Regulations & Safety
Hong Kong Boeing 747 Runway Excursion Preliminary Report Released
Preliminary report details Boeing 747 freighter runway excursion at Hong Kong Airport, highlighting system failure and ongoing international investigation.
Runway Excursion in Hong Kong: Unpacking the Preliminary Report on the Boeing 747 Freighter Accident
On October 20, 2025, a routine cargo flight concluded in tragedy at Hong Kong International Airport (HKIA). An ACT Airlines Boeing 747-481 BDSF freighter, operating for Emirates SkyCargo, veered off the runway during its landing roll, resulting in the complete loss of the aircraft and the deaths of two security personnel on the ground. The incident immediately prompted an investigation by Hong Kong’s Air Accident Investigation Authority (AAIA), which has now released its preliminary report. This initial document provides the first official, fact-based look into the sequence of events that led to the incident, offering critical data without yet drawing conclusions.
Preliminary reports are a standard and vital part of any major aviation accident investigation. Their purpose is to disseminate factual information to the public and the aviation industry in a timely manner, outlining what is known in the early stages. This transparency helps to manage speculation and provides immediate, verified details from sources like the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR). For an industry built on safety and continuous improvement, these early findings are crucial. They lay the groundwork for a deeper analysis that will eventually identify the root causes and contributing factors, leading to safety recommendations aimed at preventing future occurrences.
The accident involves a Boeing 747, an aircraft with a long and storied history. While many passenger airlines have retired the “Queen of the Skies,” hundreds have been converted into freighters, forming the backbone of the global air cargo network. This incident brings renewed focus on the operational and maintenance considerations for these aging, yet indispensable, workhorses of the sky. The investigation’s findings will be closely watched by cargo operators worldwide who rely on similar fleets.
Deconstructing the Incident: Key Findings from the AAIA Report
The preliminary report, designated PLR-2025-04, meticulously lays out the timeline and established facts of the accident involving aircraft TC-ACF. The flight, operating as UAE9788 from Dubai, landed on Runway 07L at approximately 3:52 AM local time. The crew consisted of four members, with the co-pilot designated as the Pilot Flying for the landing. The plan was for a Flap 25 landing utilizing the Autobrake 2 setting. However, the landing roll quickly deviated from the norm.
The Landing Sequence and Loss of Control
According to the report, a critical event occurred shortly after touchdown. As the co-pilot applied reverse thrust to decelerate the aircraft, an “AUTOBRAKES” message appeared on the Engine Indication and Crew Alerting System (EICAS). This alert signaled a disarming of the automated braking system. In response, the captain, who was the Pilot Monitoring, took control of the aircraft. It was at this point that the situation escalated dramatically.
Data recovered from the FDR provides a stark picture of what happened next. The Number 4 engine, instead of providing reverse thrust to slow the aircraft, accelerated to approximately 107% N1 in the forward thrust direction. This asymmetric thrust caused the aircraft to veer sharply to the left, leading it to depart the paved runway surface. Examination of the flight deck after the accident found the Autobrake selector in the “Disarmed” position and the Number 4 engine thrust lever in the full forward position, corroborating the FDR data.
The aircraft’s journey after leaving the runway was destructive. It struck and destroyed various pieces of airport equipment, including meteorological sensors and signage, before crashing through a perimeter fence. The 747 then collided with a stationary security vehicle on a perimeter road, tragically killing the two occupants, before coming to rest in the sea. The impact forces were so severe that the aircraft’s entire tail section separated from the fuselage, and the plane was declared a total loss. All four crew members survived the accident.
The aircraft veered off to the left, resulting in a runway excursion… The aircraft subsequently collided with a stationary security ground vehicle… The impact resulted in the ground vehicle entering the sea. The two security staff in the ground vehicle perished.
Pre-Existing Conditions and Aircraft History
The investigation also looks into the aircraft’s condition before the flight. The report notes that the Boeing 747 was dispatched with two pre-existing issues documented on the Minimum Equipment List (MEL). One was a resolved cockpit indication for the Hydraulic System 1 Reservoir, and the other was an inoperative thrust reverser on the Number 4 engine. The inoperative reverser is a significant detail, as the FDR data later showed that same engine producing high forward thrust during the landing roll.
The aircraft itself, TC-ACF, had a long service history. Manufactured in 1993, it first flew for All Nippon Airways (ANA) as a passenger jet and was famously adorned with a “Pokémon Jet” livery. In 2011, it was converted into a freighter, a common second life for the durable 747 airframe. This history underscores the aircraft’s age and the extensive operational life typical of cargo planes in the modern era.
The Path Forward: A Multi-faceted Investigation
With the preliminary report published, the AAIA’s investigation now enters a more analytical phase. The successful recovery of the CVR and FDR is a critical milestone, as these “black boxes” provide invaluable data on the aircraft’s performance and the crew’s actions in the final moments of the flight. The investigation is being conducted in accordance with international standards set by the International Civil Aviation Organization (ICAO).
This international cooperation is essential for a thorough and impartial investigation. Accredited representatives from several key bodies are participating. These include the Transport Safety Investigation Center (TSIC) of Turkey, representing the state where the aircraft was registered and the airline is based, and the National Transportation Safety Board (NTSB) from the United States, representing the state of the aircraft’s design and manufacture. This collaborative approach ensures that all relevant expertise is brought to bear on the case.
The investigation will now focus on several key areas. Technical analysis will delve deeper into the aircraft’s braking and engine systems, particularly the failure of the autobrake system and the anomalous behavior of the Number 4 engine. Maintenance and engineering records will be scrutinized to understand the aircraft’s service history and the handling of the inoperative thrust reverser. Furthermore, the investigation will examine operational issues, including crew qualifications and experience, as well as human factors and the airline’s Safety Management Systems. The final report will synthesize all these elements to determine the cause and contributing factors, with the ultimate goal of issuing safety recommendations to prevent a similar tragedy.
Concluding Section
The preliminary report on the runway excursion of TC-ACF provides a factual, yet sobering, account of a catastrophic landing failure. It outlines a sequence of events where a disarmed autobrake system was followed by a critical surge of forward thrust from one engine, leading to a complete loss of directional control. While it refrains from assigning cause, the report lays a clear foundation for the next phase of the investigation, highlighting the complex interplay between mechanical systems and human action in the cockpit.
As the global air cargo industry continues to rely heavily on veteran aircraft like the Boeing 747, the findings from this investigation will be of paramount importance. The final report from the AAIA will not only provide closure on this specific incident but will also likely yield crucial safety lessons for operators, maintenance providers, and manufacturers. The goal, as always in aviation, is to learn from tragedy to build a safer future, ensuring the “Queen of the Skies” can continue her vital work without repeating such a devastating event.
FAQ
Question: What is a preliminary accident report?
Answer: A preliminary report is an initial document released by an air accident investigation authority. It provides established factual information from the early stages of an investigation, such as data from flight recorders, but does not include analysis, causes, or conclusions. Its purpose is to inform the public and aviation industry in a timely manner.
Question: What happens next in the investigation?
Answer: Investigators will now conduct a detailed analysis of the collected data, including the CVR and FDR. The investigation will focus on technical systems, maintenance records, operational procedures, and human factors. The AAIA will work with international partners like the NTSB to determine the root causes and contributing factors before publishing a final report with safety recommendations.
Question: Who is investigating the accident?
Answer: The Air Accident Investigation Authority (AAIA) of Hong Kong is leading the investigation. They are supported by accredited representatives from Turkey’s Transport Safety Investigation Center (TSIC) and the United States’ National Transportation Safety Board (NTSB).
Sources: AAIA Preliminary Report PLR-2025-04
Photo Credit: SCMP
Regulations & Safety
FAA Awards L3Harris Contract to Modernize US Airspace Through 2045
The FAA awarded L3Harris a contract to upgrade 700+ ground stations and operate the US aircraft tracking network through 2045.
On July 1, 2026, the Federal Aviation Administration (FAA) awarded L3Harris Technologies a contract to upgrade and operate the United States aircraft tracking network through 2045. The modernization effort will overhaul ground infrastructure to support the integration of advanced air mobility (AAM) vehicles and drones into the National Airspace System.
In a press release issued on July 1, 2026, L3Harris announced the agreement, which mandates the upgrade of at least 700 ground stations across the country. The enhanced network will provide real-time, satellite-based flight positioning data while bolstering cybersecurity measures to protect air traffic management systems. The exact monetary value of the contract was not disclosed.
Expanding surveillance for next-generation airspace
The contract extends the role of L3Harris in managing the FAA surveillance infrastructure for nearly two more decades. The upgraded ground stations are designed to handle increased network capacity, a requirement as the airspace becomes more crowded with non-traditional aircraft.
Kathy Crandall, President of Mission Networks, Space & Mission Systems at L3Harris, emphasized the operational impact of the upgrades.
“L3Harris is propelling the FAA’s modernization vision forward by delivering an advanced surveillance infrastructure that will define the future of our airspace system and ensure increased safety for all air travelers.”
Crandall added that expanding network capacity ensures the United States maintains its position in global air traffic management.
Alignment with broader FAA modernization initiatives
This surveillance contract aligns with ongoing FAA efforts to replace aging infrastructure across the National Airspace System. The agency has been executing its Facility Replacement and Radar Modernization (FRRM) strategy, which targets the replacement of over 370 air traffic control facilities and 618 radars that average 36 years of age.
L3Harris is already involved in parallel infrastructure projects for the FAA. The company is currently executing the FAA Telecommunications Infrastructure (FTI) upgrade. That project replaces legacy copper wire connections with high-speed fiber optic networks across FAA facilities, providing the bandwidth necessary to support emerging aviation technologies like electric aviation vertical takeoff and landing (eVTOL) aircraft and uncrewed aerial systems.
AirPro News analysis
The extension of the L3Harris mandate through 2045 highlights the reliance of the FAA on established defense and aerospace contractors to execute its long-term modernization goals. As the National Airspace System transitions to accommodate AAM and widespread drone operations, the data bandwidth and latency requirements for air traffic control will increase exponentially. We view the concurrent execution of the surveillance network upgrade and the FTI fiber optic rollout as a necessary synchronization. Without high-speed ground data transmission, the benefits of satellite-based, real-time tracking for low-altitude and autonomous aircraft would be severely bottlenecked.
Sources: L3Harris Technologies
Photo Credit: L3Harris Technologies
Regulations & Safety
FAA Proposes Supersonic Noise Standard to Repeal 1970s Ban
The FAA announced noise-based certification standards for supersonic overland flight on June 30, 2026, targeting final rules by mid-2027.
The Federal Aviation Administration (FAA) has proposed a new noise-based certification standard for supersonic aircraft, initiating the formal regulatory process to repeal the 1970s ban on commercial supersonic flight over United States territory.
Announced on June 30, 2026, by U.S. Transportation Secretary Sean P. Duffy and FAA Administrator Bryan Bedford, the rulemaking aims to establish acceptable noise thresholds for overland flights. The proposal provides aerospace Manufacturers with the regulatory framework required to finalize next-generation supersonic designs that utilize quiet boom and “Mach cutoff” technologies.
Regulatory framework and timeline
The initial proposal focuses on noise-based certification standards during cruise flight. According to the FAA press release, the agency plans to introduce a second rule covering landing and takeoff noise standards later in 2026. The FAA has set a target date of mid-2027 to finalize both sets of rules.
U.S. Transportation Secretary Sean P. Duffy characterized the initiative as a move to safely enable the next quantum leap in aviation technology. FAA Administrator Bryan Bedford noted that advances in aerospace engineering, materials science, and noise reduction will eliminate the traditional sonic boom.
“This means we can ultimately repeal the ban from the 1970s on supersonic flight over U.S. territory while minimizing noise impacts to residents in communities along the route and near airports,” Bedford stated.
The White House Office of Science and Technology Policy (OSTP) is also involved in the initiative. OSTP Director Michael Kratsios stated that the updated rules will strengthen the industrial base and ensure the future of aviation is built in America.
Technological foundations and industry response
The June 30 announcement follows a series of preparatory steps by both regulators and the aerospace industry. On January 27, 2026, the FAA unveiled a new agency structure that included the creation of the Office of Advanced Aviation Technologies, a division specifically tasked with overseeing the integration of supersonic aircraft into U.S. airspace.
The technical basis for the new noise thresholds draws on data from the NASA and Lockheed Martin X-59 quiet supersonic research aircraft. The X-59 completed its First-Flight on October 28, 2025. The aircraft was explicitly designed to reduce sonic booms to a gentle thump, providing regulators with the acoustic data necessary to establish new overland flight standards.
Commercial developers have responded positively to the regulatory clarity. Boom Supersonic CEO Blake Scholl confirmed that the FAA rulemaking includes provisions for the “Boomless Cruise” or Mach cutoff approach. Boom has been demonstrating this operational concept with its Boom XB-1 test aircraft. Scholl described the FAA announcement as a major step toward the supersonic renaissance.
AirPro News analysis
We view the establishment of a definitive noise standard as the single most significant regulatory hurdle for the revival of commercial supersonic travel. For the past several years, manufacturers have been developing quiet supersonic technologies without a finalized target for acceptable noise levels. By defining the Certification standards, the FAA is shifting the primary challenge for companies like Boom Supersonic from regulatory uncertainty to engineering execution. The mid-2027 target for finalizing both cruise and terminal area noise rules sets a tight timeline, but it aligns with the development schedules of the next-generation supersonic aircraft currently in testing.
Sources: Federal Aviation Administration
Photo Credit: Boom Supersonic
Regulations & Safety
Pilatus PC-6 Crash in France Kills 11 on Skydiving Flight
A Pilatus PC-6 crashed near Nancy-Essey aerodrome on June 28, 2026, killing all 11 aboard in France’s deadliest skydiving accident in 30 years.
This is a developing story. Information may change as official details are released.
This article summarizes reporting by the Associated Press, Reuters, and CBS News, alongside official statements from the Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA).
Eleven people sustained fatal injuries on June 28, 2026, when a Pilatus PC-6/B2-H4 Turbo Porter Commercial-Aircraft crashed shortly after takeoff during a skydiving flight in northeastern France.
The Accident occurred at approximately 09:00 UTC (11:00 local time) near the Nancy-Essey aerodrome (ENC/LFSN). According to French Transport Minister Philippe Tabarot, the event represents the deadliest general aviation accident involving skydiving operations in France in approximately 30 years. The Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA) has deployed four Investigations to the site to determine the circumstances of the crash.
Aircraft departure and impact
The aircraft, registered in Germany as D-FIPS and reportedly owned by Classic Wings GmbH, departed Nancy-Essey for a tandem skydiving excursion. Less than one minute after takeoff, the aircraft banked left and descended almost vertically, impacting a grassy area in the town of Tomblaine, approximately 300 meters from the runway.
The Meurthe-et-Moselle Prefecture confirmed that all 11 occupants died in the crash. The victims included one pilot, five skydiving instructors, and five students. Thierry Pechey, president of the Meurthe-et-Moselle branch of the Order of Independent Nurses, told CBS News that the students were local nursing colleagues participating in a first-time jump.
Local officials noted the aircraft crashed near a residential neighborhood and shopping center. Yves Séguy, Prefect of the Meurthe-et-Moselle department, told the Associated Press that the accident could have caused collateral casualties had the impact occurred just a few dozen meters away. No injuries on the ground were reported.
Safety investigation and witness reports
The BEA is leading the Safety investigation, working in coordination with the Paris Criminal Investigation Department and the Air Transport Gendarmerie Brigade (GTA). The official cause of the accident remains under investigation.
While the BEA has not confirmed any mechanical faults, Reuters reported that witnesses on the ground heard the aircraft engine noise stop suddenly before the descent. Hervé Féron, the mayor of Tomblaine, stated that the aircraft fell in an unexplained manner during its initial ascent.
French Interior Minister Laurent Nunez noted that families of the victims were present at the aerodrome and witnessed the accident, resulting in significant psychological trauma.
AirPro News analysis
We note that this accident follows another fatal skydiving flight earlier in June 2026 in Missouri, which resulted in 12 fatalities. While the two events involve different operators, aircraft types, and regulatory jurisdictions, the proximity of these high-fatality accidents will likely bring renewed regulatory scrutiny to general aviation skydiving operations globally. The Pilatus PC-6 involved in the Tomblaine accident was 35 years old, a common age for utility turboprops in the skydiving sector, where aircraft are subjected to high-cycle operations characterized by rapid ascents and descents. The BEA preliminary report will be critical in establishing the sequence of events following takeoff.
Sources: Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA), Associated Press
Photo Credit: ALEXANDRE MARCHI – L’EST REPUBLICAIN – MAXPPP
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