Embraer S A ERJ 170-200 LL accident near Sanford, Florida, July 16, 2026

The NTSB's narrative final · quoted from the NTSB record

On July 16, 2026, about 1502 eastern daylight time, SkyWest Airlines, operating as Delta Connection flight 3723, encountered severe turbulence while in cruise flight at FL370 en route to Hartsfield/Jackson Atlanta International Airport (ATL), Atlanta, Georgia. Of the 71 passengers and crew members aboard, one flight attendant sustained a serious injury. The flight was operating under 14 Code of Federal Regulations Part 121 as a regularly scheduled international passenger flight from North Eleuthera Airport (ELH), North Eleuthera, Bahamas, to ATL. According to the flight crew, after departure they received an instrument flight rules (IFR) clearance to ATL with an initial climb to FL230, followed by FL340. During the climb, they encountered light turbulence associated with nearby cloud tops and requested a higher altitude to improve ride quality. The flight was subsequently cleared to FL360. After turning northbound, air traffic control (ATC) asked if they would prefer FL350 or FL370; the crew accepted FL370. The flight then continued in smooth air for about 50 minutes. As the flight progressed, the flight crew observed cumulonimbus clouds along the route of flight and requested a deviation to the right. Flight attendants (FA) were advised of the potential for turbulence and told to use caution. While the fasten seat belt sign remained illuminated. ATC was unable to approve the request but authorized a deviation to the left. After completing the deviation, the flight was cleared direct SHRKS. About 6 minutes later, the airplane encountered severe turbulence that lasted approximately 5 seconds. The flight crew reported no visual indications of impending turbulence from the flight deck and no corresponding returns on the onboard weather radar. During the encounter, the airplane experienced a loss of airspeed and activation of the stick shaker. The captain called "upset" and initiated recovery procedures. The airplane lost about 300 to 400 ft before recovery was completed and cruise flight at FL370 was resumed. At the time of the turbulence encounter, the forward flight attendant was in the forward galley after completing cabin service. During the turbulence encounter, she braced herself and then took her jumpseat. Following the encounter, passengers requested assistance after observing the aft flight attendant lying on the rear galley floor, having reportedly struck her head during the turbulence encounter. The forward flight attendant solicited assistance from medically qualified passengers, who evaluated and assisted the injured flight attendant. She subsequently notified the flight crew of the injury and checked for additional passenger injuries. After receiving notification of the injury, the flight crew coordinated with company dispatch and diverted to Jacksonville International Airport (JAX), Jacksonville, Florida, where emergency medical services met the airplane upon arrival. The FA was subsequently transported to a hospital and was diagnosed with a serious injury. At the time of the turbulence encounter the National Weather Service (NWS) Aviation Weather Center had issued a Convective Significant Meteorological Information (SIGMET) for an area of thunderstorms moving from 340° at 5 knots, with tops above FL450 for the area. In addition, a Center Weather Advisory was also issued for an area of embedded thunderstorms with tops to FL420, with moderate to heavy precipitation over northern Florida and southern Georgia. A review of meteorological and satellite information indicated that the route of flight was over an area of rapidly developing thunderstorms, with echoes and very strong updraft potential which likely caused the convectively induced turbulence (CIT) encounter. The echoes under the flight path rapidly rose through the aircraft’s altitude immediately following the turbulence encounter and cloud-to-ground lightning was detected in the immediate vicinity.

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.