Embraer EMB 145LR accident near Springfield, Missouri, March 20, 2015
On March 20, 2015 at about 2:15 am local time, a 1999 Embraer EMB 145LR, registered N625AE, was substantially damaged in an accident during approach near Springfield, Missouri. It was flown under scheduled airline rules (Part 121). No one was hurt; 53 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
an in-flight collision with a bird.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 20, 2015 · about 2:15 am local time
- Place
- Springfield, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 53 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Embraer EMB 145LR LR, built 1999 · all EMB 145LRs on the register
- Registration
- N625AE · registry record · serial 145115
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On March 19, 2015, about 2015 central standard time, Envoy Air flight 3033, an Embraer 145LR, N625AE, experienced a bird strike while on approach to Springfield-Branson National Airport (SGF), Springfield, Missouri. According to the operator, the airplane struck a large bird while the flight was at 4,000 feet mean sea level and being vectored to land on runway 2. The flight crew reported no warnings or adverse flight characteristics and subsequently conducted an uneventful landing. After landing, inspection of the airplane and subsequent maintenance examination revealed substantial damage to the radome, right wing, right horizontal stabilizer and right engine. There were no injuries to the passengers or crew onboard.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Birdstrike during approach defining event
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Effect on equipment
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,787 hours in all; 9,262 in this make and model; 116 in the last 90 days; 0 in the last 30 days
- Last flight review: March 23, 2015
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 5,162 hours in all; 168 in the last 90 days; 59 in the last 30 days
- Last flight review: October 31, 2014
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme, March 19, 2015
- Landing gear: retractable
- Engine 1: Allison AE3007C SER (turboprop); 34,038 hours total
- Engine 2: Allison AE3007C SER (turboprop); 33,966 hours total
- Operator: American Eagle Airlines
The flight
- Departed from: ORD Chicago IL
- Destination: Springfield MO
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 320° at 14 knots, gusting 24
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; a few clouds at 3,100 ft
- Temperature: 57°F (14°C), dew point 48°F (9°C)
- Altimeter: 29.62 inHg
- Observation at 1:16 am from KSGF, 60 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 50 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.