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On November 12, 2001, about 0916:15 eastern standard time, American Airlines flight 587, an Airbus Industrie A300-605R, N14053, crashed into a residential area of Belle Harbor, New York, shortly after takeoff from John F. Kennedy International Airport, Jamaica, New York. Flight 587 was a regularly scheduled passenger flight to Las Americas International Airport, Santo Domingo, Dominican Republic, with 2 flight crewmembers, 7 flight attendants, and 251 passengers aboard the airplane. The airplane's vertical stabilizer and rudder separated in flight and were found in Jamaica Bay, about 1 mile north of the main wreckage site. The airplane's engines subsequently separated in flight and were found several blocks north and east of the main wreckage site. All 260 people aboard the airplane and 5 people on the ground were killed, and the airplane was destroyed by impact forces and a post crash fire. Flight 587 was operating under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident.

The Boeing 757 departed Washington-Dulles Airport at 0810LT on a regular schedule service to Los Angeles, carrying 58 passengers and a crew of six. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and flew direct over Washington DC. At 0945LT, the aircraft crashed on the southwest side of the Pentagon building. The aircraft disintegrated on impact and all 64 occupants were killed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.

The Boeing 767 departed Boston-Logan Airport at 0814LT on a regular schedule service to Los Angeles, carrying 56 passengers and a crew of nine. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and flew direct over New York. At 0903LT, the aircraft struck the South Tower of the World Trade Center, between 78th and 84th floor. The aircraft disintegrated on impact and all 65 occupants were killed. The tower later collapsed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.

The Boeing 767 departed Boston-Logan at 0759LT on a regular schedule service to Los Angeles, carrying 81 passengers and a crew of 11. Few minutes later, the aircraft was hijacked by terrorists who modified the flight path and flew direct over New York. At 0845LT, the aircraft struck the North Tower of the World Trade Center, between 94th and 99th floor. The aircraft disintegrated on impact and all 92 occupants were killed. The tower later collapsed. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and this material generated by the NTSB is under the control of the FBI. The Safety Board does not plan to issue a report or open a public docket.

The aircraft departed Franca Airport in the evening on a cargo flight to São Paulo, carrying one pilot and bank notes. On a night approach to São Paulo-Congonhas Airport, the pilot cancelled the IFR flight plan when he encountered technical problems with the right engine. He shut down the engine and continued the approach to runway 35R without informing ATC of his situation. Too high on the glide, he apparently decided to initiate a go-around when he lost control of the aircraft that rolled to the left, lost height and crashed in a residential area, bursting into flames. The aircraft was destroyed and the pilot was killed. Two people on the ground were injured.

At 1623:41, the pilot requested taxi clearance. The Green Bay (GRB) tower (ATCT) told the pilot to taxi to runway 18. At 1626:47 the pilot said that he was ready for takeoff. The ATCT local controller (LC) told the pilot, "proceed on course, cleared for takeoff". At 1627:33, radar showed the airplane began to accelerate down runway 18. At 1628:17 the LC told the pilot to contact departure control. The pilot responded, "ah papa charlie we have a little problem here we're going to have to come back." The LC asked the pilot, "what approach would you like?" The pilot responded, "like to keep the vis." At 1628:35, the LC asked the pilot, "like the contact approach that what you're saying?" There was no response from the pilot. At 1628:50, GRB radar showed the airplane on a heading of 091 degrees, at an altitude of 855 feet msl (160 feet agl), and at an airspeed of 206 knots. The airplane was 1.28 miles southeast of the airport radar. Radar contact with the airplane was lost at 1628:55. A witness to the accident said, "It was snowing moderately at that time. The road was wet but not slippery. Crossing the intersection of Morning Glory Rd. & Main St., I noted a white private jet flying from the south. It was flying at approximately a 75-80 degree angle perpendicular to the ground with its left wing down & teetering slightly." The witness said, "It then crossed Main Street with the lower wing tip approximately 20 to 30 feet above the power wires. The plane became more perpendicular to the ground at a 90 degree angle with the left wing down & (and) lost altitude crashing into the Morning Glory Dairy warehouse building." An examination of the airplane revealed no anomalies. At 1638, GRB weather was reported as ceilings of 200 feet broken, 800 feet overcast, visibility 1/2 statute mile with snow and fog, temperature 32 degrees F, dew point 32 degrees F, winds 120 degrees at 3 knots, and an altimeter setting of 29.99 inches Hg. Witnesses at the FBO said the pilot arrived to pick up the airplane after 1600. The pilot was briefed by the mechanic as he did his walk around inspection of the airplane. The pilot then
got into the airplane. The airplane was towed out and the tow bar removed. About two minutes later, the engines started. Less than five minutes after the engines started, the airplane taxied. The NTSB Audio Laboratory reviewed radio communications between ATCT and the pilot to determine from the speech evidence the pilot's level of psychological stress and workload. The examination indicated the pilot's speech characteristics were consistent with an increased stress/workload that might accompany a developing emergency. Referring to the pilot's final transmissions, "His unusually long reaction time suggests that he was distracted by competing cockpit priorities and/or was having a difficult time determining his answer, while his fast speech and microphone keying provide further evidence of an urgency to return to other cockpit activities." The report states that the pilot's statements remained rational and showed good word choice and grammar. "These factors, along with the relatively small change in fundamental frequency, suggest that the pilot did not reach an extreme level of stress."

The crew was completing a local training flight at Morón AFB. In unknown circumstances, the aircraft crashed in the swimming pool of a private residence located in the district of Moreno, west of the airbase. Both pilots (Cpt Reyna and Lt Pesci) were killed while there were no injuries on the ground.

After takeoff from runway 17 at São Paulo-Congonhas Airport, the crew was cleared to climb to 5,500 feet maintaining heading 270. Weather conditions were poor with clouds, atmospheric turbulences and strong winds. At an altitude of 5,300 feet, the aircraft lost height and descended to 4,700 feet, an altitude that was maintained for 17 seconds. Then the aircraft entered an uncontrolled descent and crashed in four houses located in the district of Vila Anhanguera, about 5,5 km southwest of the airport. The aircraft and all four houses were destroyed. All seven occupants were killed while on the ground, six people were injured, one seriously.

A Piper PA-31-350 Navajo Chieftain, N27944, operated by Patuxent Airways, Inc., Hollywood, Maryland, and a Piper PA-44-180 Seminole, N2225G, operated by Hortman Aviation Services, Inc., Philadelphia, Pennsylvania, were destroyed when they collided in flight over Burlington Township, New Jersey. The airline transport pilot, commercial pilot, and seven passengers aboard the Navajo Chieftain were killed, as were the flight instructor and the private pilot aboard the Seminole. Day visual meteorological conditions existed at the time of the accident, and both airplanes were operating under visual flight rules when the collision occurred. The flight crews of both airplanes were properly certificated and qualified in accordance with applicable Federal regulations. None of these individuals was experiencing any personal problems or rest anomalies that would have affected their performance. The airplanes had undergone the required inspections. Examination of their maintenance documents revealed that both airplanes complied with all appropriate airworthiness directives. Evidence gathered from the wreckage indicated that neither airplane had experienced an in-flight fire, bird strike, or structural or mechanical failure. Tissue samples revealed that the pilot of the Seminole had taken doxylamine sometime before the accident. (Doxylamine is a sedating antihistamine that has substantial adverse effects on performance.) However, the amount of blood available for analysis was insufficient for determining exactly when the pilot may have ingested the medication or whether his performance was impaired by the effects of doxylamine. A partial cockpit visibility study revealed that the Seminole would have been visible to the pilots in the Chieftain for at least the 60 seconds before the collision. No stereo photographs from a Seminole cockpit were available to determine precise obstruction angles. However, because of the relative viewing angle, the Chieftain would have been visible to the pilots in the Seminole for most of the last 60 seconds. The study further revealed that about 4 seconds before impact, or about .11 nm separation, the angular width of each airplane in each pilot's field of vision would have been approximately 0.5 to 0.6 degrees or about 1/4 inch apparent size at the windscreen.

On Tuesday 25 July 2000 the Concorde registered F-BTSC, operated by Air France, took off from Paris Charles de Gaulle to undertake charter flight AF4590 to New York with nine crew members (3 FC, 6 CC) and 100 passengers on board. The Captain was Pilot Flying (PF), the First Officer was Pilot Not Flying (PNF). The total weights of the aircraft and of the fuel on board stated by the Flight Engineer (FE) at the time the aircraft started out were 186.9 t and 95 t respectively. The speeds selected by the crew were V1: 150 kt, VR: 198 kt, V2: 220 kt. At 13 h 58 min 27 s, the crew contacted ATC on the Flight data frequency and requested the whole length of runway 26 right for a takeoff at 14 h 30. At 14 h 07 min 22 s, the controller gave start-up clearance and confirmed runway 26 right for takeoff. At 14 h 34 min 38 s, the Ground controller cleared the aircraft to taxi towards the runway 26 right holding point via the Romeo taxiway. At 14 h 40 min 02 s, the Loc Sud controller cleared 4590 to line up. At 14 h 42 min 17 s, he gave it takeoff clearance, and announced a wind from 090° at 8kt. The crew read back the takeoff clearance. The FE stated that the aircraft had used eight hundred kilos of fuel during taxiing. At 14 h 42 min 31 s, the PF commenced takeoff. At 14 h 42 min 54.6 s, the PNF called one hundred knots, then V1 nine seconds later. A few seconds after that, tyre No 2 (right front) on the left main landing gear was destroyed after having run over a piece of metal lost by an aircraft that had taken off five minutes before. The destruction of the tyre in all probability resulted in large pieces of rubber being thrown against the underside of the left wing and the rupture of a part of tank 5. A severe fire broke out under the left wing and around the same time engines 1 and 2 suffered a loss of thrust, severe for engine 2, slight for engine 1. By 14 h 43 min 13 s, as the PF commenced the rotation, the controller informed the crew the presence of flames behind the aircraft. The PNF acknowledged this transmission and the FE announced the failure of engine 2. The recorded parameters show a transient loss of power on engine 1 that was not mentioned by the crew. At around 14 h 43 min 22 s the engine fire alarm sounded and the FE announced "shut down engine 2" then the Captain called for the "engine fire" procedure. A few seconds later, the engine 2 fire handle was pulled and the fire alarm stopped. The PNF drew the PF’s attention to the airspeed, which was 200 kt. At 14 h 43 min 30 s, the PF called for landing gear retraction. The controller confirmed the presence of large flames behind the aircraft. At 14 h 43 min 42 s the engine fire alarm sounded again for around 12 seconds. It sounded for the third time at about 14 h 43 58 s and continued until the end of the flight. At 14 h 43 min 56 s, the PNF commented that the landing gear had not retracted and made several callouts in relation to the airspeed. At 14 h 43 min 59 s, the GPWS alarm sounded several times. The FO informed ATC that they were trying for Le Bourget aerodrome. The recorded parameters then indicate a loss of power on engine 1. A few seconds later, the aircraft crashed onto a hotel at “La Patte d’Oie” in Gonesse at the intersection of the N17 and D902 roads. The aircraft was totally destroyed by impact forces and a post crash fire and all 109 occupants were killed as well as four people working in the hotel. Five other employees were injured. The aircraft was chartered by the German Operator Deilmann to carry German tourists to New York. On board were nine French citizens (all crew members), 96 Germans, two Danish, one American and one Austrian.