Saurya CRJ2 near Kathmandu on Jul 24 2024, rolled right and lost height after take off
Last Update: July 18, 2025 / 18:47:01 GMT/Zulu time
Incident Facts
Date of incident
Jul 24, 2024
Classification
Crash
Airline
Sauya Airlines
Departure
Kathmandu, Nepal
Destination
Pokhara, Nepal
Aircraft Registration
9N-AME
Aircraft Type
Canadair Corporate Jetliner
ICAO Type Designator
CRJ2
Airport ICAO Code
VNKT
The Civil Aviation Authority of Nepal reported that the airplane was on a flight to Pokhara. One survivor, the captain, was brought to hospital, 18 were found deceased stating: "Shortly after takeoff from runway 02 the aircraft veered to the right and crashed at the east side of the runway. Rescue operations were initiated immediately. The fire was brought under control, one injured person (the captain) was rescued and taken to a hospital and 18 people were found dead."
According to the airport of Kathmandu the aircraft carried 2 pilots, 17 technicians but no passengers on a flight to Pokhara where maintenance was to be done.
The airline confirmed all people on board were airline employees.
Saurya Airlines are a Nepalese operator founded in 2014 operating a number of jets (CRJ-200) connecting 5 domestic Nepal destinations.
On Sep 6th 2024 Nepal's AAIC released their preliminary report summarizing the sequence of events:
The aircraft had been grounded for 34 days before the event flight. The preservation and return to service maintenance checks were carried out. During grounding, the aircraft was parked at the remote parking bay. The aircraft was returned to the domestic parking bay on July 23, 2024.
On the event day, the aircraft lined up on runway 02 at VNKT at around 05:25:35 UTC and prepared for the commencement of take-off roll. The provided V-speeds were V1 = 114 knots, VR = 118 knots and V2 = 125 knots. By 05:25:55 UTC, the recorded weight-on-wheels (WOW) parameter for the nose, left and right landing gears had transitioned from ground to air. After rotation, the aircraft rolled to the right prompting the subsequent events leading up to the accident. The sequence of events is elaborated in Section 2 of this report below. Both stick shakers switched between ‘Active’ and ‘Not Active’ multiple times from 05:25:58 UTC to 05:26:04 UTC. The time of the first impact of the right wing on the ground was at around 05:26:10 UTC.
The captain (35, ATPL, 6185 hours total, 4922 hours on type) was assisted by a first officer (26, CPL, 1824 hours total, 1602 hours on type).
According to the load sheet the aircraft's takeoff weight was 18,132kg including 600kg of luggage and 2000kg of fuel. The center of gravity was at 20% MAC and the stabilizer setting was at 6.
The report does not mention the flap setting and actual flap positions, however, reports: "The V-speeds mentioned in the operation flight plan of the event flight, as well as recorded in the FDR, were inconsistent with the Quick Reference Handbook (QRH)."
The AAIC stated based on CCTV surveillance images and FDR data:
Almost immediately after rotation, the aircraft first went into a right wing down attitude, followed by left wing down-right wing down sequence. In the duration while the aircraft oscillated about its longitudinal axis, the pilot-in-command (also the pilot flying), provided a series of inputs to the control wheel to correct the aircraft attitude.
Summarizing the first FDR assessment the AAIC stated:
After rotation for take-off at 05:25:55 UTC, the aircraft attained a height of 50 ft above ground level (AGL) within 5±1 seconds. The height from the radio altimeter and pressure altimeter is shown in Figure 8, which indicates that the aircraft attained a height of slightly above 100 ft AGL by 05:26:03 UTC (marked ‘G’ in Figure 5, and at t= 410 s in Figure 8). At ‘G’, the aircraft was at 94.6° roll angle with a heading of 24.7°, veering right of Runway 02.
As per the preliminary analysis of the FDR data, no abnormalities were observed on engine parameters during the flight. Further analyses of all engine parameters are currently being performed.
During rotation for take-off, an abnormally high pitch rate was observed in the FDR data, of upto 8.6 degrees-per-second. As per the aircraft’s flight manual, a take-off pitch rate exceeding 3 degrees-per-second is considered excessive.
On Jul 18th 2025 Nepal's AAIC released their final report concluding the probable causes of the accident were:
The most probable cause of the accident was a deep stall during take-off because of an abnormally rapid pitch rate commanded at a lower than optimal rotation speed.
The contributory factors to the accident are:
- Incorrect speeds calculated based on erroneous speedcard. The interpolated speedcard of the operator for 18,500 kg TOW mentions incorrect V-speeds for take-off. This error in the speedcard went unnoticed since its development. There was no acceptance/approval of the speedcard booklet.
- Failure to identify and address multiple previous events of high pitch rate during take-off by the operator.
- The operator showed gross negligence in complying with the prevailing practices of ferry flight planning, preparation and execution. There is a lack of consistent definition of ferry flights.
- Gross negligence and non-compliances by the operator during the entire process of cargo and baggage handling (weighing, loading, distribution and latching), while violating the provisions of operational manual and ground handling manual. The load was not adequately secured with straps, tie-downs, or nets, while the flight preparation was rushed.
The AAIC analysed that according to the correct manual the reference speeds would have been: V1=118 +/- 1 knot, Vr=123 +/- 1 knot, v2=127.5 +/-0.5 knots, however, according to the erroneous speedcards available to the crew the first officer computed (correctly): V1=114 knots, Vr=118 knots, V2=126 knots.
The AAIC analysed the takeoff performance:
The aircraft rotated for take-off near 120 knots. This speed fell short from required rotation speed stated. The elevator deflection (up) for take-off went from around 1.5° to 10° within 1 second. Two seconds after the elevator deflection to ~10°, the angle of attack of both wings reached around 10°. At this instance, the aircraft started undergoing a right-low roll motion and the right stick shaker became active. Both stick shakers became active 1 second later, while the right-low bank angle reached 25°.
The control wheel position for roll control indicated that the PIC began a roll correction from rightlow roll condition at the instance when the right stick shaker was activated. In 1 second the control wheel position for left-roll response was at 32° that sustained for nearly 2 seconds. As a result, the aircraft underwent rapid left roll motion. The aircraft bank angle went from around 25° right-low to around 54° left-low attitude within 4 seconds.
Throughout this sequence, the angle of attack of both wings remained around 10°. Both stick pushers activated.
Metars:
VNKT 240800Z 24004KT 8000 FEW015 SCT030 BKN100 28/22 Q1004 NOSIG=
VNKT 240730Z 24003KT 8000 FEW015 SCT030 BKN100 27/22 Q1004 NOSIG=
VNKT 240700Z 19003KT 8000 FEW010 FEW025CB SCT030 BKN100 27/22 Q1005 NOSIG CB TO NW=
VNKT 240630Z 07003KT 8000 VCRA FEW010 FEW025CB SCT030 BKN100 26/22 Q1005 NOSIG CB TO SW=
VNKT 240600Z 36004KT 8000 FEW010 FEW025CB SCT030 BKN100 26/22 Q1005 NOSIG CB TO SW=
VNKT 240530Z 29003KT 8000 FEW010 SCT030 BKN100 26/22 Q1006 NOSIG=
VNKT 240500Z 00000KT 8000 FEW010 SCT030 BKN100 26/22 Q1006 NOSIG=
VNKT 240430Z VRB02KT 8000 FEW010 SCT030 BKN100 25/21 Q1006 NOSIG=
VNKT 240400Z 31003KT 8000 FEW010 SCT030 BKN100 25/21 Q1006 NOSIG=
VNKT 240330Z 27003KT 7000 FEW008 FEW025CB SCT030 BKN100 25/22 Q1006 NOSIG CB TO N=
VNKT 240300Z 26003KT 7000 FEW008 FEW025CB SCT030 BKN100 24/22 Q1006 NOSIG CB TO NE=
VNKT 240230Z 28004KT 7000 FEW008 FEW025CB SCT030 BKN100 24/22 Q1006 NOSIG CB TO NE=
VNKT 240200Z 28003KT 7000 FEW008 FEW025CB SCT030 BKN100 23/22 Q1005 NOSIG CB TO E=
VNKT 240130Z 25003KT 7000 FEW008 FEW025CB SCT030 BKN100 23/23 Q1005 NOSIG CB TO N NE E SE AND OVERHEAD=
VNKT 240100Z 27003KT 7000 FEW008 SCT030 BKN100 23/23 Q1005 NOSIG=
Incident Facts
Date of incident
Jul 24, 2024
Classification
Crash
Airline
Sauya Airlines
Departure
Kathmandu, Nepal
Destination
Pokhara, Nepal
Aircraft Registration
9N-AME
Aircraft Type
Canadair Corporate Jetliner
ICAO Type Designator
CRJ2
Airport ICAO Code
VNKT
This article is published under license from Avherald.com. © of text by Avherald.com.
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