Whilst in the cruise at 37.000 ft., the pilots were forced to shut down engine #2 (inner left) for unknown technical reasons. The flight safely continued to its destination at a lower flight level. (FL 330).

Whilst flying en-route at 33000 ft., the pilots shut down an engine as a precautionary measure because of unspecified technical problems. The MD-83 safely diverted to Rapid City..

Shortly after departure the pilots elected to discontinue further climb because they suspected a bird was ingested into an engine. The A320 safely returned to land.

During a hard landing at Tver Air Base, the nosegear assembly hit the ground with force resulting in structural damage to the foreward fuselage and nosegear section. The uppger gear structure was pushed upwards causing the cabin floor to gave way. The aircraft came to rest on its nose on the runway. There were no reports about any injuries. At the time the IL-76 was on a scheduled training flight for student military pilots.

After an flawless flight without any indications of a malfunctions, post landing inspection showed damage to an engine, likely to be the result of a bird ingestion..

At the end of a transatlantic ferry flight without passengers, the pilots reported troubles with the right hand engine #2 while the aircraft was about to intercept the localizer for runway 24 at Shannon. After some holding time the pilots attempted another approach where the aircraft made a safe landing on runway 24. The A318 was due to be scrapped and parted out at St. Athan Airport (UK).

The 737 safely returned to land at Rostov following unspecified electrical problems during climb-out.

During the climb-out after take-off from runway 17 the right engine #2 ingested a bird prompting the pilots to discontinue further climb and to return to Peshawar where the A320 made a safe landing return about 30 minutes later. 

Both aircraft were flying nearly on reciprocal headings, when they came into a seperation conflict after the 757 began to descend from its cruising altitude of 35000 ft. because of engine troubles and was unable to respond to course alteration instructions by ATC to avoid the other aircraft. Earlier the pilots of Vim Air 757 requested to divert to Novosibirsk after they were forced to shut down the left engine #1. According to russian media, it was because of the high rate of descent the 757 passed below the Cathay 747. Closest distance was given as 400 meters vertically. The 757 made a safe landing diversion at Novosibirks and the 747 safely landed at its destination.

A few minutes after take-off the pilots reported emergency due to a spoiler problem. The aircraft safely returned to land at San Francisco. Initial inspection showed that a part of the left engine cowling had peeled back during flight.

On landing, the aircraft suffered a nosewheel tire burst resulting in minor damage. The An-140 came to a safe stop after landing rollout on the runway where all passengers disembarked safely. 

The aircraft safely diverted to Rostov after the crew expereicned a failure of a fuel boost pump whilst in cruiseflight.

The aircraft safely diverted to Copenhagen following the detection of a crack in a windshield whilst in cruiseflight at 34000 ft. 

On landing runway 19R(ight) the aircraft suffered a tire burst on its right maingear and was trailing smoke during rollout. The pilots vacated normally and szopped in a taxyway awaiting fire brigade. The 737 was subsequently towed to the gate.

The military transport aircraft was destroyed when it lost height and crashed on approach to runway 06 at Halim Airport. According to inofficial reports, the were no survivors. Four fatalities were reported on the ground when the aircraft slammed into a number of buildings in the Rajawali Housing complex where it broke apart and was engulfed in flames. Ground witnesses saw the aircraft making a steep turn to the left before it dived to the ground. At the time, the aircraft was on a training flight without passengers. It took off at Halim at 13:10L. The Indonesian Air Force reported that there were indications the Fokker 27 might have suffered engine failure.
NOTE: ThIs accidents marks the 3rd hull loss for a Fokker 27 of Indonesia Air Force

During final approach to runway 23L at Auckland, the right engine #2 ingested a bird, forcing the pilots to reduce thrust on the engine. However, the approach was continued normally and a safe landing was achieved. 

On landing at Narita Airport runway 16R in strong winds the aircraft received structural damage to its foreward fuselage presumably because of excessive loads during nosegear tochdown. The landing roll was safely completed and the aircraft taxied to its parking stand at the terminal without further difficulties. Damage was detected after arriving at the gate. There were no reports about any injuries on board. Video footage of the landing showed the aircraft made a heavy touchdown followed by a nosegear touchdown when the maingears were still in the air. After the 2nd touchdown the aircraft rolled out normally.
METAR RJAA 200430Z 23016G29KT 9999 FEW025 BKN/// 28/21 Q0998 WS R16L NOSIG RMK 1CU025 A2948=
NOTE: This occurence represents the 11th such landing incident to a Boeing 767-300 but the first one for All Nippon Airways.

While the aircraft was about to exit runway 05L after a landing in a typhoon with strong headwinds and intense rain the aircraft ran off the side of taxyway "November7" coming to rest on soft grass. There were injuries among passengers and crewmembers. 

Soon after departure the aircraft experienced birdstrike into an engine prompting the pilots to discontinue further climb. The flight was cancelled and the A320 safely returned to land at Nizhny Novgorod.

The aircraft safely returned to land at Jeddah following a fire warning inside the auxiliary power unit (APU) in the tail during climb-out. After coming to a stop on hte runway, the aircraft was evacuated. Two people are known to have received injuries. 

During the early stages of the climb-out of runway 25R at McCarran International Airport, the pilots experienced hydraulic problems. The aircraft discontinued the climb at 130000 ft. to enter a holding pattern east of the airport for about three hours. It is understood that two of three hydraulic systems became inoperational. After enough fuel was burned off, the A320 returned to Las Vegas for a safe landing on runway 25R where it came to a full stop because there was no hydraulic power to operate the nosewheel steering mechanism. The A320 was later towed to the gate. According to multiple passenger accounts, the aircraft made several lateral and vertical movements as it "lurched" from side to side causing discomfort for passengers. 

The 737 safely returned to land at Bishkek after the pilots were unable to retract the undercarriage after take-off. 

During cruiseflight, the pilots received indication about a drop in oil pressure for the right hand engine #3. The engine was shut down and the 727 made a normal landing at their destination.

Durinf take-off run on runway 34R the aircraft suffered a tire burst on its left maingear. Tower personnel a pilot in another aircraft observed smoke and tire fragments falling from the aircraft. The pilots discontinued the climb at 12000 ft and after a low-pass along the runway the 767 safely returned to land at Salt Lake City Airport about 2 hours after departure. The aircraft came to a smoking but safe stop on the runway 34R and need to be towed off by ground vehicle blocking the runway for hours. 

During the later stages of the climb-out, a loud popping noise was heared folowed immediately by a drop in hydraulic pressure of the center hydraulic system. The pilots discontinued further flight and elected to return to JFK Airport where a safe overweight landing was made. Post flight inspection showed the hydraulic service access panel missing, located at the eft undrbelly just aft of the left maingear wheel well. 

During the landing roll on runway 27, the left main undercarriage gave way allowing the left engine and wingtip to strike the runway. The aircraft veered to the left but came to a stop within the width of the runway resting on its port wing. No one inside the ATR was injured. All traffic at Jersey Airport came to a halt for hours until the aircraft was removed. 

Whilst turning around at the end of runway 04 after landing, when at least one gear ran off the edge of the runway. No serious damage occured and after some exchenges with tower the pilots were able to resume taxiing and reached their gate position without further incident. At the time of the occurence: the eastern part of the runway (609 meters) was closed due to lighting modernization works in progress. 

The A319 safely returned to Toulouse after the pilots were forced to shut down an engine shortly after departure. 

The 737 safely returned to land at Aeroparque Airport after the pilots were forced to shut down an engine during climb-out because of abnormal vibrations. 

During climb the pilots experienced a number of jolts and elected to return to land. The 737 made a safe landing return at Trabzon 20 minutes later. According to local aviation media, a compressor stall in one of the engines is suspected as the cause of the incident. 

The A380 safely returned to Frankfurt Airport after the pilots reported hydraulic problems whilst in cruiseflight at 31000 ft. in Czech airspace. 

The aircraft safely diverted to Surkhet Airport after a bird hit the right side of the windshield a couple of minutes after departure from Jumla. The first officer received injuries but managed to land the aircraft without further incident. 

The aircraft was taxiing from the landing runway to the terminal when smoke appeared in an area near the undercarriage/engines. The pilots stopped and triggered an emergency evacuation. No injuries have been reported. A leak in a fire supression system in the cargo hold was cited as cause of the smoke.

The aircraft weas flying en-oute at 36.000 ft when the pilots noticed a burning smell and smoke in the cockpit and elected to divert to the nearest suitable airport. The 757 safely landed at Munich. 

On landing runway 10 the aircraft apparently suufered a double tire blow on its left maingear causing smoke but no flames. The pilots brought the aircraft to a safe halt on the runway where all passengers disembarked normally and everybody remained unhurt. The runway had to be cloased for about 4 hours.

Due to circumstances unclear at present, the aircraft caught fire when it was parked after landing on the ramp at Sandy Lake First Nation Airport and burned to destruction. There were no reports about any injured persons involved. It is understood that the fire started during fuel transferring process from the aircraft´s cargo tanks to an external tank. The aircraft was carrying food and fuel on a routine supply flight for the remote community. 
NOTE: This accidents marks the 3rd hull loss due to fire damage on the ground for a commercial aircraft within three days.

The 757 safely diverted to Lanzhou Airport after the pilots were forced to shut down the right hand engine #2 (PW 2040) during cruiseflihgt for reasons unknown.

The aircraft was operating on a flight carrying parachutists when it flew into bad weather (thunderstorm activity). The pilots were unable to return to the airfield and made a forced landing in a field outside the town of Borodyanka. On ground impact the aircraft broke into two parts but no fire broke out. Five persons were found dead when ambulances arrived at the crash site. According to media reports, the pilots made several attempts to return to Borodyanka Airfield but all were abandoned because of intense rainfall and stormy winds. 

The aircraft was parked overnight in a hangar when a fire broke out under circumstances yet to investigate. The aircraft was destroyed by flames. It is understood that on person was hurt in the blaze. Two smaller office buildings were also destroyed by the fire.  .

During take-off at Silchar the aircraft suffered the loss of the left nosewheel which seperated from its axle and fell to the ground. The pilots were notified about the problem after they reached cruise level. They elected to proceed to their destination where the ATR made a safe emergency landing. No one inside the aircraft was harmed.

It was a few minutes past 21:00L when airport ground personnel heared two explosions immediately followed by a huge cloud of black smoke coming out of the maintenance hangar "F". When airport fire brigade arrived, the ATR was already on fire. Three persons were taken to hospital with injuries from smoke inhallation and burns. The fire was reported being extinguished by 22:30L. Traffic at Ruzyne Airport was briefly hated for about 15 minutes. The ATR (OK-KFM) was almost totally consumed by fire,.only the tail section survived. The other (OK-JFK) experienced less severe fire damage. The aircraft is a total loss. The reason for the fire is under investigation but believed to be improper handling of cleaning fluids.
NOTE: This accident marks the 1st Hull Loss occurence for CSA since the company lost a Tupolev in a landing accident 24 years ago. 
NOTE2: This accidents marks the 4th hull loss occurence for an ATR aircraft in 2012.

The pilots safely aborted the take-off run at high speed after the outer right engine #4 failed. when the 747 vacated the runway a lot of tires automatically deflated because of excessive braking heat. The runway need to be closed for hours until the 747 was towed off to the main ramp.