Iran

On Jan. 27, 2020, at 03:12 UTC Caspian Airlines (CPN) Flight 6936, an MD83, EP-CPZ took off from Mehrabad International Airport and climbed to FL320 as final cruising level. At about 03:45:37 UTC, the aircraft was flying according to the flight plan route on Airway B417 at an assigned FL320. Due to another traffic departing flight, an A320, IRA356 from Abadan Airport (OIAA) to destination Mashhad International Airport (OIMM), the ACC controller issued direct routing to the flight CPN 6936 position GODMO. At 03:49:34 UTC, CPN6936 requested descent clearance, so the flight was cleared to FL100. At 03:52:30 UTC, the pilot called Mahshahr AFISO and reported position 50 nm inbound GODMO and estimated time over GODMO at 03:59 UTC. At 03:52:51 UTC, Mahshahr AFISO reported necessary information as below: "RWY active is 31; wind is now 280/08kts, CAVOK, temperature +06, DP 04 and QNH 1023, expected VOR approach RWY 31 via GODMO 1E ARRIVAL" At 03:53: 33 UTC, the pilot requested RWY 13 and Mahshahr AFISO performed VOR/DME approach RWY 13, via GODMO 1F arrival. At 03:59:39 UTC, the pilot reported, “we are approaching position GODMO in contact with destination Mahshahr.” At 04:00:41UTC, the pilot reported his position “GODMO” to Mahshahr AFISO. At 04:02:46 UTC, the pilot reported leaving of IAF and received landing clearance for RWY13. Finally, at 04:06:11 UTC, the aircraft landed on RWY 13, passed two-thirds of RWY length and ran off the end of runway13 after landing at Mahshahr Airport at 04:06 UTC, Khuzestan province. The accident flight was being operated on an Instrument Flight Rules (IFR) flight plan in a Visual Meteorological Condition (VMC). The main door of the accident aircraft was opened in emergency condition, but the slide skid did not operate automatically. The cabin floor was just too close to the ground (grass surface) due to the impact of the nose and main landing gears strut which were broken after the runway overrun. The evacuation was performed from the main door, and all 136 passengers and 8 crew members disembarked.

On Wednesday, January 08, 2020, at 00:53, the inbound flight No. 751 of Ukraine International, Boeing 737-800, UR-PSR, en route to Tehran Imam Khomeini INTL. Airport from Kyiv Boryspyl INTL. Airport was cleared for landing, and after four minutes landed on the IKA runway. After disembarking 58 passengers and refueling, the flight crew went on to check into the hotel located at IKA. From 01:16 to 01:38, the aircraft was refueled with 9510 kg (11800 liters) of fuel. Once the total weight of the cargo received from passengers (310 packages weighing 6794 kg) was determined, in order to comply with the maximum takeoff weight allowed for aircraft, 82 packages in 2094 kg in weight, were separated by Airport Service Company, that is, they were not loaded. Initially, 78 packages of the passenger's luggage were not loaded first, then due to the large volume of passengers' hand luggage, the flight attendants passed some of them on to the Airport Service Company personnel to be placed in the aircraft cargo. After that, 4 packages belonging to the passengers were removed from the aft cargo door, where the hand luggage was placed. At 04:35, the flight crew embarked on the aircraft. After checking the aircraft and cabin, boarding was announced at 04:45, and passengers started to board the plane. Based on the available documents, 167 passengers proceeded to the Airport Services Co. counter at the airport terminal, all of whom went on board. Only one of the passengers who received the boarding pass online the night before the flight, due to the delay in arriving in Tehran from another city did not go to the airport in person, and therefore had been removed from the list of passengers provided by the UIA. At 05:13, the pilot made his first radio contact with the IKA's control tower ground unit and requested the initial clearance for flying, which was issued by the controller subsequently. At 05:48, all the aircraft documents required to start the flight operations were filled out, and all the doors were then closed at 05:49. The flight was initially scheduled for 05:15, and based on the flight coordinator's report form, the reason given for its delay was the aircraft being overweight and the decision not to load the passengers' lugga for reducing the aircraft weight. At 05:51 the pilot notified his position at the airport parking, declared his readiness to exit the parking and start up the aircraft. The IKA tower asked him to wait for receiving the clearance since they wanted to make the coordination required with other relevant units. At 05:52, the IKA tower made the necessary coordination with the Mehrabad approach unit, who contacted Tehran ACC asking for clearance. Accordingly, the controller in ACC made coordination on Ukrainian flight clearance with the CMOCC. The clearance was issued by the CMOCC. At 05:54, the Mehrabad approach unit, received the FL260 clearance for the flight AUI752 from ACC, and forwarded it to IKA via the telecommunication system. Flight no. 752 was detached from the A1 Jet Bridge and at about 05:55 started to leave its parking position, NO 116 on the right, by a pushback truck. Following that, at 05:55 the ground controller cleared the AUI752 flight for startup and exiting the parking, which was read back by the pilot. At 06:12, the aircraft took off from the Runway 29 Right of IKA and was delivered to the Mehrabad approach unit. The pilot contacted the approach unit, and announced the IKA 1A radar procedure as SID procedure. Next, the Mehrabad approach identified and cleared the flight to climb to FL260. The controller instructed the pilot to turn to the right after 6,000 feet, and continue straight to PAROT. After it was read back by the pilot, the controller again instructed the pilot to continue to PAROT point once passing the 6000-foot altitude, which was read back by the pilot. From 06:17 onwards, upon the disappearance of the PS752 information from the radarscope, the controller called the captain repeatedly, but received no response. According to the data extracted from the surveillance systems and FDR, the aircraft climbed to an altitude of 8,100 feet; thereafter, the label including the call sign and altitude of aircraft disappeared from the radarscope, yet no radio contact indicating unusual conditions was received from the pilot. FDR recording terminated at 06:14:56. This time corresponds to the termination of Secondary Surveillance Radar (SSR) and ADS-B information. After the mentioned time, the aircraft was still being detected by the Primary Surveillance Radar (PSR), according to which the aircraft veered right and after approximately three minutes of flying, it disappeared from the PSR at 06:18 too. The aircraft was conducting the flight under the Instrument Flight Rules (IFR) and the accident occurred around half an hour before the sunset.

The airplane, owned by the Islamic Republic of Iran Air Force (IRIAF) was completing a cargo flight from Bishkek, Kyrgyzstan, on behalf of Saha Airlines, and was supposed to land at Payam Airport located southwest of Karaj, carrying a load of meat. On approach, the crew encountered marginal weather conditions and the pilot mistakenly landed on runway 31L at Fath Airport instead of runway 30 at Payam Airport which is located 10 km northwest. After touchdown, control was lost and the airplane was unable to stop within the remaining distance (runway 31L is 1,140 meters long), overran and crashed in flames into several houses located past the runway end. The aircraft was destroyed by fire as well as few houses. The flight engineer was evacuated while 15 other occupants were killed.

A Turkish Challenger 604 corporate jet impacted a mountain near Shahr-e Kurd in Iran, killing all 11 on board. The aircraft departed Sharjah, UAE at 13:11 UTC on a flight to Istanbul, Turkey. The aircraft entered Tehran FIR fifteen minutes later and the Tehran ACC controller cleared the flight to climb to FL360 according to its flight plan. About 14:32, the pilot requested FL380, which was approved. Before reaching that altitude, the left and right airspeeds began to diverge by more than 10 knots. The left (captain's) airspeed indicator showed an increase while the right hand (copilot's) airspeed indicator showed a decrease. A caution aural alert notified the flight crew of the difference. Remarks by the flight crew suggested that an 'EFIS COMP MON' caution message appeared on the EICAS. As the aircraft was climbing, the crew reduced thrust to idle. Approximately 63 seconds later, while approaching FL380, the overspeed aural warning (clacker) began to sound, indicating that the indicated Mach had exceeded M 0.85. Based on the Quick Reference Handbook (QRH) of the aircraft, the pilot flying should validate the IAS based on the aircraft flight manual and define the reliable Air Data Computer (ADC) and select the reliable Air Data source. The pilot did not follow this procedure and directly reduced engine power to decrease the IAS after hearing the clacker. The actual airspeed thus reached a stall condition. The copilot tried to begin reading of the 'EFIS COMP MON' abnormal procedure for three times but due to pilot interruption, she could not complete it. Due to decreasing speed, the stall aural warning began to sound, in addition to stick shaker and stick pusher activating repeatedly. The crew then should have referred to another emergency procedure to recover from the stall condition. While the stick pusher acted to pitch down the aircraft to prevent a stall condition, the captain was mistakenly assumed an overspeed situation due to the previous erroneous overspeed warning and pulled on the control column. The aircraft entered a series of pitch and roll oscillations. The autopilot was disengaged by the crew before stall warning, which ended the oscillations. Engine power began to decrease on both sides until both engines flamed out in a stall condition. From that point on FDR data was lost because the electric bus did not continue to receive power from the engine generators. The CVR recording continued for a further approximately 1 minute and 20 seconds on emergency battery power. Stall warnings, stick shaker and stick pusher activations continued until the end of the recording. The aircraft then impacted mountainous terrain. Unstable weather conditions were present along the flight route over Iran, which included moderate up to severe turbulence and icing conditions up to 45000ft. These conditions could have caused ice crystals to block the left-hand pitot tube. It was also reported that the aircraft was parked at Sharjah Airport for three days in dusty weather condition. Initially the pitot covers had not been applied. The formation of dust inside the pitot tube was considered another possibility.

Iranian ATR72 aircraft registered EP-ATS operated by Iran Aseman Airlines was assigned to perform a domestic scheduled passenger flight from Tehran to Yasuj on 07:55 local time. The aircraft took off from Tehran Mehrabad International Airport (0III) at 04:35 UTC. (08:05 LMT) and the flight was the first flight of the day for aircraft and the crew. The cruise flight was conducted at FL210 on airway W144 and no abnormal situation was reported by the crew and the flight was continued on Tehran ACC frequency till the time the first officer requested latest weather information of the destination by contact to Yasuj tower then requested to leave FL210 to FL170 from Tehran ACC. When the aircraft was descending to FL170 and crew calling YSJ tower the aircraft descending was continued to altitude of 15000 ft. The aircraft was approved to join overhead of the airport and perform “circling NDB approach “to land on RWY 31 at the destination aerodrome. Finally the aircraft collided with a peak lee of DENA Mountains about 8.5 miles at North far from the airport and involved accident on 06:01 UTC. The aircraft was completely destroyed as a result of collision with the mountain at the altitude of approximately 13,300 ft.

On June 19, 2016, Mahan Air flight IRM 4525 was a scheduled passenger flight which took off from Ahwaz Airport at 1257 LMT (0827 UTC) to destination and landed at Khark Island Airport at 1335 LMT (0905 UTC). After delivery of the flight from BUZ approach to Khark tower, the flight was cleared to land on RWY 31 via visual approach. At 10 NM on final the pilot has asked weather information of the destination so, the captain requested to perform a visual approach for RWY 13. Finally the pilot in command accomplished an un-stabilized approach and landed on the runway after passing long distance of the Runway. Regarding to the length of the runway (7,657 feet) the aircraft overran the end of runway and made runway excursion on runway 13 and came to rest on the unpaved surface after 54 meters past the runway end. The nose landing gear strut has broken and collapsed. The captain instructed the cabin crew to evacuate the aircraft. No unusual occurrences were noticed during departure, en-route and descent.

Following an uneventful flight from Isfahan, the crew initiated the approach to Mashhad Airport by night and poor weather conditions with low visibility due to snow falls. After touchdown on runway 31R, the crew started the braking procedure and activated the reverse thrust systems. The aircraft skidded then veered off runway to th left, lost its both main undercarriage and came to rest 55 metres to the left of the runway, some 1,311 metres from the runway threshold. All 162 occupants evacuated safely while the aircraft was damaged beyond repair.

The twin engine aircraft was flying to Zahedan with a crew of three (two pilots and a flight attendant) and four passengers, among them General Mahmoud Sadeqi, a senior police officer who was travelling to Zahedan to investigate the circumstances of a recent attack that killed four police officers. While approaching Zahedan by night, the crew failed to realize his altitude was too low when the airplane struck the slope of a mountain located in the Sabzpushan Heights, north of the airport. The wreckage was found the following morning. All seven occupants were killed. A day later, Iranian Authorities said the accident was caused by technical flaws, darkness and the pilot’s unfamiliarity with the region.

On August 10,2014, at 04:52 UTC daylight time, an AN-140-100 aircraft , Iranian registration EP-GPA ( MSN 90-05), operated by Sepahan Airlines flight # 5915, experienced engine number 2 shutdown just about 2 seconds before lift-off and crashed shortly after take-off nearby Mehrabad International Airport (THR), TEHRAN; IR. Of IRAN; the aircraft was on lift off from runway 29L. The airplane was completely destroyed by impact forces and post-crash fire. Fatality incorporates 34 of the 40 passengers; 4 of the 4 flight attendants, and 2 of the 2 flight crewmembers. The 11 passengers received serious injuries, which finally as a result of that accident there are 40 fatalities and 8 passengers recovered from injury. Sepahan Airline was operating under the provisions of CAO.IRI operational requirement for commercial air transport. Before the accident flight the airplane dispatch from Isfahan and arrived at Tehran about 03:30. The dispatcher and PIC perform the load calculation using the aircraft FM performance charts. Because of load limitation for 15° flap position, load sheet change and re-write with 10° flap position and re-calculated MTOM. The aircraft was enrouted to Airport Tabbas Visual meteorological conditions (VMC) prevailed, and an instrument flight rules (IFR) flight plan was filed. Figure 1 below is a map showing the location of the accident and the aircraft flight path. Figure 2 shows THR runway 29L SID and figure 3 show timeline of event in the flight path. According to overview of flight crew performance, it is indicated that the crewmembers were provided with the flight release paperwork, which included weather information, notices to airmen (NOTAM), and the flight plan.

On approach to Zahedan Airport, the crew followed the checklist and configured the aircraft for landing when he realized that the left main gear remained stuck in its wheel well. The crew abandoned the landing manoeuvre and initiated a go-around procedure. During an hour, the crew followed a holding circuit to burn fuel and also to try to lower the left main landing gear but without success. Eventually, the crew was cleared to land on runway 35. After touchdown, the aircraft rolled for about 1,500 metres then veered off runway to the left before coming to rest in a sandy area. All 103 occupants evacuated safely and the aircraft was damaged beyond repair.