On May 3, 2019, at 21:42 eastern daylight time, Miami Air flight 293, a Boeing 737-81Q, registration N732MA, departed the end of runway 10 at Jacksonville Naval Air Station (KNIP), Jacksonville, Florida, and came to rest in shallow water in St. Johns River. There were no serious injuries to the 142 passengers and crew onboard. The airplane was substantially damaged. The airplane was operated by Miami Air International as a non-scheduled passenger flight from Leeward Point Field (MUGM), Guantanamo Bay, Cuba, to KNIP.
The pilot contacted the KNIP radar controller, and, at 21:39, the KNIP radar controller indicated the winds were from 240° at 10 knots; he then cleared the flight to land on runway 10. The pilot acknowledged the landing clearance when the airplane was about 5 nautical miles from the runway threshold. At 21:41, the KNIP radar controller instructed the pilot to report the field in sight, to which the pilot immediately responded he had the field in sight.
At 21:42 the aircraft touched down at an airspeed of 163 kts with a tailwind of about 15 knots. The ground spoilers deployed three seconds after touchdown. The aircraft was not able to use thrust reversers as the right hand thrust reverser was inoperative. This was allowed per Minimum Equipment List (MEL).
The airplane impacted a rock embankment at the end of the runway 10 overrun area before coming to rest in the St. Johns River about 1,200 ft from the end of runway 10. The center of the airplane was about 100 ft east of the river’s shoreline and about 75 ft south of the runway 28 landing light pier. The water where the airplane came to rest was 3-5 ft deep, depending on the tidal conditions. The embankment had a distinct area of disturbed rocks, consistent with the engines and main landing gear impacting the embankment. The airplane was mostly intact, but both main landing gear had separated from the airplane and were also located in the river.