Ethiopian Airlines

Boeing 777-200

Parked at position 306 at Shanghai-Pudong Airport, the aircraft was prepared for a cargo service to Santiago de Chile with intermediate stops in Addis Ababa and São Paulo, when a fire erupted in the cargo compartment. The aircraft was partially destroyed by fire and damaged beyond repair. No one was injured.

Boeing 737 MAX 8

On March 10, 2019, at 05:38 UTC, Ethiopian Airlines flight 302, Boeing 737-8(MAX), ET-AVJ, took off from Addis Ababa Bole Int. Airport bound to Nairobi, Kenya Jomo Kenyatta Int. Airport. Shortly after takeoff, the Angle of Attack sensor recorded value became erroneous and the left stick shaker activated and remained active until near the end of the flight. In addition, the airspeed and altitude values from the left air data system began deviating from the corresponding right side values. Due to flight control problems, the Captain was unable to maintain the flight path and requested to return back to the departure airport. The crew lost control of the aircraft which crashed at 5: 44 UTC 28 NM South East of Addis Ababa near Ejere village. Both CVR and DFDR were recovered in the morning of March 11. The Boeing 737 MAX was grounded until the end of 2020. A preliminary report is available below.

De Havilland DHC-6 Twin Otter

The twin engine airplane departed Dire Dawa in the morning on a flight to Harar Meda Airbase located in Debre Zeit, carrying 15 Army officers and three civilians on behalf of the Ethiopian Army. While descending to Harar Meda, the airplane crashed in unknown circumstances in a wooded area located in Mojo, some 17 km southeast of the airfield. The aircraft was totally destroyed and all 18 occupants were killed, among them two children. Operated on behalf of the Ethiopian Army with dual registration ET-AIU/808.

De Havilland DHC-8-400 (Dash-8)

During the takeoff roll from runway 15/33 at Dire Dawa-Aba Tenna Dejazmach Yilma Airport, the aircraft collided with wild animals. The captaint abandoned the takeoff procedure and initiated an emergency braking manoeuvre when the aircraft veered off runway and came to rest. All 80 occupants evacuated safely and the aircraft was damaged beyond repair.

Boeing 737-400

Following an uneventful cargo flight from Lomé, the crew initiated the approach to Accra-Kotoka Airport. The visibility was reduced due to foggy conditions. After touchdown on runway 03, the aircraft became uncontrollable and veered off runway to the right. While contacting soft ground, it lost its undercarriage and its right engine before coming to rest in a grassy area. All three crew crew members escaped with minor injuries and the aircraft was destroyed.

Boeing 737-800

On 25 January 2010, at 00:41:30 UTC, Ethiopian Airlines flight ET 409, a Boeing 737-800 registered ET-ANB, crashed into the Mediterranean Sea about 5 NM South West of Beirut Rafic Hariri International Airport (BRHIA), Beirut, Lebanon. ET 409 was being operated under the provisions of the Ethiopian Civil Aviation Regulations (ECAR) and as a scheduled international flight between BRHIA and Addis Ababa Bole International Airport (ADD) - Ethiopia. It departed Beirut with 90 persons on board: 2 flight crew (a Captain and a First Officer), 5 cabin crew, an IFSO and 82 regular passengers. The flight departed at night on an instrument flight plan. Low clouds, isolated cumulonimbus (CB) and thunderstorms were reported in the area. The flight was initially cleared by ATC on a LATEB 1 D departure then the clearance was changed before take-off to an “immediate right turn direct Chekka”. After take-off ATC (Tower) instructed ET 409 to turn right on a heading of 315°. ET 409 acknowledged and heading 315° was selected on the Mode Control Panel (MCP). As the aircraft was on a right turn, Control suggested to ET 409 to follow heading 270° “due to weather”. However, ET 409 continued right turn beyond the selected heading of 315° and Control immediately instructed them to “turn left now heading 270°”. ET 409 acknowledged, the crew selected 270° on the MCP and initiated a left turn. ET 409 continued the left turn beyond the instructed/selected heading of 270° despite several calls from ATC to turn right heading 270° and acknowledgment from the crew. ET 409 reached a southerly track before sharply turning left until it disappeared from the radar screen and crashed into the sea 4<U+201F> 59” after the initiation of the take-off roll (4<U+201F>17” in the air). The aircraft impacted the water surface around 5 NM South West of BRHIA and all occupants were fatally injured. Search and Rescue (S&R) operations were immediately initiated. The DFDR and CVR were retrieved from the sea bed and were read, as per the Lebanese Government decision, at the BEA facility at Le Bourget, France. The recorders data revealed that ET 409 encountered during flight two stick shakers for a period of 27” and 26”. They also recorded 11 “Bank Angle” aural warnings at different times during the flight and an over-speed clacker towards the end of the flight. The maximum recorded AOA was 32°, maximum recorded bank angle was 118° left, maximum recorded speed was 407.5 knots, maximum recorded G load was 4.76 and maximum recorded nose down pitch value 63.1°. The DFDR recording stopped at 00:41:28 with the aircraft at 1291<U+201F>. The last radar screen recording was at 00:41:28 with the aircraft at 1300<U+201F>. The last CVR recording was a loud noise just prior to 00:41:30.

Boeing 767-200

Ethiopian Airlines flight ET961 had taken off from Addis Ababa, Ethiopia, at 08:09 hours UTC for a scheduled flight to Abidjan, Ivory Coast via Nairobi, Kenya; Brazzaville, Congo; and Lagos, Nigeria. Twenty minutes after takeoff, at about 08:29 UTC, one passenger stood up from his seat and ran up the aisle to the cockpit, and two other passengers followed him heading for the cockpit. While rushing to the cockpit one of the men said "Everybody should be seated, I have a bomb!". Then they opened the cockpit door and stormed in. They declared to the pilots that there were eleven hijackers on board and beat the First Officer and forced him out of the cockpit. They then grabbed the fire axe and fire extinguisher bottle from their respective stowages and ordered the pilot-in-command to change direction and fly to Australia. The pilot-in-command explained to the hijackers that he had not enough fuel to reach Australia and demanded to make a refueling stop at Mombasa. The hijackers refused the refueling stop and continued arguing with the pilot-in-command. They insisted that they had learned from the inflight magazine that the B767 could fly 11 hours without refueling. After passing Dar es Salaam one of the hijackers ordered him to fly away from the coast, head to Australia and indicating to the altimeter not to descend below FL390. The pilot-in-command turned left towards the Comoros Island. The lead hijacker was sitting in the first officer's seat and was fiddling with the aircraft's controls, kicking the rudder, whilst also drinking whisky. The pilot-in-command kept on telling them that he was running short of fuel pointing to the fuel quantity indicators, but the hijackers did not listen. The leader continued fiddling with the controls, trying to turn the aileron and pulling the reverse thrust lever at random. As the flight came over the Comoros Islands the pilot-in-command saw the Moroni International Airport runway and circled 15-20 nm south of the field. Then the LOW FUEL CAUTION came on. The pilot-in-command pleaded to land because of low fuel. The hijackers were unconcerned and only insisted that the pilot not descend below FL390. At about 11:41 UTC the right engine ran down to wind milling speed. The pilot-in-command showed the red warning message for the right engine on the EICAS to the hijacker. At this moment, the hijacker left the right seat and went to the cabin door to discuss with the other two hijackers. This gave the captain the opportunity to pick up his microphone and address the passengers: "....ladies and gentlemen this is your pilot, we have run out of fuel and we are losing one engine this time, and we are expecting crash landing and that is all I have to say. we have lost already one engine, and I ask all passengers to react ..... to the hijackers ....". The hijacker then came back to the cockpit and hit the microphone out of the pilot's hand. After the right engine failed, the pilot started to descend the aircraft in order to increase speed, but the hijacker again interfered and violently played with the controls which resulted in improper control inputs. As a result the autopilot was disconnected and the flight became erratic with the airspeed varying between 216 and 336 kts. As the pilot regained control of the aircraft, the left engine went dead. The hijacker kept on instructing the pilot not to descend and again went to the cabin. Upon returning to the cockpit he saw that the altitude was decreasing, and angrily shouted at the pilot not to go any lower. The pilot said that the fuel was already finished and that the engines were without power. This time the hijacker instructed the captain not to touch the controls, and threatened to kill him. The captain said, "I am already dead because I am flying an airplane without engine power." The first officer, who had earlier been forced out to the First Class cabin, got up and, via the right aisle, went to the rear of the aircraft where he saw that a lot of economy class passengers had their life jackets on and that some had already inflated them. The first officer, along with the cabin crew members, helped the passengers to deflate the life jackets and showed them how the jackets should be re-inflated and how to assume the brace position during impact. While returning to the front of the aircraft, they repeated the same instructions as many times as they could. About less than 2 minutes before the ditching, the co-pilot forced his way to the cockpit shouting "let me help the pilot ...". After adjusting his seat and seat belts the pilot asked him for help since the controls were heavy. The hijackers still kept on struggling with the controls. By now, the aircraft was descending into the Indian Ocean over the Comoros Islands. The aircraft now had only standby instruments and RAT (Ram Air Turbine). The altimeter was indicating 150 feet and the airspeed was 200 kts. By this time the flight crew had been left alone to assume control. They turned the aircraft to the left in order to parallel the waves. However, the aircraft brushed the water in a left-wing-low attitude. It was then held straight and level after which it broke into four sections and came to rest in the sheltered waters 500 metres off Le Galawa Beach. Of the 175 occupants, 6 crew members and 119 passengers were fatally injured in the accident. Six crew members and 38 passengers sustained serious injuries, 2 passengers sustained minor injuries and 4 passengers received no injury.

De Havilland DHC-6 Twin Otter

On final approach to Addis Ababa-Bole Airport, the twin engine aircraft collided with a white backed vulture of 5,4 kg. The windshield was broken and both pilots were seriously injured. Nevertheless, they elected to make an emergency landing when the aircraft crashed 300 metres short of runway. All 20 occupants were rescued, among them nine were injured.

Lockheed C-130 Hercules

The four engine aircraft was engaged in a special humanitarian flight from Djibouti City to Addis Ababa, carrying four crew members and a load of foodstuffs on behalf of the World Food Programme. After departure from Djibouti City, while climbing, the pilot informed ATC about technical problems with the main landing gear and was cleared to return. The crew initiated a turn when the aircraft struck the slope of Mt Arey located few km from Djibouti. The aircraft was destroyed upon impact and all four occupants were killed.

Boeing 707

During the takeoff roll at Addis Ababa-Bole Airport runway 07, at a speed of about 100 knots, the captain spotted pigeons around the runway and shortly later, the power on engine n°2 and 3 dropped. The crew decided to abort the takeoff maneuver and initiated an emergency braking procedure. Unable to stop within the remaining distance, the aircraft overran, lost its undercarriage, went down an embankment and came to rest, broken in two. All four crew members escaped uninjured while the aircraft was written off.

De Havilland DHC-5 Buffalo

After takeoff from Gondar Airport, while on a cargo flight to Addis Ababa, the hydraulic pressure failed. As the crew was unable to raise the landing gear, the captain decided to return for an emergency landing. With flaps down at 7°, the aircraft landed 400 meters past the runway threshold. Following a course of 900 meters, the aircraft veered off runway and came to rest in a ditch. A crew member was killed while three others were injured.

Boeing 737-200

Ethiopian Airlines flight 604, a Boeing 737-200, was a scheduled service from Addis Ababa to Bahar Dar and Asmara. The first leg of the flight was uneventful. At 09:50, the engines were started normally and the airplane was taxied to its take-off position. The flight crew reported that In order to gain additional thrust they elected not to use engine bleed air during take-off. The airplane accelerated at a normal rate during the take-off roll and passed V1 (take-off-reject) speed. As the airplane passed V1 and very near VR (rotation speed) the flight crew saw a flock of pigeons lifting up from the left side. At this time the captain took over control from the copilot and pulled up. Almost immediately after rotation, the airplane struck the flock of pigeons at an airspeed of 146 knots and altitude of 5730 feet above mean sea level. Loud bangs were heard. The captain then called for gear up and the copilot complied. At approximately 100-200 ft. above the ground, both engines started backfiring. At this time, the flight crew reported that they experienced a considerable power loss and the airplane started mushing down at which time the captain "fire walled" the thrust levers. The engines reportedly responded and the airplane began to gain some altitude. The gain in attitude encouraged the captain to make a right turn away from Lake Tana and back to the take-off runway for landing. During the initial 32 seconds after the impact, the airplane had gained altitude from 5,730 feet to 6,020 feet and had accelerated from 146 knots to 154 knots. The crew report further indicated that both engines continued to surge and the exhaust gas temperature gauges (EGT) were reading at the top extreme and the engine pressure ratio (EPR) gauge readings were fluctuating at about 1.6. During this time the captain reported that the he reduced engine thrust to prolong the operational life of the engines. The frequency of the surges decreased with engines power reduction. The airplane entered an approximate 90 degree right turn. Altitude remained constant 6,020 feet while its airspeed increased from 154 knots to 162 knots. The airplane then began another right turn and entered the downwind leg of the return to runway 04. Altitude had increased to 6,410 feet and airspeed to 173 knots. On the downwind leg the aircraft further climbed to 7,100 feet. Then, within a timeframe of about five seconds, both engines lost power completely. The copilot pointed out a cleared area slightly ahead and to the right. The captain then turned towards the clearing and performed a gear-up landing. The aircraft broke up and a fire erupted. Out of the 104 occupants, 35 suffered fatal injuries.

Douglas C-47 Skytrain (DC-3)

Shortly after takeoff from Robe Airport, while climbing, the left engine lost power (down to 1,500 rpm) and the crew encountered severe vibrations. The captain decided to return to land to runway 15 but as he realized he could not make it, he attempted an emergency landing. The aircraft completed a belly landing in an open field located 2 km north of the airport. All seven occupants evacuated safely while the aircraft was damaged beyond repair.

De Havilland DHC-6 Twin Otter

On approach to Dembidolo by night and stratus clouds, the crew failed to realize his altitude was too low. While facing a mountain, the crew increased engine power to gain height but the aircraft stalled, lost altitude and crashed on a hilly terrain located few km from the airfield. All 20 occupants were injured while the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

During the takeoff roll at Mekele-Alula Aba Nega Airport, a tire burst. The aircraft went out of control, veered off runway and came to rest. There were no casualties.

Douglas C-47 Skytrain (DC-3)

Upon landing, one of the main landing gear collapsed. The airplane sank on its belly and came to rest. There were no casualties but the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

Upon landing, the left main gear collapsed. The airplane slid on its belly and came to rest, damaged beyond repair. All four occupants (three crew members and one security officer) escaped uninjured.

Douglas C-47 Skytrain (DC-3)

The crew (three pilots) departed Addis Ababa-Bole Airport for a local training mission. On final approach to runway 07, the crew reported an engine failure and the airplane became unstable. While trying to restart the engine, the crew failed to realize he was losing altitude when the airplane struck the roof of a house and crashed on a second. All three crew members were injured while there were no injuries on the ground.

Douglas C-47 Skytrain (DC-3)

At liftoff, the airplane lost height and struck the runway surface. Out of control, it veered off runway and came to rest. There were no casualties.

Douglas C-47 Skytrain (DC-3)

While in cruising altitude on a cargo flight, the airplane disappeared from radar screens. The wreckage was found in a desert area near Barentu and all five occupants were killed. The crew was unable to send any distress call prior to the accident.

Douglas C-47 Skytrain (DC-3)

Crashed in unknown circumstances in the region of Teseney, killing all three crew members.

Douglas C-47 Skytrain (DC-3)

The copilot was the pilot-in-command and completed the approach. Just prior to touchdown, the captain realized the airplane was unstable due to unfavorable winds and decided to regain control. Upon landing, the airplane went out of control, veered off runway to the right, struck a drainage ditch, lost its left main gear and came to rest. All 13 occupants escaped uninjured while the airplane was written off.

Douglas C-47 Skytrain (DC-3)

While in cruising altitude, the crew encountered engine problems and the decision was taken to divert to Soddo Airfield for an emergency landing. After touchdown, both engines were cut off. Unable to stop within the remaining distance of 1,200 meters, the airplane overran and came to rest in a drainage ditch. All 32 occupants were rescued and the aircraft was written off.

Boeing 707

The crew was completing a cargo flight from Rome to Addis Ababa with an intermediate stop in Asmara. After a night takeoff from runway 25 at Rome-Fiumicino-Leonardo da Vinci Airport, the airplane encountered difficulties to climb. At a height of about 7-8 meters, it struck tree tops then stalled and crashed in flames in a wooded area located 280 meters past the runway end. The aircraft was totally destroyed by impact forces and a post crash fire and all five occupants (three crew members and two security agents) were killed.

Douglas C-47 Skytrain (DC-3)

The crew was taxiing at Massawa Airport and was approaching the end of the runway for departure when the tail wheel rolled over a landmine. The airplane exploded and was almost cut in two. A fire erupted and while four occupants were able to evacuate the cabin, the copilot was forced to jump out of the cockpit through his window. Falling down on the ground, he broke a foot. The airplane was destroyed. There were on board three crew members and two passengers, a security officer and a loadmaster.

Douglas DC-3

While descending to Jimma Airport, the crew encountered poor weather conditions with low clouds, rain showers and limited visibility. At an altitude of 8,000 feet, the airplane struck the slope of a mountain located few km from the airport and crashed. All five occupants were killed.

Douglas C-47 Skytrain (DC-3)

Upon touchdown on runway 09 at Oborso Airport, the right main gear collapsed. The crew retracted the undercarriage then the airplane slid on its belly, veered off runway and came to rest against an anthill. All eight occupants escaped uninjured while the aircraft was damaged beyond repair.

Douglas DC-6

During the takeoff roll at Asmara Airport, the right main gear collapsed. The airplane veered off runway to the right and came to rest. All occupants evacuated safely and the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

After landing at Massawa Airport, the airplane was vacating the runway when it rolled on a landmine and exploded. All occupants evacuated safely while the aircraft was destroyed.

Douglas C-47 Skytrain (DC-3)

En route from Bahar Dar to Debra Marcos at an altitude of 11,500 feet, weather conditions worsened and the visibility decreased due to low clouds. While descending into clouds, the captain saw a mountain ahead and elected to gain height when the base of the tail struck trees. The airplane stalled and crashed onto Mt Choke. A passenger was killed while other occupants were injured.

Douglas C-47 Skytrain (DC-3)

On approach to Lalibella Airport, the airplane was hit by ground fire, lost altitude and crashed short of runway. At least one occupant was killed.

Douglas C-47 Skytrain (DC-3)

After takeoff from Soddo Airport, while climbing, the airplane stalled and crashed. 10 passengers were injured while 12 others were uninjured. Both pilots were killed.

Douglas C-47 Skytrain (DC-3)

After landing at Mota Airport, the airplane was unable to stop within the remaining distance, overran and came to rest. There were no injuries while the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

On approach to Gondar Airport, the left wing detached. Out of control, the airplane dove into the ground and crashed few km from the airfield. All 11 occupants were killed.

Douglas DC-6

After landing at Asmara-Yohannes IV Airport, the four engine aircraft was unable to stop within the remaining distance. It overran, lost its undercarriage and came to rest in flames. All four occupants escaped uninjured while the aircraft was destroyed.

Douglas C-47 Skytrain (DC-3)

While in cruising altitude, the twin engine airplane was shot down and crashed in an uninhabited area located about 3 km south from Suez. The aircraft was destroyed and all three occupants were killed. It was reported that the aircraft was overflying a prohibited area when it was shot down. At the time of the accident, the aircraft was not equipped with a VOR receiver and the crew informed ATC about the fact he was unable to receive the information transmitted by the Cairo NDB.

Douglas C-47 Skytrain (DC-3)

While approaching Gore Airstrip, the airplane crashed in unknown circumstances few km from runway threshold. The aircraft was destroyed and all 17 occupants were killed.

Douglas C-47 Skytrain (DC-3)

The crew was engaged in a local post-maintenance test flight. At liftoff, the airplane banked left, struck the ground and came to rest. All three crew members were uninjured while the aircraft was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

During the takeoff roll, the aircraft skidded on runway and eventually veered off to the left before crashing into a mill. Both pilots, three passengers and one person on the ground were killed while 13 other people in the airplane plus three on the ground were injured. The aircraft was destroyed.

Douglas C-47 Skytrain (DC-3)

Few minutes after takeoff from Addis Ababa-Bole Airport, while climbing, the crew encountered problems with both propellers that were turning improperly. The captain decided to reduce his altitude and to attempt an emergency landing when the aircraft stalled and crashed in a prairie located in Sendafa, about 30 km northeast of Bole Airport. One pilot and four passengers were killed while 14 other occupants were injured. The aircraft was destroyed.

Douglas C-47 Skytrain (DC-3)

The aircraft departed Bulki at 1204LT on a flight to Jimma, carrying a crew of three, eight passengers and a load of coffee. On approach, the pilot encountered poor weather conditions and as the airplane was too low, it struck the slope of a mountain located about 27 km south of the airfield. Ten occupants were injured while one of the pilot was killed.

Lockheed L-749 Constellation

The aircraft left Khartoum International Aerodrome at 0555 hours GMT on 10 July carrying a crew of 6 and 14 passengers and was cleared to cruise at 17 500 feet. At 0610 hours, at about 10 500 feet altitude, the number two engine fire warning light for zones 2 and 3 came on and the warning bell rang. The engine was feathered. The CO2 bottle was released and concurrently an explosion followed by a violent fire, made it necessary (at approximately 0620) to land the aircraft with gear up on a large flat cultivated area. There were no injuries to passengers or crew, but the aircraft was almost totally destroyed by fire which continued burning on the ground.

Douglas C-47 Skytrain (DC-3)

After landing, the aircraft failed to stop within the remaining runway, overran and hit some rocks. While there were no casualties, the aircraft was damaged beyond repair. For unknown reason, the aircraft landed too far down the runway.