Timeline

2024-01-08, 17:06:47 PST — Alaska Airlines 1282 departed runway 28L at Portland International Airport, and at 17:12:33 cabin pressure dropped from 14.09 to 11.64 PSI at approximately 14,830 feet and 271 knots, activating the cabin altitude warning [1][2].
2024-01-09 — Alaska Airlines 1282 was on its final on-scene day, with the door plug retrieved at 7 a.m. that morning and a 3D scan of the left opening planned for the next day [3][4].
2024-01-09 — Alaska Airlines 1282 recorders: the briefing presented a detailed FDR summary running from departure at 17:06:47 to landing on runway 28L at 17:26:46, and the NTSB said the door plug and components would be sent to the lab in Washington, D.C. [1][5][4].
2024-01-09 — Alaska Airlines 1282 key finding: examination showed the door translated upward and all 12 stops disengaged, allowing it to blow out, with both guide tracks on the plug fractured and the four bolts not yet recovered, and the NTSB stated "We cannot tell you at this time how or why. We do not have that information."[6] [7].
2025-01-29 night — CRJ700 and Army UH-60L near Reagan National collided, and the NTSB was on scene that night, with 2025-01-30 the first full day on scene with nearly 50 people plus headquarters labs and agency resources [8].
2025-01-30 — CRJ700 and Army UH-60L near Reagan National on scene: Bryce Banning served as investigator in charge, Member Todd Inman as board member on scene and spokesperson, and the entire board was present, with the NTSB headquarters just a mile from the site [9][10].
2025-01-30 — CRJ700 and Army UH-60L near Reagan National recorders: the flight data recorders had not yet been recovered because they were underwater, and the NTSB said "We know they're there. They are underwater."[11].
2025-01-30 — CRJ700 and Army UH-60L near Reagan National key finding: no specific facts were released at this briefing, with the focus on investigative process, and the NTSB said "We do not know enough facts to be able to rule in or out human factor, mechanical factors."[12] [8].
2025-02-01, about 6:06 p.m. EST — Learjet Philadelphia crashed: Learjet 55, Mexican registration XA-UCI, call sign MTS056, was destroyed when it crashed into a commercial and residential area shortly after takeoff from Northeast Philadelphia Airport with six people on board, including two crew [13].
2025-02-02 — Learjet Philadelphia on scene: NTSB investigators began arriving within 90 minutes of the crash, a full GO team deployed the morning of 2025-02-02, and 17 people were on scene with specific aviation safety expertise [14].
2025-02-02 — Learjet Philadelphia recorders: the cockpit voice recorder was still being sought, two engines had been located, and the CVR could be intact but likely damaged or fragmented [15].
2025-02-02 — Learjet Philadelphia key finding: the aircraft climbed to about 1,500 feet above ground per GPS data, made a slight right turn then a slight left turn, then a steep descent to the ground, with the entire flight lasting less than a minute, and nothing was communicated from the flight deck to ATC [16][17][18].
2025-11-04, approximately 5:15 p.m. — UPS MD-11 Louisville crashed: a UPS MD-11F crashed at Louisville Airport, and the NTSB GO team arrived in Louisville early the morning of 2025-11-05 [19].
2025-11-05 — UPS MD-11 Louisville on scene: approximately 28 NTSB personnel from headquarters and other locations were on the ground or arriving that day, supported by dozens more in D.C. and field offices, with groups formed for operations, structures, power plants, systems and maintenance plus ATC, human performance and aircraft performance specialists [20][21][22].
2025-11-05 — UPS MD-11 Louisville recorders: the cockpit voice recorder and flight data recorder were identified within about 30 minutes before the briefing, suffered heat around them but no intrusion, and the NTSB expected a good readout at the D.C. lab [23][24].
2025-11-05 — UPS MD-11 Louisville key finding: airport CCTV security coverage showed the left engine detaching from the wing during the takeoff roll, after a large plume of fire in the area of the left wing occurred during the takeoff roll [25][26].
2025-11-06 — UPS MD-11 Louisville on scene: day three of the investigation was the first full day of being able to investigate, with the NTSB team over 30 individuals on scene plus additional vehicle performance specialists and a materials engineer [27][28][29].
2025-11-06 — UPS MD-11 Louisville recorders: the FDR and CVR were recovered, a recorder specialist flew overnight with the recorder to the NTSB lab and extracted data from both, with about 63 hours of FDR data over 24 flights and about two hours of CVR audio [30][31][32].
2025-11-06 — UPS MD-11 Louisville key finding: preliminary ADS-B data from the FAA showed the last reporting time at 475 feet altitude, 183 knots, collected at 5:13:32 Eastern Standard Time on the night of the accident, and a FOD walk on runway 17R found multiple pieces of engine fan blades and the main component of the left engine [29][33][30].
2025-11-07 — UPS MD-11 Louisville on scene: the NTSB was still in the fact-gathering phase, another family briefing was held that day for survivors on the ground and families lasting several hours, and this was the final on-scene media briefing [34][35][36].
2025-11-07 — UPS MD-11 Louisville recorders: the CVR contained two hours and four minutes of good quality digital recorded audio, and the NTSB was forming a CVR group of MD-11 technical experts at headquarters to produce a written transcript [37][38].
2025-11-07 — UPS MD-11 Louisville key finding: about 37 seconds after the crew called for takeoff thrust, a repeating bell was heard on the CVR, persisting until the end of the recording 25 seconds later, while the crew engaged in efforts to control the aircraft before the crash [37][38].
2026-03-22, around 11:37 p.m. EDT — Air Canada CRJ900 LaGuardia collided: a Bombardier CRJ900 operated by Jazz Aviation (doing business as Air Canada Express Flight 8646) collided with an aircraft rescue and firefighting vehicle while landing at LaGuardia, with 72 passengers and four crew on board and two firefighters in the vehicle [39][40].
2026-03-23 — Air Canada CRJ900 LaGuardia on scene: the NTSB team began arriving at 3:10 a.m., with about 25 specialists expected on scene plus headquarters support and five transportation disaster assistance team members and the division chief working with the American Red Cross [41][42][43].
2026-03-23 — Air Canada CRJ900 LaGuardia recorders: Port Authority and emergency responders cut a hole in the aircraft roof and dropped down to retrieve the CVR and FDR, an investigator drove them to the NTSB labs in Washington, D.C. that day, and the CVR was verified not damaged [44][45].
2026-03-23 — Air Canada CRJ900 LaGuardia key finding: the NTSB requested the FAA's ASDE replay and an ASDE analysis from the FAA tech center on whether alerts were generated and the distance of the landing aircraft as the firefighting vehicle approached from taxiway Delta, and stated "The NTSB deals in facts. We don't speculate."[46] [47][48].
2026-03-24 — Air Canada CRJ900 LaGuardia on scene: the NTSB's first full day on scene began with a two-hour meeting to organize investigative groups, and the entire team had arrived after earlier TSA-line delays [49][50].
2026-03-24 — Air Canada CRJ900 LaGuardia recorders: the CVR and FDR were taken into NTSB possession at 9:57 a.m. EDT and a local investigator began the trip to NTSB labs in Washington, D.C. for download and analysis, with the CVR holding more than 25 hours of good quality audio across four channels and the FDR about 80 hours of data and more than 400 parameters [51][52].
2026-03-24 — Air Canada CRJ900 LaGuardia key finding: the CVR summary of the final three minutes showed that at 25 seconds truck one requested to cross runway 4 at taxiway Delta, at 20 seconds the tower cleared truck one and company to cross, at 9 seconds the tower instructed truck one to stop, and at 8 seconds a sound consistent with landing gear touchdown was recorded [53][54][55].
2026-09-06, 1:53 p.m. EDT — Amazon Air 767 Miami overran: Amazon Air Flight 7598, a Boeing 767-300 operated by 21 Air LLC of Miami, overran runway 30 on landing at Miami International Airport [56].
2026-09-07 — Amazon Air 767 Miami on scene: an NTSB team of 32 began arriving on scene at 6 p.m. the night of the accident, continuing through the night and the next day, and the Chairwoman arrived the morning of the briefing and went straight to the scene [57][58][59].
2026-09-07 — Amazon Air 767 Miami recorders: the flight data recorder and cockpit voice recorder were recovered and sent to NTSB headquarters that night for evaluation and download [60].
2026-09-07 — Amazon Air 767 Miami key finding: the total distance past the paved surface was about 1,300 feet, and the NTSB said whether EMAS would have helped prevent this tragedy "will be a key part of our investigation"[61] [62][57].
2026-09-09 — Amazon Air 767 Miami on scene: the first full day of the investigation had the team complete, with some investigators traveling from Europe from another investigation, and the focus on perishable evidence including documenting the scene with pictures, videos, drone footage and measurements of tire marks [63][64][65].
2026-09-09 — Amazon Air 767 Miami recorders: the CVR and FDR were recovered from the accident site and transported to the NTSB lab in D.C., with the CVR holding more than two hours of good quality audio and the FDR approximately 55 hours of data and more than 400 parameters [66][67].
2026-09-09 — Amazon Air 767 Miami key finding: the FDR timeline showed nose and right main gear touching down at 30 seconds before the end of the recording at a ground speed of 158 knots, brakes applied at 23 seconds at 146 knots, and a final ground speed of 65 knots at the last data frame, with no indication in recorded data that speed brakes or thrust reversers were deployed [67][68][69][70].

Written with AI (Memex) from 70 cited source passages. Every quotation was checked word-for-word against the sources: 5 of 5 verified.

Timeline

Sources