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TransAsia Airways Flight 235
TransAsia Airways Flight 235
TransAsia Airways Flight 235
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TransAsia Airways Flight 235 was a domestic flight from Taipei to Kinmen, Taiwan. On 4 February 2015, the aircraft serving the flight, a 10-month-old ATR 72-600, crashed into the Keelung River around 5 km (3.1 mi; 2.7 nmi) from Taipei Songshan Airport, from where the aircraft had just departed. On board were 58 people, 15 of whom survived with injuries.

Key Information

Two minutes after takeoff, the pilots reported an engine failure. After climbing to a height of 1,630 ft (500 m), the other engine, still operating normally, was mistakenly shut down.[1][2] The aircraft lost altitude, banked sharply to the left and clipped a taxi traveling west on the Huandong Viaduct (causing injuries to two more persons), then the viaduct itself, before crashing into the river below.

Flight 235 was the second fatal accident involving a TransAsia Airways ATR aircraft within seven months; Flight 222 had crashed on 23 July 2014, also with 58 people on board. On that flight, 48 people had died.

Flight

[edit]
The locations of the accident and departure airports shown on a map of Taiwan.
Kinmen Airport
Kinmen Airport
Taipei Songshan Airport
Taipei Songshan Airport
TransAsia Airways Flight 235
class=notpageimage|
Location of the accident and departure/destination airports

Flight 235 departed Taipei Songshan Airport at 10:52 Taiwan time (02:52 UTC), for its destination of Kinmen Airport, with 53 passengers and five crew members on board.[3] Shortly after take-off, a fault in the autofeather unit of the number-2 engine caused the automatic take-off power control system to autofeather that engine.[4]: 146 [a] The flight crew misdiagnosed the problem, and shut down the still-functioning number-1 engine.[4]: 146  The aircraft reached an altitude of 1,630 ft (500 m) and then began descending until it crashed.[4]: 3 [5] The last pilot communication to air traffic control was: "Mayday, mayday, engine flameout."[6][7] At 10:55,[4]: 4  the aircraft crashed into the Keelung River, on the border of Nangang District of Taipei and Xizhi District of New Taipei.

The crash was recorded by dashcams in several cars travelling west along the elevated Huandong Viaduct next to the river. The aircraft, flying level, first cleared an apartment building. Then it rolled sharply, at nearly a 90° bank angle, left wing down. As the aircraft flew low over the elevated viaduct, its left wingtip struck the front of a Volkswagen Caddy taxi travelling west on the viaduct, and the outboard section of the wing was torn off when it struck the concrete guardrail at the edge of the viaduct.[7][8] The aircraft continued its roll and struck the water upside down,[9] breaking into two main pieces.[10] The collision with the taxi and the viaduct was captured in footage from a dashcam in a car travelling a short distance behind the taxi, and debris from the plane's wing and pieces of the viaduct's guardrail were thrown across the road surface.[11] Two people in the taxi suffered minor injuries.[6][8][12]

At the time of the accident, no adverse weather phenomena were observed. At 11:00, the cloud base at Songshan was about 1,500 ft (460 m), the visibility was unrestricted, and a light breeze was blowing from the east at 10 knots (19 km/h; 12 mph). The temperature was 16 °C (61 °F).[5]

Aircraft

[edit]

The aircraft involved in the accident was an ATR 72-600 twin-turboprop, registration B-22816, MSN 1141. It first flew on 28 March 2014, and was delivered to TransAsia Airways on 15 April 2014.[citation needed] The left Pratt & Whitney Canada PW127M engine was replaced in August 2014.[4]: 15 

Passengers and crew

[edit]

The passenger manifest was composed of 49 adults and 4 children. Thirty-one passengers were mainland Chinese; many were visitors from Xiamen on a six-day tour of Taiwan.[13][14] The remaining 22 passengers were Taiwanese.[7]

The flight crew consisted of two pilots, both ranked as captains; the captain was Liao Chien-tsung,[b] 42, with a total of 4,914 flight hours (including 3,401 hours on the ATR 72) and the co-pilot was Liu Tze-chung,[c] 45, with a total of 6,922 flight hours, including 6,481 hours on the ATR 72.[5][14][15] Also, an observer, Hung Ping-chung,[d] 63, was seated in the cockpit jump seat, who had a total of 16,121 flight hours, 5,314 of them on the ATR 72.[16] Two flight attendants (including Huang Ching-ya) were working as cabin crew. All crew members were Taiwanese citizens; the co-pilot was a dual New Zealand–Taiwanese citizen.[15]

Nationality Passengers Crew Total
Taiwan[e] 22 5 27
China 31 N/a 31
Total 53 5 58

Rescue and recovery

[edit]
Rescue operations in the Keelung River around the wreckage of Flight 235, the Huandong Viaduct in the background

Taipei police and fire departments received dozens of calls from eyewitnesses almost immediately after the crash. The Taipei Fire Department, military, and volunteer rescue workers arrived at the crash scene within minutes,[4]: 49  and reached the survivors by boat around 35 minutes after the crash.[4]: 45  They began removing survivors from the rear section of the semisubmerged fuselage and ferried them to shore in inflatable boats. Divers were forced to cut the seat belts of dead passengers, located mostly in the front section, to remove their bodies. That work was made difficult by low visibility under water.[4]: 48–50 

The aircraft's flight recorders were recovered shortly after 16:00 that day. After 20:00, cranes were used to lift large sections of the fuselage ashore.[6][17][18]

Of the 58 people on board the flight, only 15 survived.[19] One of the two flight attendants, Huang Ching-ya, survived.[20]

Press reports

[edit]

Some media outlets reported anonymous claims that the pilot had complained of "engine abnormalities" and asked for an inspection of the aircraft prior to take-off, but that the request had been refused.[21] This assertion has been denied by both TransAsia Airways and the Civil Aeronautics Administration, the former of whom has released the maintenance records for both powerplants, both propellers, and the airframe.[22]

Reactions

[edit]

TransAsia Airways

[edit]

Following the accident, TransAsia Airways changed its website and social media branding to greyscale images, in mourning for the presumed deaths of the passengers. On 5 February, TransAsia retired the flight number GE235, changing it to GE2353.[23]

Taiwan

[edit]

The spokesperson of the Office of the President of the Republic of China reported that President Ma Ying-jeou was very concerned about the accident and had given orders to the Executive Yuan and related authorities to provide maximum assistance with the rescue. Immediately after the accident, the president of the Executive Yuan, Mao Chi-kuo, contacted the Ministry of Transportation and Civil Aeronautics Administration to instigate an investigation into the crash, and the minister of national defense to prepare the military for the rescue.[24] The final report on the investigation carried out by Taiwan Transportation Safety Board was released on 30 June 2016.[25]

China

[edit]

Over half of the passengers on board the aircraft were Chinese. On 5 February 2015, Xi Jinping, the General Secretary of the Chinese Communist Party, released a statement, ordering that accurate information on the aircraft be obtained as quickly as possible, and that "assistance [be provided] in treating the injured".[26] On the same day, Chinese Premier Li Keqiang instructed relevant departments to obtain accurate information from Taipei as quickly as possible.[27]

Investigation

[edit]
Reconstructed trajectory of the final moments of the flight

The Taiwanese Aviation Safety Council (ASC) led the investigation into the accident.[7][28] The French Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA) represented the country of manufacture, and the Transportation Safety Board of Canada represented the country of engine manufacture. Other parties to the investigation included the Taiwanese Civil Aeronautics Administration, the operator (TransAsia), the aircraft (ATR) and engine (Pratt & Whitney Canada) manufacturers, and Transport Canada.[4]: v [29] The cockpit voice recorder and flight data recorder were recovered on the evening of 4 February, and the data were analysed.[5] According to the executive director of the ASC, Thomas Wang, the aircraft's right engine triggered an alarm just 37 seconds after takeoff.[30] Whereas the crew reported a flameout,[31] according to Wang, data showed the right engine had in fact been moved to idle power.[30] Soon the right engine failed to produce enough thrust for its rotating propeller, lapsing into auto-feathering.[31] A restart was attempted, but the aircraft crashed 72 seconds later.[30]

Flight path with relevant cockpit warnings

On 6 February, investigators revealed that the left engine, which does not appear to have had suffered a malfunction, had been manually shut off,[32] while cautioning that the investigation was "too early to say if human error was a factor".[33] Investigators released the following preliminary sequence of events:[4][29][34][35]

Sequence of events
Duration

(HH:MM:SS)

Time Event Selected CVR items
UTC

UTC+0

Local

UTC+8:00

Source Content

(Italics denote translation from Chinese)

00:00:00.0 02:41:14.6 10:41:14.6 Start of recording Commentary [GE235 recording begins]
00:09:58.1 02:51:12.7 10:51:12.7 Crew receives take-off clearance Tower controller Transasia two three five runway one zero wind one zero zero degree niner knots cleared for takeoff.
00:11:19.2 02:52:33.8 10:52:33.8 Tower asks the crew to contact Taipei Departure Tower controller Transasia two three five contact Taipei approach one one niner decimal seven good day.
00:11:23.7 02:52:38.3 10:52:38.3 Right engine failure alert; master warning sounds for 3s Cockpit area microphone [sound of master warning until 10:52:40.0]
00:11:27.4 02:52:42.0 10:52:42.0 Crew reduces power to the left engine
00:11:28.4 02:52:43.0 10:52:43.0 Crew mentions retracting the left engine (retracts throttle and shuts off) Captain Liao I will pull back engine one throttle.
02:53:00.4 10:53:00.4 Crew discuss engine shutdown checklist Captain Liu Okay engine flameout check.
02:53:06.4 10:53:06.4 Crew reduces power to the left engine again Captain Liao Pull back number one.
02:53:07.7 10:53:07.7 Crew mentions that the right engine stalled Captain Liu Okay now number two engine flameout confirmed.
02:53:09.9 10:53:09.9 Stall warning sounds Cockpit area microphone [sound of stall warning until 10:53:10.8]
02:53:12.6 10:53:12.6 Stall warning sounds for the second time. Stick shaker activates. Cockpit area microphone [sound of stall warning until 10:53:18.8]

[sound of stick shaker until 10:53:18.8]

02:53:19.6 10:53:19.6 Left engine is feathered and shut down Captain Liao Number one.
02:53:21.4 10:53:21.4 Stall warning sounds for the third time. Stick shaker activates for the second time. Cockpit area microphone [sound of stall warning until 10:53:23.3]

[sound of stick shaker until 10:53:23.3]

02:53:24.0 10:53:24.0 Crew cuts power to the left engine
02:53:25.7 10:53:25.7 Stall warning sounds for the fourth time. Stick shaker activates for the third time. Cockpit area microphone [sound of stall warning until 10:53:27.3]

[sound of stick shaker until 10:53:27.3]

02:53:34.9 10:53:34.9 Crew declares emergency Captain Liu (radio) Tower transasia two tree five mayday, mayday, engine flameout.
02:53:55.9 10:53:55.9 Stall warning sounds for the fifth time. Stick shaker activates for the fourth time. Cockpit area microphone [sound of stall warning until 10:53:59.7]

[sound of stick shaker until 10:53:59.7]

02:54:06.1 10:54:06.1 Stall warning sounds for the sixth time. Stick shaker activates for the fifth time. Cockpit area microphone [sound of stall warning until 10:54:10.1]

[sound of stick shaker until 10:54:10.1]

02:54:09.2 10:54:09.2 Crew calls for restarting the left engine multiple times Captain Liao Restart the engine.
02:54:12.4 10:54:12.4 Stall warning sounds for the seventh time. Stick shaker activates for the sixth time. Cockpit area microphone [sound of stall warning until 10:54:21.6]

[sound of stick shaker until 10:54:21.6]

00:13:05.4 02:54:20.0 10:54:20.0 The left engine is restarted
02:54:33.2 10:54:23.2 Stall warning sounds for the eighth time. Stick shaker activates for the seventh time. Cockpit area microphone [sound of stall warning until 10:54:33.9]

[sound of stick shaker until 10:54:33.9]

00:13:19.8 02:54:34.4 10:54:34.6 Master warning sounds for 3s Cockpit area microphone [master warning]
00:13:20.2 02:54:34.8 10:54:34.8 An unidentified sound is heard Cockpit area microphone [unidentified sound]
00:13:21.3 02:54:35.9 10:54:35.9 End of FDR recording Ground proximity warning system Pull up.
00:13:21.8 02:54:36.4 10:54:36.4 End of CVR recording Commentary [CVR recording ends]

Interim report

[edit]

The ASC issued an interim report on 2 July. Without assigning responsibility for the crash, the report confirmed that a still-functional engine number one was incorrectly shut down by the pilot following the failure of engine number two (right engine).[1][2] The report also stated that the pilot in command had failed to pass a simulator test in May 2014, partly because he demonstrated insufficient knowledge about the procedure for handling an engine flameout during takeoff. He retook the test the following month, however, and successfully passed. The ASC released a draft report in November 2015 and published the final version in July 2016.[1][2][4]

Final report

[edit]

The final report found that, following the uncommanded autofeather of engine number 2 (right engine), the pilot flying the aircraft reduced power and subsequently shut down the operative engine number 1 (left engine). The flight crew failed to perform the failure identification procedure and did not comply with standard operating procedures. As a result, the pilot flying the aircraft became confused regarding the identification and nature of the propulsion-system malfunction. The autofeathering was caused by compromised soldering joints in the autofeather unit. During the initial stages of the take-off roll, the flight crew did not reject the take-off when the automatic take-off power control system ARM pushbutton did not light, and TransAsia did not have a clear requirement to do so. The loss of engine power during the initial climb and inappropriate flight control inputs by the pilot flying generated stall warnings and activation of the stick pusher to which the crew did not respond in a timely and effective manner. The loss of power from both engines was not detected and corrected by the crew in time and the aircraft stalled during the attempted restart at an altitude from which they could not recover. Ineffective flight crew coordination, communication, and threat and error management compromised the safety of the flight. The crew failed to obtain relevant data from each other regarding the status of both engines. The pilot flying did not appropriately respond to input from the pilot monitoring.[4]

During the investigation, TransAsia Airways disclosed confidential information from the draft report to Next magazine, which published a story in its issue of 11 May 2016. This was an attempt to influence the investigation into the accident. TransAsia Airways were fined NT$3,000,000 (US$92,000).[36]

Aftermath

[edit]

The Civil Aeronautics Administration announced it would subject all TransAsia Airways ATR pilots to supplementary proficiency tests between 7 and 10 February,[5] resulting in the cancellation of more than 100 TransAsia flights. Ten pilots who failed the engine-out oral test and a further nineteen who did not attend were suspended for one month, pending a retest. TransAsia subsequently demoted one pilot from captain to first officer.[1] Reuters reported that the government ordered all Taiwanese airlines to "review their safety protocols".[37][38] The Taiwanese CAA announced that it is focusing its attention on TransAsia's training and operations and the country's labor ministry fined the airline for breaches of the labor code over excessive working hours.[39][40]

On 11 February, TransAsia offered NT$14.9 million (about US$475,000) in compensation to the family of each of the dead. This amount includes emergency relief and funeral allowance, totaling NT$1.4M (US$44,300), already paid to each family. Not all of the families have accepted the offer.[41]

The taxi that was struck by the plane has been transported and preserved in the Taxi Museum in Su'ao, Yilan County.[42]

Before this accident, TransAsia Airways Flight 222, which involved another ATR 72-500, crashed during approach as a result of pilot error.

These two accidents significantly weakened the airline's image. The airline ceased operations and shut down indefinitely on 22 November 2016.[43]

[edit]

The Canadian TV series Mayday (also known as Air Disasters and Air Emergency in the US and Air Crash Investigation in the UK and the rest of the world) covered Flight 235 in episode seven of season 17, called "Caught on Tape", which was first broadcast on 19 September 2017 in Australia.[44][45]

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

TransAsia Airways Flight 235

View on Grokipedia
from Grokipedia
TransAsia Airways Flight 235 (GE235) was a scheduled domestic passenger flight from to in , operating an ATR 72-600 aircraft (registration B-22816) on February 4, 2015, when it crashed into the Keelung River shortly after takeoff, killing 43 of the 58 people on board (53 passengers and 5 crew members) and injuring the 15 survivors. The accident occurred approximately two minutes after departure at 10:52 a.m. , when the 's No. 2 automatically feathered its 36 seconds after liftoff due to an anomaly, prompting the flight to mistakenly shut down the functioning No. 1 46 seconds later instead of following emergency procedures. This error led to a loss of , a , and the plane banking sharply right before clipping a highway overpass and plunging into the river 5.4 km (3.4 mi) east-southeast of the . efforts involving helicopters, boats, and divers recovered the victims, with the largely intact but the destroyed by impact forces. The Aviation Occurrence Report released by Taiwan's Aviation Safety Council (ASC) on June 30, 2016, determined the as a stall-induced loss of control resulting from the flight crew's improper response to the engine anomaly, exacerbated by ineffective , failure to adhere to standard operating procedures, and inadequate monitoring of engine parameters. Contributing factors included quality issues with the auto feather unit (AFU) and ' insufficient on abnormal engine scenarios. The report issued 24 safety recommendations to the Civil Aviation Administration, aircraft manufacturer ATR, and engine maker , emphasizing improved pilot , system design enhancements, and procedural clarifications to prevent similar incidents.

Background

Flight details

TransAsia Airways Flight 235, designated as GE235, was a scheduled domestic passenger service operated by the Taiwanese airline from Taipei Songshan Airport (TSA) to (KNH) on February 4, 2015. The flight had a scheduled departure time of 10:53 a.m. local time (UTC+8), with a planned duration of approximately one hour for the roughly 250-kilometer route across the . TransAsia Airways, established in 1951 as Taiwan's first private airline under the name Foshing Airlines and rebranded as TransAsia in 1992, specialized in regional short-haul operations, including frequent domestic flights to outlying islands like , primarily using turboprop aircraft for efficiency on such routes. At the time of takeoff, weather conditions at Taipei Songshan Airport were favorable under , with visibility exceeding 10 kilometers, winds from 100° at 8 knots, scattered clouds, a temperature of 16°C, and 10 reported as wet.

Aircraft

The aircraft involved in the incident was an ATR 72-600, a twin-engine manufactured by ATR () Alenia Linee Aeree, with registration B-22816 and manufacturer's serial number 1141. This model, designated as ATR 72-212A under certification, features a high-wing design optimized for short-haul operations, with a standard maximum of 78 passengers in a single-class layout. It was powered by two PW127M engines, each rated at approximately 2,400 shaft horsepower, driving four-bladed Hamilton Sundstrand propellers; both engines were equipped with auto-feather systems designed to automatically adjust propeller pitch in response to detected engine failure for improved single-engine performance. The completed its on March 28, 2014, under test registration F-WWEF, and was delivered new to on April 14, 2014, making it less than 10 months old at the time of the event. TransAsia configured the ATR 72-600 for 72 passengers in an all-economy layout. By the date of the flight, the had accumulated 1,627 total flight hours, reflecting its relatively low utilization since entering service. Maintenance records for B-22816 indicated routine compliance with regulatory requirements, with no outstanding defects noted prior to the flight. The most recent A4 periodic check was conducted on January 26, 2015, followed by a weekly on January 28, 2015, confirming the aircraft's airworthiness in accordance with TransAsia's program and Civil Aeronautics Administration standards. Engine overhauls had been performed shortly after delivery, including replacements on both units in 2014, ensuring operational integrity up to the accumulated hours.

Passengers and crew

TransAsia Airways Flight 235 carried a total of 58 occupants, comprising 53 passengers and 5 crew members. The flight crew consisted of Captain Liao Chien-tsung, aged 42, who had accumulated 4,914 total flight hours, including 3,151 hours on the ATR 72-500 and 250 hours on the ATR 72-600; Captain Liu Tze-chung, aged 45 and acting as first officer, with 6,922 total flight hours, including 5,314 hours on the ATR 72; and first officer Hung Ping-chung, aged 63, who occupied the jump seat as an observer and had 16,121 total flight hours. Two cabin crew members completed the onboard team, responsible for passenger safety and service during the short domestic flight. Among the passengers were 31 nationals, primarily tourists organized through local travel agencies, and 22 individuals, reflecting typical cross-strait travel patterns between and . The group included families with five children and business travelers, with ages spanning from young adults to seniors, though no publicly identified celebrities were aboard.

Accident sequence

Departure from Taipei

TransAsia Airways Flight 235, an ATR 72-600 registered as B-22816, taxied from its gate at and lined up on 10 at approximately 10:51 a.m. on February 4, 2015, under clear weather conditions with no reported anomalies. The aircraft, configured with flaps at 15 degrees for takeoff, received clearance from Songshan Tower for the standard departure procedure en route to , approximately 200 kilometers southeast across the . No irregularities were noted during the pre-takeoff checks or taxi phase, and the flight was operated by a crew consisting of a captain, first officer, and relief pilot, along with two cabin crew members. The takeoff roll commenced at 10:51:39 a.m., with the aircraft accelerating normally and lifting off at around 10:52 a.m., achieving an initial of 112 knots shortly after becoming airborne at an altitude of 125 feet. Following confirmation of a positive , the was retracted, and the flaps were gradually retracted as the aircraft turned right and began its initial ascent toward 1,200 feet, handed over to departure control at 10:52:33 a.m. without any immediate concerns from . In the first 30 seconds of flight, all performance parameters remained within normal limits for the ATR 72-600 on this short domestic sector, setting the stage for the planned 35-minute journey.

Engine malfunction and crew actions

Shortly after takeoff, the right (No. 2) of the ATR 72-600 experienced a sudden loss of power at approximately 1,200 feet above ground level, likely due to an intermittent discontinuity in its auto-feather unit (AFU), which automatically feathered the to reduce drag. This triggered indications on the instruments, including a drop in and a "No. 2 " warning, prompting the flight to initiate emergency procedures. The AFU activation was consistent with the aircraft's PW127M systems, designed to protect against uncontained by feathering the in response to low pressure or . In response, the captain, acting as pilot flying, mistakenly identified the left engine (No. 1), which was operating normally, as the failed one and shut it down by pulling the wrong condition lever to the feather position at around 1,000 feet altitude. This error resulted in a complete loss of thrust from both engines, as the crew did not promptly recognize the misidentification. Cockpit voice recorder (CVR) data captured the ensuing confusion, with the captain stating, "Engine flame out! Engine No. 1 failure!" despite the actual issue being with No. 2, followed by the first officer's attempts to restart the already shutdown left engine, including calls of "Engine core speed zero percent" and "No more thrust." The crew's exchanges revealed disorientation over the engine indicators, with phrases like "Which engine?" and failed restart attempts exacerbating the situation. As was lost, the aircraft's altitude began to drop rapidly from its peak of about 1,000 feet, while the bank angle steepened progressively to over to the right due to asymmetric lift and lack of power. The flight data recorder (FDR) showed the nose pitching up in a configuration as the pulled back on the in error, further contributing to the uncontrolled descent. Later in the sequence, the captain realized the mistake, exclaiming on the CVR, "Wow, pulled back the wrong side ," but by then, recovery was not possible.

Final moments and crash

Following the inadvertent shutdown of the remaining engine, the aircraft entered an unpowered glide over the Keelung River. During the final descent, the plane banked sharply to the left and its left wingtip struck a on the Huandong at approximately 10:54 a.m. . The aircraft then impacted the shallow waters (1–2 meters deep) of the Keelung River in an inverted attitude, 5.4 km east-southeast from the end of runway 10 at Taipei Songshan Airport, at coordinates 25°03′12″N 121°33′24″E. Upon contact with the water, the aircraft broke apart from the impact forces; the forward , including the , suffered severe compression damage, the fuselage split at frame 24–25 (around seat rows 9–10), a break occurred on the right-hand side at frame 28–28A (seat rows 14–15), and the wings sheared off.

Rescue and recovery

Initial emergency response

Following the call to at 10:53 a.m., emergency services were notified of the crash of TransAsia Airways Flight 235 into the Keelung River. Firefighters, police, , and military personnel mobilized rapidly from the nearby base, arriving at the scene with fire engines, ambulances, boats, rafts, and helicopters to facilitate access to the wreckage. Rescue operations encountered immediate difficulties due to the river's strong currents, accumulated , and murky , and the scattered wreckage, which initially prevented responders from reaching some casualties without appropriate river-crossing equipment. The 15 survivors, all located in the rear section of the that broke away and floated on the surface, were extracted by using boats shortly after impact.

Victim recovery and identification

The recovery operations for victims of TransAsia Airways Flight 235 were protracted due to the challenging conditions in the Keelung River, including strong currents and silt buildup on the riverbed. Divers were deployed to search for and retrieve bodies from the submerged wreckage, while cranes were used to lift larger sections of debris and remains to facilitate access. These efforts spanned eight days, from the crash on February 4, 2015, until the recovery of the last missing victim on February 12, 2015, located approximately three kilometers downstream and still attached to a . The incident resulted in 43 confirmed fatalities among the 58 occupants: 39 passengers and 4 members. Fifteen survivors were rescued, predominantly those seated in the rear section of the aircraft, where the remained partially above water longer. Victim identification relied on personal effects and visual recognition in the initial stages, with 24 bodies identified within the first day. Forensic autopsies conducted on the remains indicated that causes of included multiple traumatic injuries from the impact, such as fatal head wounds for the flight , as well as evidenced by in some cases. Support for the victims' families included dedicated meetings with TransAsia Airways representatives to discuss funeral arrangements, compensation, and a memorial service held at Taipei Songshan Airport on February 10, 2015.

Investigation

Official inquiries

The investigation into the crash of TransAsia Airways Flight 235 was led by the Aviation Safety Council (ASC) of Taiwan, in accordance with the Aviation Occurrence Investigation Act and ICAO Annex 13 standards. Assistance from international parties began on February 5, 2015, including a team from the U.S. National Transportation Safety Board (NTSB) and technical support from ATR, the aircraft manufacturer. Divers recovered the cockpit voice recorder (CVR) and flight data recorder (FDR) intact from the shallow waters of the Keelung River on February 5, 2015, enabling detailed reconstruction of the flight's final moments. These devices were promptly sent to ATR's facilities in , , for data extraction and analysis under ASC oversight. Further international collaboration involved the French Bureau d'Enquêtes et d'Analyses (BEA), which conducted the engine examination, and the Canadian Transportation Safety Board (TSB), responsible for propeller analysis. The ASC issued a preliminary report on February 17, 2015, providing initial factual details, followed by the final report on June 30, 2016, which encompassed the full scope of procedural findings.

Technical analysis

The cockpit voice recorder (CVR) captured approximately 92 seconds of critical audio from the onset of the engine anomaly until impact, revealing pilot confusion during the response to the malfunction. The recording began with a master caution alert for the right engine (No. 2) torque drop at 10:53:04 local time, followed by the pilot flying (PF) stating "Engine flame out" and identifying "Engine 2 failed." The pilot monitoring (PM) confirmed "Yes, No. 2 engine flame out," but the PF then commanded feather for the left engine (No. 1), prompting the PM to urgently interject "Wait, wait—Number 2!" and "No! Number 2, Number 2, push back the power!" The PF proceeded with the incorrect action, later exclaiming "Wow, pulled wrong !" as the situation deteriorated, with repeated calls of "Engine!" and "!" amid increasing alarms. The CVR ended with unintelligible sounds and impact noises at 10:54:56. Flight data recorder (FDR) parameters provided a detailed timeline of the 's response to the anomaly. Following takeoff from Taipei Songshan Airport at 10:52:00, the engaged at 10:52:16 and remained active until disengagement at 10:53:09 due to increasing bank angle from thrust asymmetry after the right torque fell to zero at 10:53:04, triggering the auto-feather system. This created significant yaw and roll to the right, with dropping from 112 knots to 83 knots by 10:53:40 as the PF applied left and inputs. Stall warnings activated multiple times, first at 10:54:36 when the reached a 104-degree bank and nose-up attitude, and again at approximately 120 feet above ground level (AGL) during the final descent, accompanied by activation. Altitude peaked at 1,300 feet before the descent began, with the impacting the Keelung River at 10:54:56 after banking left and clipping a . Wreckage examination focused on the propulsion systems and structural integrity, confirming the sequence of events recorded by the flight instruments. The right engine propeller was found in the feathered position consistent with automatic activation following torque loss, with no pre-impact mechanical anomalies such as uncontained failure, fire, or foreign object damage detected in its compressor or turbine sections. In contrast, the left engine showed evidence of manual shutdown and feathering by the crew, including power lever positions advanced to maximum during attempted restart, but with intact components indicating it was operational prior to intervention. Forensic analysis of both engines and the nacelles revealed no bird remains, ruling out ingestion as a factor in the initial failure; post-impact damage was attributed solely to the crash forces. The airframe exhibited consistent stall and impact signatures, including separated wing sections and fuselage deformation from water entry. Investigators conducted simulator recreations using the ATR 72-600 flight model to replicate the recorded parameters, demonstrating the aircraft's behavior under the observed conditions. These tests showed that with the right auto-feathered and the left at full power, the airplane could maintain climb performance and directional control with appropriate input, achieving a safe return to the airport or diversion. However, manual feathering of the left led to rapid loss of , asymmetric yaw exceeding 30 degrees, and inevitable entry below 1,000 feet, mirroring the FDR trajectory. Restart attempts on the correctly identified operating within 20 seconds of the anomaly allowed recovery in all scenarios, highlighting the narrow margin but inherent recoverability of the configuration.

Determined causes

The Aviation Safety Council (ASC) of the Republic of China (Taiwan), in its final report released on June 30, 2016, determined that the accident resulted from a stall-induced loss of control, primarily due to the flight crew's erroneous shutdown of the operating No. 1 (left) engine shortly after the No. 2 (right) engine experienced an uncommanded autofeather during initial climb. This critical error occurred when the pilot flying (PF), the captain, mistakenly moved the power lever for the functioning engine to the fuel-off position while attempting to address the malfunction on the failed engine, as confirmed by cockpit voice recorder (CVR) and flight data recorder (FDR) analysis. The report emphasized that the crew's failure to adhere to standard engine-out procedures during takeoff exacerbated the situation, leading to asymmetric thrust loss and the aircraft's inability to maintain altitude. Contributing factors included the high workload on the flight crew during the critical takeoff phase, compounded by ineffective (CRM), where the relief pilot and first officer did not adequately monitor or challenge the captain's actions. The investigation highlighted inadequate training at for handling engine failure scenarios, particularly in recognizing and recovering from uncommanded autofeather events, as well as a possible distraction from the presence of the non-flying relief pilot in the . Additionally, the crew's lack of checklist discipline and failure to prioritize flying the aircraft contributed to the sequence of events, preventing timely recognition of the incorrect engine shutdown. Regarding mechanical aspects, the No. 2 engine's auto-feather unit (AFU) exhibited an intermittent electrical discontinuity in its relay circuit, triggering the uncommanded autofeather without actual engine failure or damage to other components; the No. 1 engine showed no defects and functioned normally until manually shut down. The AFU operated as designed in response to the anomaly, but the underlying wiring issue was identified as the initiating mechanical factor. Among the 16 safety recommendations in the final report, key ones focused on enhancing simulator-based for asymmetric and engine-out emergencies, including recurrent drills on abnormal procedures and CRM to improve crew decision-making under stress. The report also urged authorities to mandate better oversight of airline programs to address systemic deficiencies observed in this incident.

Aftermath and reactions

Airline and industry responses

Following the crash of TransAsia Airways Flight 235 on , , the airline's CEO, Chen Xinde, issued a public apology hours later, expressing deep to the victims, their families, and the crew. TransAsia also offered compensation to the families of the deceased, initially providing NT$1.2 million (approximately $38,000) per victim for funeral expenses, followed by a full settlement of NT$14.9 million (approximately $470,000) per deceased individual. In response to the incident, TransAsia grounded most of its fleet on February 7, 2015, to facilitate comprehensive inspections of all 44 ATR aircraft in its possession. These inspections, which included checks on engines, systems, and maintenance records, resulted in the cancellation of dozens of flights and temporary reductions in service across several routes. The crash highlighted a pattern of safety concerns at TransAsia, coming just seven months after the airline's Flight , an ATR 72-500, crashed on July 23, 2014, during approach to Airport amid poor weather, killing 48 of the 58 people on board. On the industry side, ATR, the aircraft manufacturer, issued a service bulletin recommending modifications to the engine's auto-feather unit and torque sensors to address potential signal discontinuities that could mimic engine failure warnings, with retrofits available for existing fleets. This followed preliminary findings from the crash investigation, which identified crew confusion over engine indicators as a contributing factor.

Government and public reactions

Taiwanese President Ma Ying-jeou visited the crash site along the Keelung River shortly after the incident to oversee rescue efforts and express solidarity with responders. He subsequently met with survivors in hospitals, comforting the injured and acknowledging the trauma they endured, while emphasizing the government's commitment to support. Ma also paid respects to the victims at a parlor, where he consoled grieving families and reiterated the nation's shock at the tragedy. To honor the deceased, the Taiwanese government ordered flags to be flown at half-mast across all public buildings and schools on February 10, , designating it a day of national mourning during a public memorial ceremony led by Ma and cabinet officials. This gesture reflected the profound impact on the nation, coming just seven months after TransAsia's previous fatal crash. Cross-party criticism emerged in the legislature, with members from both the ruling and opposition condemning the government's emergency response as inadequate and questioning long-standing oversight, arguing it failed to prevent recurring incidents at the . The crash resonated deeply in mainland China, where 31 tourists were among the passengers, with 21 confirmed as victims, prompting an outpouring of sorrow and demands for thorough investigations. Relatives from the mainland arrived in amid emotional scenes, traveling to identify and repatriate bodies, which underscored the cross-strait human cost of the disaster. While specific official statements from were limited, the incident highlighted ongoing concerns about travel safety for Chinese visitors to . International media provided extensive coverage of the event, with airing dramatic dashcam footage of the plane striking a bridge before plunging into the river and interviewing survivors about their harrowing escapes. similarly focused on the pilot's heroic efforts to avoid populated areas and the rapid recovery operations, amplifying global awareness of the tragedy. Locally, Taiwanese outlets scrutinized TransAsia's safety record, fueling public discourse on airline accountability following the airline's second major accident in less than a year. Public grief manifested in widespread vigils and tributes, including religious ceremonies at funeral homes where families honored the dead with traditional rites. At Taipei's , the departure point for Flight 235, mourners gathered to lay flowers and light candles in memory of the victims. Online, platforms saw an influx of messages from Taiwanese citizens and celebrities offering prayers and condolences, reflecting collective mourning for the lost lives.

Regulatory and safety changes

Following the crash of TransAsia Airways Flight 235, Taiwan's Civil Aeronautics Administration (CAA) immediately mandated supplementary proficiency tests for all 71 TransAsia pilots operating ATR aircraft, focusing on emergency procedures such as engine failure response, conducted between February 7 and 10, 2015. Ten of the 49 tested pilots failed these oral and practical assessments, leading to their temporary suspension pending retraining, while 19 others who had not yet tested were barred from flying ATR flights until completion. In response to these results, the CAA extended the directive to all Taiwanese airlines, requiring a comprehensive review of pilot training programs, operational procedures, and compliance with emergency checklists to prevent similar mishandling of engine anomalies. The Aviation Safety Council's final investigation report, released on June 30, 2016, identified 25 findings, several of which highlighted deficiencies in crew training, including inadequate simulation of engine shutdown scenarios, and issued 16 safety recommendations. Addressed to the CAA, several recommendations urged revisions to airman certification standards to mandate demonstrations of engine failure identification and proper checklist execution during flight training for all pilots. By late 2016, the CAA implemented these by requiring enhanced engine-failure training modules across all commercial pilot programs in Taiwan, incorporating crew resource management and threat-error management simulations to address the flight's determined causes of pilot error in engine handling. TransAsia Airways faced intensified regulatory scrutiny, including operational audits and restrictions on fleet expansion, culminating in the airline voluntarily suspending all flights on November 22, 2016, and entering proceedings, with its air operator certificate permanently revoked on July 1, 2018. This effectively ended TransAsia's operations, attributed in part to the cumulative safety lapses exposed by Flight 235 and the prior Flight 222 crash. Internationally, the incident prompted the U.S. (FAA) and (EASA) to review emergency checklists, leading to updated guidance in 2016 on engine failure protocols for operators worldwide, emphasizing unambiguous throttle and condition lever procedures. In , Songshan Airport authorities enhanced emergency response infrastructure, including improved riverine coordination and safety areas, as part of broader CAA directives to mitigate risks at urban airfields following the crash's location near the Keelung River. In the longer term, the crash eroded confidence in turboprop aircraft for regional routes in the , accelerating a shift toward jet operations among Taiwanese carriers; for instance, surviving airlines like and expanded jet fleets for short-haul services.

Legacy

Memorials and commemorations

In the aftermath of the crash, organized a service on February 10, 2015, attended by bereaved families of the 43 victims, airline executives, and government officials, where prayers and tributes were offered to honor the deceased. A public ceremony was also held on February 10, 2015, in , where attendees created paper cranes as symbols of peace and remembrance for the victims. Flags across were flown at half-mast on February 10, 2015, as a national gesture of homage to the 43 lives lost in the incident. Survivors' accounts have contributed to ongoing commemorations, highlighting the human resilience amid tragedy. For instance, one survivor, a 72-year-old named Huang Jin-sun, recounted in interviews how he assisted in rescuing fellow passengers from the sinking wreckage in the Keelung River, emphasizing the chaos and urgency of the moments following impact, and described the abnormal engine noise during takeoff. He shared these experiences in media reports to raise awareness about and survivor trauma. Survivor accounts, including a cabin crew member's experience with (PTSD), have further emphasized recovery in post-accident narratives. A notable physical remembrance is the preservation of the taxi struck by the aircraft's wing during the crash, which is displayed at the Taxi Museum in Su'ao, Yilan County as a poignant artifact illustrating the incident's impact on bystanders; the driver, who was seriously injured, survived and the vehicle serves as an informal tribute to the event's broader effects.

Cultural depictions

The crash of TransAsia Airways Flight 235 has been depicted in various media formats, primarily through documentary reconstructions that highlight the dramatic dashcam footage captured during the incident. The episode "Caught on Tape" from the television series Air Crash Investigation (also known as Mayday: Air Disaster), which aired in 2017 as Season 17, Episode 6 on the Smithsonian Channel, provides a detailed reenactment of the flight's final moments, emphasizing the pilots' erroneous response to the engine failure and the role of the viral video in the investigation. This episode, viewed by audiences worldwide via platforms like Paramount+ and Roku Channel, underscores the human factors contributing to the accident, drawing from official reports to illustrate the sequence of events without sensationalism. Online media has amplified the crash's visibility through numerous animated reconstructions and analytical videos on , attracting significant global interest. For instance, aviation enthusiast channel Mentour Pilot's 2022 video "A Horrible Chain of Mistakes! TransAsia Airways Flight 235" has garnered over 3.3 million views as of 2025, breaking down the technical errors and pilot decisions in an accessible format for non-experts. Similarly, channels like Disaster Breakdown and Air Crash Investigation have produced animations and narrations, such as "The Mysterious Crash Of TransAsia Flight 235" (2024) with hundreds of thousands of views, which use CGI to simulate the ATR 72's descent into the Keelung River and its impact on survivors. These digital depictions, often exceeding one million views collectively, have educated viewers on protocols while perpetuating the footage's iconic status in . Simulations of the crash appear in mobile gaming, particularly within apps, allowing users to recreate the scenario for educational or recreational purposes. In the game Turboprop Flight Simulator, players can replicate Flight 235's takeoff from Taipei Songshan Airport, engine shutdown, and river ditching, as demonstrated in user-generated videos that have accumulated tens to hundreds of thousands of views, such as one recreation from 2022 with 163,000 views. These virtual recreations, while not official, contribute to public understanding of the accident's mechanics and have been used by hobbyists to discuss error chains in twin-engine operations. The media portrayals have influenced broader discussions on , particularly regarding pilot stress and cognitive performance under pressure in Asian contexts. Analyses in outlets like described the captain as "nervous" based on colleague accounts, linking the mishandled engine failure to potential stress factors, which spurred conversations on support for pilots in and beyond. A 2019 case study on highlighted how the pilots' disarray during the brief emergency mirrored stress-induced errors, raising awareness in regional media about the need for enhanced training on workload management.

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