Singapore B773 near Bangkok on May 21st 2024, severe turbulence kills one and injures 85

Last Update: May 20, 2026 / 17:08:05 GMT/Zulu time

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Photo of Singapore Airlines 9V-SWM, Boeing 777-300 — Singapore Airlines 9V-SWM, Boeing 777-300 (Photo credit: P.Macklin / Flickr / License: CC by)

Incident Facts

Date of incident
May 21, 2024

Classification
Accident

Airline
Singapore Airlines

Flight number
SQ-321

Departure
London Heathrow, United Kingdom

Destination
Singapore, Singapore

Aircraft Registration
9V-SWM

Aircraft Type
Boeing 777-300

ICAO Type Designator
B773

A Singapore Airlines Boeing 777-300, registration 9V-SWM performing flight SQ-321 from London Heathrow,EN (UK) to Singapore (Singapore) with 211 passengers and 18 crew, was enroute at FL370 about 350nm westnorthwest of Bangkok (Thailand) when the aircraft suffered severe turbulence causing injuries to a number of passengers. 17 minutes later the crew descended the aircraft to FL310 and decided to divert to Bangkok where the aircraft landed on runway 19R about 30 minutes later. One passenger was pronounced dead upon arrival, 79 passengers and 6 crew were taken to hospitals.

The airline confirmed there had been severe turbulence causing one fatality and injuries on board of flight SQ-321. The airline later reported: "As of 1950hrs Singapore time on 21 May 2024, 18 individuals have been hospitalised. Another 12 are being treated in hospitals."

Authorities in Bangkok reported a British citizen (73) on board died as result of a heart attack. Seven people are in critical conditions. 23 other passengers and 7 crew received injuries of varying degrees.

According to ADS-B data the speed over ground of the aircraft dropped rapidly by about 20 knots prior to starting the (controlled) descent from FL370 to FL310. The data also reveal the aircraft had experienced an altitude deviation of -100/+300 feet about 350nm westnorthwest of Bangkok while enroute at FL370 over Myanmar about 15 minutes earlier.

The following day the airline reported that a replacement aircraft had taken 143 passengers to Singapore. 79 passengers and 6 crew remain in hospital care in Bangkok.

On May 29th 2024 Singapore's TSIB released following press statement:

1. The Transport Safety Investigation Bureau of Singapore (TSIB) has extracted the data stored in the flight data recorder (FDR) and cockpit voice recorder (CVR) of flight SQ321.

2. The investigation team comprises TSIB investigators and United States representatives, from the National Transportation Safety Board (NTSB), Federal Aviation Administration (FAA) and Boeing.

3. The investigation team has compiled a chronology of events based on preliminary analysis of the data from FDR and CVR:

a. SQ321 departed London on 20 May 24 and the flight was normal prior to the turbulence event. At 07:49:21 hr (UTC) on 21 May 24, the aircraft was passing over the south of Myanmar at 37,000 ft and likely flying over an area of developing convective activity. The Gravitational force (G), recorded as vertical accelerations, fluctuated between positive (+ve) 0.44G and +ve 1.57G for a period of about 19 sec. (This would have caused the flight to begin to experience slight vibration).

b. Around the same time as the onset of the slight vibration, an uncommanded increase in aircraft altitude, reaching a peak of 37,362 ft, was recorded. In response to this uncommanded altitude increase, the autopilot pitched the aircraft downwards to descend back to the selected altitude of 37,000 ft. In addition, the pilots observed an uncommanded increase in airspeed which they arrested by extending the speed brakes. While managing the airspeed, at 07:49:32 hr, it was heard that a pilot called out that the fasten seat belt sign had been switched on.

c. This uncommanded increase in aircraft altitude and airspeed mentioned in (b) are most likely due to the aircraft being acted upon by an updraft (the upward movement of air). The autopilot was engaged during this period.

d. At 07:49:40 hr, the aircraft experienced a rapid change in G as recorded vertical acceleration decreased from +ve 1.35G to negative (-ve) 1.5G, within 0.6 sec. This likely resulted in the occupants who were not belted up to become airborne.

e. At 07:49:41 hr, the vertical acceleration changed from -ve 1.5G to +ve 1.5G within 4 sec. This likely resulted in the occupants who were airborne to fall back down.

f. The rapid changes in G over the 4.6 sec duration resulted in an altitude drop of 178 ft, from 37,362 ft to 37,184 ft. This sequence of events likely caused the injuries to the crew and passengers.

g. In the midst of the sequence of rapid changes in G, recorded data indicated that the pilots initiated control inputs to stabilise the aircraft, disengaging the autopilot in this process. The pilots manually controlled the aircraft for 21 sec and reengaged the autopilot at 07:50:05 hr.

h. The recorded vertical acceleration showed more gradual fluctuations over the next 24 sec, ranging from +ve 0.9G to +ve 1.1G, while the aircraft returned to 37,000 ft at 07:50:23 hr.

i. After the pilots were informed by the cabin crew that there were injured passengers in the cabin, the decision was made to divert to Suvarnabhumi Airport, Bangkok, Thailand. On the way to Bangkok, the pilots requested for medical services to meet the aircraft on arrival.

j. Approximately 17 minutes after the turbulence event, at 08:06:51 hr, the pilots initiated a normal, controlled descent from 37,000 ft and the aircraft reached 31,000 ft at 08:10:00 hr. The data showed that the aircraft did not encounter further severe turbulence during this diversion, and touched down in Suvarnabhumi Airport at 08:45:12 hr.

4. Investigations are ongoing.

On May 27th 2025 Singapore's TSIB stated within a brief interim note: "Components of the aircraft’s weather radar system have been sent for examination and tests in the US. The component examination and test report detailing the findings is still pending."

On May 20th 2026 Singapore's TSIB released their final report concluding the probable causes of the accident were:

Turbulence event

- The aircraft had encountered severe convective induced turbulence when flying over Southwest Myanmar.

- The satellite and cloud-top height images and Yangon ground WXR images showed there were widespread clouds coverage over Southwest Myanmar as the occurrence aircraft was approaching the west coast of Southwest Myanmar. According to the flight crew, they did not see any clouds.

- Prior to the turbulence event, there was no verbal communication recorded in the CVR between the PIC and AGP about weather. After the turbulence event, the PIC was surprised as there were no clouds observed nor weather returns on the ND even though he had set the GAIN knob to MAX.

WXR issues

- There had been reports of under-painting or no-painting of the WXR prior to the occurrence flight. There were also indications that the WXR was under-painting during the ferry flight from Bangkok to Singapore after the occurrence flight.

- After departure from London, WXR appeared to be operating normally. Prior to the turbulence event, the NDs were not showing any weather returns. Weather returns were shown on the NDs after descending below FL310. The investigation team opines that the WXR was painting weather returns intermittently during the occurrence flight and that the possibility of no-painting and underpainting of WXR cannot be ruled out in view of the maintenance records and what was observed during the ferry flight.

- Extensive tests were carried out on the occurrence aircraft WXR system. According to the WXR OEM, there was no evidence that the WXR was not detecting and displaying the weather encountered during the occurrence flight. However, the investigation team noted that there were some unusual
behaviours during the tests.

- As the WXR does not generate any fault message during an under-painting or no-painting situation, flight crews may not be aware when the WXR is not functioning properly.

WXR ground test procedures

- The test prescribed in the AMM only checks for system integrity but is unable to identify the issues relating to under-painting or no-painting.

- The under-painting and no-painting issues were not required to be referred to the aircraft manufacturer and the WXR OEM.

Recording of WXR information

- The WXR, on existing aircraft, does not record the weather returns displayed to flight crews.

- ICAO requires the installation of FCMIR for aircraft with a maximum take-off mass of over 27,000kg that are type certificated after 1 January 2023. There is value in extending the FCMIR requirement to aircraft, in the same mass category, type certificated before 1 January 2023 to better improve aviation safety.

Fastening of seat belt

- This occurrence serves as a reminder that passengers should always fasten their seat belts while seated even when the fasten-seat-belt sign is not switched on.