L-1011 Accident Reports

This is a list of all the accidents I have found so far, please e-mail and additional ones you come across and let me know if I am incorrect on any.



Date: December 29, 1972
Type: Lockheed L-1011
Registration: N310EA
Operator: Eastern Air Lines
Where: Miami, FL
Report No. NTSB-AAR-73-14
Report Date: June 14, 1973
Pages: 45

An Eastern Air Lines Lockheed L-1011 crashed at 2342 eastern standard time, December 29, 1972, 18. 7 miles west-northwest of Miami International Airport, Miami, Florida. The aircraft was destroyed.  Of the 163 passengers and 13 crewmembers aboard, 94 passengers and 5 crewmembers received fatal injuries. Two survivors died later as a result of their injuries.

Following a missed approach because of a suspected nose gear malfunction, the aircraft climbed to 2, 000 feet mean sea level and proceeded on a westerly heading. The three flight crewmembers and a jumpseat occupant became engrossed in the malfunction.

The National Transportation Safety Board determines that the probable cause of this accident was the failure of the flightcrew to monitor the flight instrument during the final 4 minutes of flight, and to detect an unexpected descent soon enough to prevent impact with the ground.  Preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew's attention from the instruments and allowed the descent to go unnoticed.

As a result of the investigation of this accident, the Safety Board has made recommendations to the Administrator of the Federal Aviation Administration.



Date: September 22, 1981
Type: Lockheed L-1011-385
Registration: N309EA
Operator: Eastern Airlines Flight 935
Where: Colts Neck, New Jersey
Report No. NTSB-AAR-82-5
Report Date: June 1, 1982
Pages: 40

About 1140 e.d.t. on September 22, 1981, the No. 2 engine, a Rolls-Royce RB-211-22B, failed as Eastern Airlines Flight 935, a Lockheed L-1011-385
(N309EA), was climbing through 10,000 feet after departing Newark International Airport, Newark, New Jersey, for San Juan, Puerto Rico.  The displacement of the fan module in the course of the engine failure sequence caused loss of hydraulic systems A, B, and D and jammed the captain's and first officer's rudder pedals in the neutral position.  The flightcrew performed the appropriate emergency procedures, requested an immediate landing at John F. Kennedy International Airport, Jamaica, New York, and dumped about 48,000 pounds of fuel. The aircraft, with 11 crewmembers and 190 passengers aboard, landed on runway 22L at 1212
e.d.t. without further incident. No one aboard was injured, and there was no damage to property or injury to persons on the ground. The aircraft was substantially damaged.

The National Transportation Safety Board determines that the probable cause of the accident was thermally induced degradation and consequent failure of the No. 2 engine low pressure location bearing because of inadequate lubrication. Oil leaks between the abutment faces of the intermediate pressure compressor rear stubshaft and the low pressure location bearing oil weir and between the intermediate pressure location bearing inner front flange and the intermediate pressure compressor
rear stubshaft reduced the lubricating oil flow to the low pressure location bearing which increased operational temperatures, reduced bearing assembly clearance, and allowed heat to build up in the bearing's balls and cage. The bearing failure allowed lubricating oil to spray forward into the low pressure fan shaft area where it ignited into a steady fire; the fire overheated the fan shaft and the fan fail-safe shaft both of which failed, allowing the fan module to move forward and break through
the No. 2 engine duct.  This caused extensive damage to the aircraftUs structure and flight control systems.  The oil leaks were most likely caused by poor mating of the abutment surfaces.



Scheduled 14 CFR 121 operation of EASTERN AIRLINES
                 Incident occurred MAR-18-83 at LOS ANGELES, CA
                  Aircraft: LOCKHEED L-1011, registration: N323EA
                             Injuries: 588 Uninjured.

N323EA WAS STOPPED 44 FT PRIOR TO THE FINAL TURN OFF POINT FOR IT'S
GATE ALLOWING THE TAIL TO EXTEND 21 FT BEYOND THE LIMIT LINE. 9VSQQ
WAS TAXIING AT "PILOTS DISCRETION" ALONG THE TAXIWAY CENTERLINE
WHEN AN ATTEMPT WAS MADE TO PASS BEHIND N323EA AT A 90 DEG RT ANGLE.
THE RT WING OF 9VSQQ COLLIDED WITH THE THRUST REVERSER AND TAIL PIPE
OF N323EA. THE CREW OF 9VSQQ STATED THEY SAW N323EA, BUT FELT
SUFFICIENT CLEARANCE EXSISTED BTWN THE TWO ACFT. N323EA'S THRUST
REVERSER WAS DESTROYED AND 9VSQQ'S RT WING TIP WAS RIPPED FROM
LEADING TO TRAILING EDGE. N323EA HAD STROBE LIGHTS OPERATING WHILE
STOPPED ON THE RAMP. THE CAPTAIN OF 9VSQQ WARNED THE FIRST OFFICER
JUST PRIOR TO THE COLLISION, "DON'T LOOK AT THE STROBES THEY'LL BLIND
YOU."

Probable Cause

Clearance..Misjudged..Pilot of other aircraft

Contributing Factors

Light condition..Dark night
Visual/aural perception..Pilot of other aircraft
Object..Aircraft moving on ground



Scheduled 14 CFR 121 operation of EASTERN AIRLINES, INC.
                    Incident occurred MAY-05-83 at MIAMI, FL
                  Aircraft: LOCKHEED L-1011, registration: N334EA
                             Injuries: 172 Uninjured.

DESCENDING THRU 15000 FT INTO NASSAU THE #2 ENG WAS SHUT DOWN DUE
TO LOW OIL PRESS. AT 16000 FT RETURNING TO MIAMI THE #3 ENG FLAMED OUT,
& 3 MIN LATER THE #1 ENG FLAMED OUT. THE ACFT BEGAN DESCENDING
WITHOUT POWER FROM 13000 FT. AT ABOUT 10000 FT THE FLIGHTCREW
ANNOUNCED THAT DITCHING WAS IMMINENT. THE #2 ENG WAS RESTARTED AT
4000 FT, & THE ACFT MADE A ONE-ENG LANDING AT MIAMI. ALL O-RING SEALS
IN THE MASTER CHIP DETECTOR ASSY'S IN THE ENG LUBRICATION SYSTEM
WERE MISSING CAUSING OIL LEAKS IN ALL ENGS. PROPER PROCEDURES TO
REMOVE, REINSTALL & INSPECT THE DETECTORS FOR OIL LEAKS WERE
AVAILABLE. THE FOREMAN KNEW THAT MECHANICS WERE NOT ROUTINELY
REPLACING O-RING SEALS. ACCIDENT WAS 9TH CHIP DETECTOR OCCURRENCE
SINCE PROCEDURES WERE REVISED 12/81. FAA AWARE OF PROBLEMS ON EAL
ACFT BUT DID NOT ASSIGN SPECIAL SURVEILLANCE PRIORITY TO THEM.
ATTENDANTS NOT AWARE OF TIME AVAILABLE TO PREPARE CABIN FOR
DITCHING. PAX HAD DIFFICULTY LOCATING & DONNING LIFE VESTS.

Probable Cause

Lubricating system,oil magnetic plug..Incorrect
Procedures/directives..Not followed..Company maintenance personnel
Maintenance,installation..Improper..Company maintenance personnel
Supervision..Inadequate..Company maintenance personnel
Unsafe/hazardous condition..Not corrected..Company/operator management
Lubricating system,oil magnetic plug..Leak
Fluid,oil..Starvation
Accessory drive assy,extension unit..Overtemperature
Accessory drive assy,extension unit..Failure,total
Accessory drive assy,ext shaft bearing..Not engaged
Fuel system,pump..Disabled
Fluid,fuel..Starvation

Contributing Factors

Inadequate surveillance of operation..FAA(organization)
Aircraft performance,two or more engines..Failure,total



Scheduled 14 CFR 121 operation of TRANSWORLD AIRLINES
                  Incident occurred MAY-24-83 at ST. LOUIS, MO
               Aircraft: LOCKHEED L-1011-385-1, registration: N31013
                             Injuries: 131 Uninjured.

WHILE TAXIING TO THE GATE THE NUMBER 1 ENGINE STRUCK A BAGGAGE CART
IN AN AREA NORMALLY OCCUPIED BY AIRCRAFT. THE PILOTS UNDIVIDED
ATTENTION WAS TO THE SIGNALMAN.



Scheduled 14 CFR 121 operation of TRANS WORLD AIRLINES, INC.
                Incident occurred MAY-27-83 at KANSAS CITY, MO
               Aircraft: LOCKHEED L-1011-385-1, registration: N11006
                             Injuries: 180 Uninjured.

DURING DESCENT AN ELECTRIC WIRE BUNDLE SHORTED BEHIND THE FLIGHT
ENGINEERS PANEL, A FIRE ERUPTED WITH SMOKE. THE FLIGHT ENGINEER USED
A PORTABLE FIRE EXTINGUISHER TO PUT OUT THE FIRE.

Probable Cause

Electrical system,electric wiring..Shorted

Contributing Factors

Anti-ice/deice system, windshield..Failure,partial
Electrical system,circuit breaker..Popped/tripped
Fire extinguisher,portable..Other



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Accident Date:               11/24/83
NTSB Accident ID:            DCA84AA008
NTBS File No.:               6019
Place of Accident:           CHARLESTON, SC
Aircraft Reg. No.:           CFTNJ
Local Time of Accident:      19:25 EST
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Aircraft Make/Model:         LOCKHEED L-1011
Engine Make/Model:           ROLLS ROYCE RB-21-22B
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             AIR CANADA
Type of Flight Operation:    Scheduled#International#Passenger
FAR Flight Conducted Under:  14 CFR 129
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      1
Crew Injuries, Minor/None:   14
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     4
Pass. Injuries, Minor/None:  142
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Last Departure Point:        PORT OF SPAIN,OF
Destination:                 TORONTO,CANADA,OF
Condition of Light:          Not reported
Airport Proximity:           Off airport/airstrip
Airport Name:                Unk/Nr
Runway Identification:       Unk/Nr
Runway Surface:              Unk/Nr
Runway Surface Condition:    Unk/Nr
Weather Information Source:  Unk/Nr
Basic Weather:               Not reported
Lowest Ceiling:              Unk/Nr
Visibility:                  0000.000 SM
Wind Direction:              Unk/Nr
Wind Speed:                  Unk/Nr
Temperature (F):             0
Obstruction to Vision:       Unk/Nr
Precipitation:               None
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Age Pilot-in-Command (PIC):  50
PIC Certificates/Ratings:    Airline transport, Foreign#Single-engine land, Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      22900
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  2733
PIC Time, Total Instrument:  Unk/Nr
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Accident Narrative:
DURING FLT AT FL350, THE FLTCREW NOTED SOME THUNDERSTORMS IN THE VICINITY OF THEIR ROUTE OF FLT & ADVISED THE ATC CONTROLLER THAT THEY MIGHT HAVE TO DETOUR. AFTER TURNING & CLIMBING TO FL370, THEY NOTED "MODERATE CHOP TO LIGHT TURBULENCE" & SAW A FLASH OF LIGHTNING TO THE NORTH. THE FLTCREW TURNED ON THE SEATBELT SIGN & ANNOUNCED IN FRENCH & ENGLISH FOR OCCUPANTS TO REMAIN SEATED & FASTEN THEIR SEATBELTS. WHILE FLYING IN "UPPER CLOUD" ABOUT 20 MI DOWNWIND FROM A LINE OF THUNDERSTORMS, THE ACFT ENCOUNTERED SEVERE TURBULENCE. SOME OCCUPANTS WHO WERE NOT PROPERLY RESTRAINED WERE INJURED & SOME WERE HIT BY LOOSE OBJECTS. SERVICE CARTS AS WELL AS OTHER OBJECTS WERE THROWN ABOUT.
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Occurrence#  1      IN-FLIGHT ENCOUNTER WITH WEATHER
Phase of Operation: CRUISE - NORMAL
Findings:
 1.  - LIGHT CONDITION - DARK NIGHT
 2.  - WEATHER CONDITION - THUNDERSTORM
 3.  - SEAT BELT SIGN - SELECTED - PILOT-IN-COMMAND
 4.  - PASSENGER BRIEFING - PERFORMED - PILOT-IN-COMMAND
 5.  - WEATHER CONDITION - TURBULENCE,CLEAR AIR


Scheduled 14 CFR 121 operation of DELTA AIRLINES INC.
                Incident occurred JUN-03-84 at FT.LAUDERDALE, FL
                 Aircraft: LOCKHEED L-1011, registration: N724DA
                             Injuries: 111 Uninjured.

THE ACFT LOST ENG COWLING COMPONENTS DURING THE LANDING ROLL.
INVESTIGATION REVEALED THAT ON THE PREVIOUS DAY MECHANICS HAD
REMOVED THE #3 ENG LEFT & RIGHT COMPRESSOR FAIRING & REPLACED THE
IGNITER PLUGS. THE #3 ENG LEFT GAS GENERATOR COMPRESSOR FAIRING WAS
NOT LOCATED.

Probable Cause

Reason for occurrence undetermined..no modifier specified..no person specified



Scheduled 14 CFR 121 operation of PAN AMERICAN WORLD AIRWAYS INC
                 Incident occurred JUN-11-84 at LOS ANGELES, CA
               Aircraft: LOCKHEED L-1011-385-3, registration: N501PA
                             Injuries: 157 Uninjured.

SHORTLY AFTER THE AIRCREW MOVED THE GEAR HANDLE FROM "UP" TO "OFF",
DURING INITIAL CLIMB, THEY HEARD A LOUD BANG IN THE NOSEWHEEL AREA.
THEY RETURNED TO THE ARPT & LANDED AFTER DUMPING FUEL. AN EXAM
REVEALED THAT BOTH LOWER ATTACH LUGS ON THE NOSE GEAR CRANK
ASSEMBLY HAD FAILED & ALLOWED THE RETRACT ACTUATOR ARM TO
PENETRATE THE WHEEL WELL BULKHEAD & CARGO COMPARTMENT FLOOR. A
METALLURGICAL EXAM REVEALED THAT THE LEFT LUG HAD FAILED IN
OVERLOAD AFTER FAILURE OF THE RIGHT LUG. THE FRACTURE SURFACE OF THE
RIGHT LUG WAS TOO BADLY DAMAGED FOR AN EVALUATION; HOWEVER, SOME
INTERGRANULAR CORROSION WAS NOTED IN THE REMAINING FRACTURE FACE.

Probable Cause

Landing gear,normal retraction/extension assembly..Failure,total



Scheduled 14 CFR 129 operation of AIR CANADA
               Incident occurred MAR-04-85 at PATUXENT RIVER, MD
            Aircraft: LOCKHEED-CALIFORNIA L-1011, registration: CFTNE
                         Injuries: 2 Minor, 276 Uninjured.

WHILE ENROUTE FM FT LAUDERDALE, FL TO MONTREAL, CANADA, AIR CANADA
FLT 087 REQUESTED TO MAKE AN UNSCHEDULED LNDG DUE TO SMOKE IN THE
REAR OF THE ACFT. C-FTNE WAS VECTORED TO PATUXENT RVR NAS,
PATUXENT, MD AND DESCENDED OUT OF FL 370. THE SMOKE WAS DETERMINED
TO BE ORIGINATING FM A BLACK BOX IN AN OVERHEAD BIN LOCATED ABOVE
SEAT #42. ATMPS WERE MADE DRNG THE DSCNT TO IDENTIFY THE BOX AND
FIND THE APPROPRIATE CIRCUIT BREAKERS BUT WERE UNSUCCESSFUL DUE TO
LACK OF LABEL ON THE BOX AND OTHER DUTIES OF THE CREW DRNG DSCNT.
THE ACFT LNDD W/O INCIDENT AT PXT NAS AT 2306 HOURS EST ON MARCH 4,
1985, AND THE CPT RPTD THAT THE SMOKE STOPPED WHILE TAXIING TO PKG.
INVESTIGATION REVEALED THAT THE SMOKE ORIGINATED FROM THE EMGCY
PWR PACK WHICH CONTROLS THE EMGCY LIGHTING SYSTEM. A CASE TO CASE
ELECTRICAL SHORT BETWEEN 2 ADJACENT CELLS IN THE SELF CONTAINED
PACK RESULTED IN OVERHEATING. THIS WAS TRANSFERRED TO THE
POLYETHYLENE TAPE USED TO HOLD THE 24 CELLS TOGETHER. AN INTERNAL
FUSE IN THE BATTERY CHARGING CIRCUIT WAS FOUND POPPED.

Probable Cause

Emergency light(s)..Shorted
Emergency light(s)..Overtemperature


            Scheduled 14 CFR 121 operation of TRANS WORLD AIRWAYS
                   Incident occurred JUN-11-85 at ST. LOUIS, MO
                  Aircraft: LOCKHEED L-1011, registration: N31013
                             Injuries: 219 Uninjured.

WHILE ON AN IFR APPROACH TO LAND AT STL AND THE PLT INITIATED FLAPS.
THE NO.3 OUTBOARD FLAP VANE SEPARATED FROM ITS MOUNTING AND FELL
TO THE GROUND. UPON SEPARATION THE FLAP VANE STRUCK THE LEADING
EDGE OF THE TRAILING EDGE FLAP KNOCKING A HOLE IN THE SKIN. THE
SUBSEQUENT LANDING WAS UNEVENTFUL. EXAMINATION OF THE FLAP VANE
ATTACH FITTING REVEALED IT FAILED IN FATIGUE FOLLOWED BY AN
OVERLOAD SEPARATION. THERE HAVE BEEN 14 RECORDED CASES OF FAILURE
OF THE FLAP VANE ATTACH FITTINGS WITH 9 REPORTED SEPARATIONS FROM
THE AIRCRAFT.

Probable Cause

Flight control,flap attachment..Fatigue
Flight control,flap attachment..Separation



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Accident Date:               08/02/85
NTSB Accident ID:            DCA85AA031
NTBS File No.:               1572
Place of Accident:           DALLAS/FT WORTH, TX
Aircraft Reg. No.:           N726DA
Local Time of Accident:      18:06 CDT
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Aircraft Make/Model:         LOCKHEED L-1011-385-1
Engine Make/Model:           ROLLS-ROYCE RB-211-22B
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             DELTA AIRLINES, INC.
Type of Flight Operation:    Scheduled#Domestic#Passenger
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        8
Crew Injuries, Serious:      1
Crew Injuries, Minor/None:   2
Pass. Injuries, Fatal:       126
Pass. Injuries, Serious:     14
Pass. Injuries, Minor/None:  12
Injuries to Others, Fatal:   1
Injuries to Others, Serious: 0
Injuries to Others, Minor/None:    1
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Last Departure Point:        FT. LAUDERDALE,FL
Destination:                 Same as Accident
Condition of Light:          Daylight
Airport Proximity:           On airport
Airport Name:                DALLAS/FORT WORTH INTL
Runway Identification:       17L
Runway Surface:              Concrete
Runway Surface Condition:    Wet
Weather Information Source:  Witness
Basic Weather:               Instrument (IMC)
Lowest Ceiling:              Unk/Nr
Visibility:                  0000.000 SM
Wind Direction:              Unk/Nr
Wind Speed:                  Unk/Nr
Temperature (F):             101
Obstruction to Vision:       Unk/Nr
Precipitation:               Rain showers
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Age Pilot-in-Command (PIC):  57
PIC Certificates/Ratings:    Commercial, Airline transport#Single-engine land, Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      29300
PIC Time, Last 90 Days:      166
PIC Time, Total Make/Model:  3000
PIC Time, Total Instrument:  Unk/Nr
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Accident Narrative:
PSBL SCATTERED THUNDERSTORMS (TSTMS) WERE FORCAST & DRG ARRIVAL, SVRL CELLS WERE DEVELOPING IN THE AREA. DELTA FLT 191 WAS VECTORED ARND A LARGE CELL, THEN WAS SEQUENCED BHND OTHER ACFT & CLRD FOR AN ILS RWY 17L APCH. THE FLT CREW & SVRL PRECEEDING CREWS SAW LIGHTNING IN A CELL NORTH OF THE ARPT, BUT CONTD W/O RPRTG IT. ON THE APCH, FLT 191 ENCOUNTERED A MICROBURST WHILE PASSING UNDER THE CELL. INITIALLY, THE 1ST OFFICER, WHO WAS FLYING THE ACFT, RETARDED THE THROTTLES IN A HEADWIND. THE ACFT THEN ENCOUNTERED APRX 73 KTS OF WINDSHEAR, UP/DWNDFTS, VORTEX FLOW & A TAILWIND. GO-AROUND PWR WAS APPLIED, BUT THE ACFT STRUCK THE GND APRX 6300' NORTH OF RWY 17L, HIT A CAR & 2 WATER TANKS, BROKE APART & BURNED. INV REVEALED THAT BTN 1752 & 1800 CDT, THE TSTM CELL GREW FM VIP LVL 1 TO VIP LVL 4. A CENTER WX SVC UNIT METEOROLOGIST WAS ON DUTY, BUT NOT AT THE RADAR PSN AT THAT TIME & DIDN'T OBSV THE CELL GROWTH. CAPT'S DECISION TO CONT APCH DIDN'T COMPLY WITH DELTA'S WX AVOIDANCE PROC; THERE WAS A LACK OF SPECIFIC GUIDANCE & TRAINING FOR AVOIDING/ESCAPING LOW ALT WNDSHEAR.
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Occurrence#  1      IN-FLIGHT ENCOUNTER WITH WEATHER
Phase of Operation: APPROACH - FAF/OUTER MARKER TO THRESHOLD (IFR)
Findings:
 1.  - WEATHER CONDITION - THUNDERSTORM
 2.  - IN-FLIGHT WEATHER AVOIDANCE ASSISTANCE - INADEQUATE
 3.  - INADEQUATE SURVEILLANCE OF OPN,INSUFFICIENT STAFF - FAA(ORGANIZATION)
 4.  - WEATHER CONDITION - LIGHTNING
 5.  - FLIGHT ADVISORIES - NOT ISSUED - PILOT OF OTHER AIRCRAFT
 6.  - WEATHER CONDITION - RAIN
 7.  - WEATHER CONDITION - WINDSHEAR
 8.  - WEATHER CONDITION - UNFAVORABLE WIND
 9.  - WEATHER CONDITION - DOWNDRAFT
10.  - FLIGHT INTO KNOWN ADVERSE WEATHER - CONTINUED - PILOT-IN-COMMAND
11.  - PROCEDURE INADEQUATE - COMPANY/OPERATOR MANAGEMENT
12.  - INADEQUATE TRAINING(EMERGENCY PROCEDURE(S)) - COMPANY/OPERATOR MANAGEMENT
13.  - GO-AROUND - INITIATED

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Occurrence#  2      IN-FLIGHT COLLISION WITH TERRAIN/WATER
Phase of Operation: APPROACH - FAF/OUTER MARKER TO THRESHOLD (IFR)
Findings:

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Occurrence#  3      ON GROUND/WATER COLLISION WITH OBJECT
Phase of Operation: APPROACH - FAF/OUTER MARKER TO THRESHOLD (IFR)
Findings:
14.  - OBJECT - VEHICLE
15.  - OBJECT - AIRPORT FACILITY



Scheduled 14 CFR 121 operation of DELTA AIRLINES, INC.
               Incident occurred OCT-25-85 at DALLAS/FT.WORTH, TX
               Aircraft: LOCKHEED L-1011-385-1, registration: N714DA
                         Injuries: 1 Minor, 225 Uninjured.

NO. 3 ENG DEVELOPED AN EXHAUST STACK FIRE DURING THE SECOND
ATTEMPTED START FOLLOWING TAXI OUT. THE 1ST START WAS ABORTED WHEN
CREW BECAME AWARE OF A 15 MINUTE DELAY BEFORE TAKEOFF. DURING THE
2ND START, EXCESS FUEL TORCHED IN THE COMBUSTORS AND THE EXHAUST
STACK. NO EVACUATION WAS ORDERED BY RESPONSIBILE CREW MEMBERS,
BUT PANICKED PASSENGERS FORCED A FLT ATTENDANT TO OPEN THE LEFT
REAR EXIT AND THE SLIDE DEPLOYED. 15 PASSENGERS EVACED BEFORE ORDER
COULD BE RESTORED. ONE PASSENGER RECEIVED MINOR INJURIES WHEN A
SECOND PASSENGER ROLLED OVER THE TOP OF HER AT THE BOTTOM OF THE
SLIDE. FIRE WAS EXTINGUISED WITHIN 2 MINUTES BY CFR CREWS. INSP OF THE
ACFT DID NOT REVEAL ANY DAMAGE AND INSP OF ENG REVEALED NO
DEFICIENCIES. SUSPECT EXCESSIVE START FUEL INTRODUCED INTO
CUMBUSTORS DURING FIRST ABORTED START OR SECOND START.

Probable Cause

Fluid,fuel..Exceeded
Misc eqpt/furnishings,slides..Engaged
Emergency procedure..Initiated..Passenger
Panic..Other personnel
Anxiety/apprenhension..Flight attendant



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Accident Date:               02/15/86
NTSB Accident ID:            NYC86FA076
NTBS File No.:               1179
Place of Accident:           JAMAICA, NY
Aircraft Reg. No.:           N309EA
Local Time of Accident:      18:30 EST
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Aircraft Make/Model:         LOCKHEED L-1011-385-1
Engine Make/Model:           ROLLS-ROYCE RB-211-2B
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             EASTERN AIRLINES
Type of Flight Operation:    Scheduled#Domestic#Passenger
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   11
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     1
Pass. Injuries, Minor/None:  241
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Last Departure Point:        Same as Accident
Destination:                 MIAMI,FL
Condition of Light:          Night (bright)
Airport Proximity:           On airport
Airport Name:                JFK INTERNATL
Runway Identification:       Unk/Nr
Runway Surface:              Unk/Nr
Runway Surface Condition:    Unk/Nr
Weather Information Source:  Unk/Nr
Basic Weather:               Visual (VMC)
Lowest Ceiling:              None
Visibility:                  0015.000 SM
Wind Direction:              320
Wind Speed:                  008 KTS
Temperature (F):             30
Obstruction to Vision:       None
Precipitation:               None
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Age Pilot-in-Command (PIC):  59
PIC Certificates/Ratings:    Airline transport#Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      14468
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  3509
PIC Time, Total Instrument:  Unk/Nr
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Accident Narrative:
THE NO. 3 ENG TORCHED DURING A START ATTEMPT AND RESULTED IN A INTERNAL ENG TAILCONE FIRE. SEVERAL PAXS PANICKED UPON SEEING THE TORCH FLAME/TAILCONE FIRE AND BETWEEN 30 TO 50 PAXS MADE AN UNAUTHORIZED EVACUATION OF THE ACFT VIA THE L3 AND L4 EXITS. PAXS INITIATED THE EVACUATION AT THE UNATTENDED L3 EXIT. A F/A MISTAKENLY ASSUMED THAT AN AUTHORIZED EVACUATION WAS IN EFFECT AND THEREFORE OPENED L4 AND ALLOWED FURTHER PAXS TO EVACUATE. THE EVACUATION OF THE ACFT WAS LATER STOPPED AND BROUGHT UNDER CONTROL. THE FLT CREW WAS AT FIRST NEITHER AWARE OF THE ENG TORCH AND SUBSEQUENT TAILCONE FIRE NOR THE EVACUATION. WHEN THEY LEARNED OF THE TAILCONE FIRE THEY MOTORED THE ENG IN ORDER TO EXTINGUISH THE FIRE WHICH THEY BELIEVED WAS UNDER CONTROL AND THEREFORE REQUESTED NO EMERGENCY ASSISTANCE. HOWEVER, ATC WAS ALERTED BY PILOTS IN NEARBY ACFT ABOUT THE OCCURRENCE AND ATC NOTIFIED CFR WHO RESPONDED TO THE SITE. THE NOS. 1 & 2 ENGS REMAINED RUNNING DURING THE INCIDENT AND CREATED A HAZARDOUS CONDITION FOR CFR/EVACUEES. ENGS WERE LATER STOPPED.
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Occurrence#  1      MISCELLANEOUS/OTHER
Phase of Operation: TAXI
Findings:
 1.  - JUDGMENT - MISJUDGED - PASSENGER
 2.  - Panic - OTHER PERSONNEL
 3.  - SUPERVISION - INADEQUATE - FLIGHT ATTENDANT
 4.  - CREW/GROUP COORDINATION - DELAYED - PILOT-IN-COMMAND
 5.  - JUDGMENT - MISJUDGED - PILOT-IN-COMMAND


Scheduled 14 CFR 121 operation of INTERFACE GROUP INCOPORATED (D.B.A. TRANS
                             WORLD AIRLINES)
                   Incident occurred AUG-21-86 at DENVER, CO
               Aircraft: LOCKHEED L-1011-385-1, registration: N31001
                         Injuries: 6 Minor, 233 Uninjured.

TWA FLT 735 LANDED AT DENVER STAPLETON ARPT. DURING THE TAXI TO THE
PASSENGER TERMINAL, A FIRE ERUPTED IN THE TAILPIPE OF THE LEFT ENGINE.
THE FLT CREW EXECUTED THE EMERGENCY EVACUATION PROCEDURES. FIRE
WAS EXTINGUISHED. WITH NO DAMAGE TO THE ACFT OR ENGINE. POST
INCIDENT EXAM REVEALED A MALFUNCTION FUEL FLOW REGULATOR.

Probable Cause

Fuel system,fuel control..Inoperative
Exhaust system,stack..Fire



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Accident Date:               08/25/87
Report adopted on:           01/11/1989
NTSB Accident ID:            ATL87FA240
NTBS File No.:               1778
Place of Accident:           ATLANTA, GA
Aircraft Reg. No.:           N720DA
Local Time of Accident:      15:46 EDT
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Aircraft Make/Model:         LOCKHEED L-1011-385-1
Engine Make/Model:           ROLL-ROYCE RB-211-22
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             DELTA AIRLINES,INC.
Type of Flight Operation:    Scheduled#International#Passenger
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   12
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     0
Pass. Injuries, Minor/None:  135
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Last Departure Point:        SAN JUAN,PR
Destination:                 ATLANTA,GA
Condition of Light:          Daylight
Airport Proximity:           On airport
Airport Name:                ATL. HARTSFIELD INTL. APT
Runway Identification:       08L
Runway Surface:              Concrete
Runway Surface Condition:    Dry
Weather Information Source:  Weather observation facility
Basic Weather:               Visual (VMC)
Lowest Ceiling:              None
Visibility:                  0006.000 SM
Wind Direction:              Calm
Wind Speed:                  Calm
Temperature (F):             91
Obstruction to Vision:       None
Precipitation:               None
------------------------------------------------------------------------------
Age Pilot-in-Command (PIC):  53
PIC Certificates/Ratings:    Commercial, Airline transport#Single-engine land, Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      18211
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  13
PIC Time, Total Instrument:  Unk/Nr
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Accident Narrative:
THE ACFT WAS BEING FLOWN MANUALLY FOR AN ILS APCH TO RWY 8L AT ATLANTA. THE APCH WAS ALLOWED TO BECOME UNSTABLE AT ABOUT THE MIDDLE MARKER AND THE VERTICAL SPEED WAS INCREASED TO ABOUT 1290 FEET PER MINUTE ABOUT FIVE SECONDS BEFORE TOUCHDOWN. THE IOE CAPT IN THE LEFT SEAT WAS TOLD BY THE COMPANY CK AMN THAT HE NEEDED TO GET HIS NOSE UP. AS THE IOE CAPT INITIATED FLARE, THE CK AMN ALSO APPLIED NOSE UP CONTROL INPUTS. THE ACFT MADE THREE TOUCHDOWNS AND THE AFT FUSELAGE CONTACTED THE RWY RESULTING IN SUBSTANTIAL DAMAGE. THE IOE CAPT HAD COMPLETED HIS FIRST CLASS PHYSICAL EXAM FIVE DAYS PRIOR TO THE ACCIDENT AND UNDERWENT BYPASS SURGERY 17 DAYS SUBSEQUENT TO THE ACCIDENT. IN ADDITION, HE INDICATED THAT 3-4 YEARS EARLIER HE HAD EXPERIENCED CHEST PAINS AND SHORTNESS OF BREATH WHICH HAD BEEN DIAGNOSED AS A HIATAL HERNIA. THE SAME SYMPTOMS HAD REAPPEARED ABOUT ONE WEEK PRIOR TO HIS BEGINNING L-1011 GROUND SCHOOL. THE ACCD FLT WAS BEING CONDUCTED ON THE SECOND DAY OF THE CAPT,S IOE IN THE L-1011.
------------------------------------------------------------------------------
Occurrence#  1      HARD LANDING
Phase of Operation: LANDING - FLARE/TOUCHDOWN
Findings:
 1.  - PROPER DESCENT RATE - NOT MAINTAINED - PILOT-IN-COMMAND
 2.  - PHYSICAL IMPAIRMENT(OTHER CARDIOVASCULAR) - PILOT-IN-COMMAND
 3.  - FLARE - EXCESSIVE - PILOT-IN-COMMAND
 4.  - FLARE - EXCESSIVE - CHECK PILOT
 5.  - REMEDIAL ACTION - DELAYED - CHECK PILOT
 6.  - SUPERVISION - INADEQUATE - CHECK PILOT


------------------------------------------------------------------------------
------------------------------------------------------------------------------
Accident Date:               09/28/87
Report adopted on:           11/15/1989
NTSB Accident ID:            NYC87FA264
NTBS File No.:               2662
Place of Accident:           BERMUDA, AO
Aircraft Reg. No.:           N317EA
Local Time of Accident:      15:43 EDT
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Aircraft Make/Model:         LOCKHEED L-1011
Engine Make/Model:           ROLL ROYCE RB211/228
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             EASTERN AIRLINES
Type of Flight Operation:    Scheduled#International#Passenger/cargo
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      1
Crew Injuries, Minor/None:   9
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     0
Pass. Injuries, Minor/None:  129
------------------------------------------------------------------------------
Last Departure Point:        SAN JUAN,PR
Destination:                 JAMAICA,NY
Condition of Light:          Daylight
Airport Proximity:           Off airport/airstrip
Airport Name:                Unk/Nr
Runway Identification:       Unk/Nr
Runway Surface:              Unk/Nr
Runway Surface Condition:    Unk/Nr
Weather Information Source:  Pilot
Basic Weather:               Visual (VMC)
Lowest Ceiling:              Unk/Nr
Visibility:                  0000.000 SM
Wind Direction:              038
Wind Speed:                  Unk/Nr
Temperature (F):             0
Obstruction to Vision:       None
Precipitation:               None
------------------------------------------------------------------------------
Age Pilot-in-Command (PIC):  56
PIC Certificates/Ratings:    Commercial, Airline transport#Multiengine land, Single-engine sea
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      13555
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  786
PIC Time, Total Instrument:  Unk/Nr
------------------------------------------------------------------------------
Accident Narrative:
THE AIRCRAFT WAS CRUISING AT FL310 EN ROUTE BETWEEN PUERTO RICO AND NEW YORK WHEN IT ENCOUNTERED CLEAR AIR TURBULENCE. SEVERAL PASSENGERS AND FLIGHT ATTENDANTS WERE THROWN ABOUT THE CABIN OF THE AIRCRAFT. ONE FLIGHT ATTENDANT RECEIVED A BROKEN WRIST. THE FLIGHT DIVERTED TO BERMUDA WHERE THE INJURED PASSENGERS WERE TREATED AND RELEASED. THE FLIGHT CREW SAID THEY WERE OPERATING IN CIRRO-STRATUS CLOUDS AT THE TIME OF THE OCCURRENCE AND NO ECHOES WERE BEING SHOWN ON THE AIRBORNE RADAR. THE SEATBELT SIGN WAS ILLUMINATED AT THE TIME OF THE OCCURRENCE AND THE CAPTAIN SAID IN AN INTERVIEW THAT HIS NORMAL PROCEDURE WAS TO KEEP THE SIGN ON AT ALL TIMES.
------------------------------------------------------------------------------
Occurrence#  1      IN-FLIGHT ENCOUNTER WITH WEATHER
Phase of Operation: CRUISE - NORMAL
Findings:
 1.  - WEATHER CONDITION - TURBULENCE,CLEAR AIR
 2.  - SEAT BELT SIGN - DISREGARDED - PASSENGER


Scheduled 14 CFR 121 operation of DELTA AIRLINES
                Incident occurred AUG-23-88 at SAN FRANCISCO, CA
                Aircraft: LOCKHEED L-1011-385, registration: N1738D
                              Injuries: 39 Uninjured.

DURING CRUISE FLIGHT, APPROXIMATELY ONE HOUR AFTER DEPARTURE, THE
CAPTAIN COMPLAINED OF POSSIBLE INDIGESTION. A FEW HOURS LATER, THE
CAPTAIN COMPLAINED OF TINGLING IN HIS FINGERS AND NUMBNESS IN HIS
SHOULDER. ANOTHER CAPTAIN WAS ON BOARD AND WAS ASKED TO SIT IN THE
LEFT SEAT. THE FLIGHT WAS DIVERTED AND WAS LANDED WITHOUT INCIDENT.
ONE WEEK AFTER THE INCIDENT, THE CAPTAIN UNDERWENT CORONARY
BY-PASS SURGERY.

Probable Cause

Physical impairment(other cardiovascular)..Pilot in command



Scheduled 14 CFR 121 operation of DELTA AIR LINES
                   Incident occurred DEC-19-88 at ATLANTA, GA
                   Aircraft: LOCKHEED L-1011, registration: UNK
                              Injuries: 3 Uninjured.

1ST OFFICER WAS OBSERVED TO BE SICK & WAS REPLACED ON THE FLT PRIOR
TO DEPARTING THE ORIGINATING CITY. SUBSEQUENTLY, HE WAS CONFRONTED
BY AN INTERVENTION GROUP REGARDING HIS CONDITION AND REQUESTED
MEDICAL ASSISTANCE UNDER THE COMPANY EMPLOYEE ASSISTANCE PLAN.
THE 1ST OFFICER WAS DIAGNOSED AS SUFFERING ALCOHOL WITHDRAWAL. ON
THE FOLLOWING DAY HE WAS HOSPITALIZED FOR ALCOHOL REHABILITATION
TREATMENT.

Probable Cause

Impairment (alcohol)..Copilot/second pilot



Scheduled 14 CFR 121 operation of TWA
                 Incident occurred FEB-18-90 at LOS ANGELES, CA
               Aircraft: LOCKHEED L-1011-385-1, registration: N31013
                         Injuries: 1 Minor, 192 Uninjured.

THE WELD AT A SLIP JOINT TO THE PNEUMATIC DUAL COMPENSATOR FOR THE
NO. 2 ENGINE ON A LOCKHEED L-1011-385-1 SEPARATED IN THE MID-CARGO
COMPARTMENT AREA. THAT BLEED AIR FROM THE ENGINE ACTIVATED THE FIRE
WARNING LASP CIRCUITY IN THE AREA ALERTING THE CREW. THIS IS THE THIRD
KNOWN SEPARATION OF THIS UNIT. THESE ITEMS ARE ON THE C-PHASE
INSPECTION. TWO SERVICE BULLETINS WERE ISSUED IN 1978 AND REVISED IN
1984 (SB09336-041).
Probable Cause
THE FAILURE OF THE WELD HOLDING THE SLIP JOINT TO THE PNEUMATIC DUAL
COMPENSATOR FROM THE NO. 2 ENGINE.



Scheduled 14 CFR 121 operation of DELTA AIRLINES, INC.
                   Incident occurred APR-23-92 at FLUSHING, NY
                Aircraft: LOCKHEED L-1011-385, registration: N721DA
                             Injuries: 308 Uninjured.

WITNESSES STATED THAT THE AIRPLANE LANDED HARD AND THAT THE TIRES
"BLEW" WHEN THE NOSEWHEEL TOUCHED DOWN. THE "NORMAL SINK RATE"
FOR THE NOSE WHEEL IS APPROXIMATELY 1 FOOT PER SECOND. THE
CALCULATED RATE OF SINK FOR FLIGHT 702 WAS 14.66 FEET PER SECOND. POST
INCIDENT EXAMINATION OF THE TIRES REVEALED THE FAILURE WAS NOT
BECAUSE OF HEAT FROM AN OVER OR UNDER INFLATION CONDITION. IT WAS
CONCLUDED BY THE TIRE MANUFACTURER THAT THE TIRE FAILURE WAS "MOST
LIKELY" THE RESULT OF THE EXCESSIVE FORCES APPLIED DURING THE
NOSEWHEEL TOUCHDOWN.
Probable Cause
THE CAPTAIN'S IMPROPER AIRCRAFT CONTROL WHICH RESULTED IN AN
EXCESSIVE NOSEWHEEL RATE OF SINK AND SUBSEQUENT OVERLOAD FAILURE
OF THE NOSE GEAR TIRES.



Scheduled 14 CFR 121 operation of DELTA AIR LINES
                   Incident occurred JUN-02-92 at ATLANTA, GA
                 Aircraft: LOCKHEED L-1011-1, registration: N718DA
                         Injuries: 1 Minor, 130 Uninjured.

THE CABIN AND COCKPIT FILLED WITH SMOKE DURING CLIMBOUT. THE PILOT
DECLARED AN EMERGENCY AND LANDED WITHOUT INCIDENT. HOWEVER,
DURING THE TAXI TO THE RAMP THE FLIGHT CREW STARTED THE APU AND
SMOKE FILLED THE CABIN AND COCKPIT AGAIN. THE PILOT STOPPED THE
AIRPLANE AND ORDERED AN EVACUATION VIA THE EMERGENCY SLIDES. THE
FLIGHT ATTENDANTS STARTED THE EVACUATION AND DISCOVERED THAT
THREE SLIDES WOULD NOT DEPLOY. EXAMINATION OF THE AIRPLANE
DISCLOSED THAT THE NUMBER 2 AIR CYCLE MACHINE HAD OVERHEATED AND
SMOKE FLOWED INTO THE AIRPLANE. ADDITIONALLY, THE GIRT BARS ON THE 3
INOPERATIVE SLIDES WERE NOT INSTALLED IN ACCORDANCE WITH STANDARD
PROCEDURES.
Probable Cause
THE OVERHEATING OF THE NUMBER 2 AIR CYCLE MACHINE WHICH RESULTED IN
AN EMERGENCY EVACUATION VIA SLIDES; THE FAILURE OF THE FLIGHT
ATTENDANTS TO SECURE THE SLIDE GIRT BARS.



Scheduled 14 CFR 121 operation of DELTA AIRLINES
                 Incident occurred JUL-17-92 at LOS ANGELES, CA
               Aircraft: LOCKHEED L-1011-385-1, registration: N719DA
                             Injuries: 315 Uninjured.

A FAIRCHILD SA-227 WAS POSITIONED BY GROUND PERSONNEL IN A PARKING
SPOT ADJACENT TO ANOTHER OPERATOR'S ARRIVAL GATE. DUE TO OTHER
AIRCRAFT IN THE PARKING AREA, THE TAIL OF THE FAIRCHILD ENCROACHED
INTO THE SAFETY AREA OF THE NEXT GATE. AS AN ARRIVING LOCKHEED L-1011
WAS TAXIING INTO ITS GATE AREA, GROUND PERSONNEL NOTICED THAT THE
AIRPLANE'S LEFT WING WAS GOING TO CONTACT THE VERTICAL STABILIZER OF
THE FAIRCHILD. GROUND PERSONNEL DID NOT SIGNAL A STOP IN TIME TO
AVOID THE COLLISION.
Probable Cause
A FAILURE OF GROUND PERSONNEL TO ENSURE PROPER CLEARANCE BETWEEN
A TAXIING AIRPLANE AND AN ADJACENT PARKED AIRPLANE. CONTRIBUTING TO
THE ACCIDENT WAS A FAILURE OF GROUND PERSONNEL TO PROPERLY
POSITION A PARKED AIRPLANE TO ENSURE THAT IT DID NOT ENCROACH INTO
AN ADJACENT SAFETY AREA.



------------------------------------------------------------------------------
Accident Cause:
ENCOUNTER WITH UNDETECTABLE CLEAR AIR TURBULENCE.
------------------------------------------------------------------------------
Accident Date:               07/30/92
Report adopted on:           12/09/1993
NTSB Accident ID:            DCA92MA044
NTBS File No.:               2459
Place of Accident:           JAMAICA, NY
Aircraft Reg. No.:           N11002
Local Time of Accident:      17:41 EDT
------------------------------------------------------------------------------
Aircraft Make/Model:         LOCKHEED L-1011-385-1
Engine Make/Model:           ROLLS ROYCE RB211-22B-02
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             TRANS WORLD AIRLINES
Type of Flight Operation:    Scheduled#Domestic#Passenger/cargo
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   12
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     1
Pass. Injuries, Minor/None:  279
------------------------------------------------------------------------------
Last Departure Point:        Same as Accident
Destination:                 SAN FRANCISCO,CA
Condition of Light:          Daylight
Airport Proximity:           On airport
Airport Name:                JFK INTL AIRPORT
Runway Identification:       13R
Runway Surface:              Concrete
Runway Surface Condition:    Dry
Weather Information Source:  Unk/Nr
Basic Weather:               Visual (VMC)
Lowest Ceiling:              None
Visibility:                  0011.000 SM
Wind Direction:              150
Wind Speed:                  010 KTS
Temperature (F):             76
Obstruction to Vision:       None
Precipitation:               None
------------------------------------------------------------------------------
Age Pilot-in-Command (PIC):  54
PIC Certificates/Ratings:    Commercial, Airline transport#Single-engine land, Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      20149
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  2397
PIC Time, Total Instrument:  Unk/Nr
------------------------------------------------------------------------------
Accident Narrative:
IMMEDIATELY AFTER LIFTOFF THE STICK SHAKER ACTIVATED, AND THE FIRST OFFICER, WHO WAS MAKING THE TAKEOFF, SAID "YOU GOT IT." THE CAPTAIN TOOK CONTROL, CLOSED THE THRUST LEVERS, AND LANDED. HE APPLIED FULL REVERSE THRUST AND MAXIMUM BRAKING, AND TURNED THE AIRPLANE OFF THE RUNWAY TO AVOID A BARRIER AT THE END. A SYSTEM DESIGN DEFICIENCY PERMITTED A MALFUNCTIONING AOA SENSOR TO CAUSE A FALSE STALL WARNING. THE SENSOR HAD EXPERIENCED 9 PREVIOUS MALFUNCTIONS, AND WAS INSPECTED AND RETURNED TO SERVICE WITHOUT A DETERMINATION ON THE REASON FOR THE INTERMITTENT MALFUNCTION. THE FIRST OFFICER HAD INCORRECTLY PERCEIVED THAT THE AIRPLANE WAS STALLING AND GAVE CONTROL TO THE CAPTAIN WITHOUT PROPER COORDINATION OF THE TRANSFER OF CONTROL.
------------------------------------------------------------------------------
Occurrence#  1      AIRFRAME/COMPONENT/SYSTEM FAILURE/MALFUNCTION
Phase of Operation: TAKEOFF - INITIAL CLIMB
Findings:
 1.  - STALL WARNING SYSTEM - FAILURE,PARTIAL
 2.  - MAINTENANCE,AAIP/PROGRESSIVE PROGRAM - INADEQUATE - COMPANY/OPERATOR MANAGEMENT
 3.  - ACFT/EQUIP, INADEQUATE DESIGN - MANUFACTURER

------------------------------------------------------------------------------
Occurrence#  2      ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER
Phase of Operation: TAKEOFF - ABORTED
Findings:
 4.  - STALL WARNING SYSTEM - FALSE INDICATION
 5.  - CREW/GROUP COORDINATION - INADEQUATE - PILOT-IN-COMMAND
 6.  - CREW/GROUP COORDINATION - INADEQUATE - COPILOT/SECOND PILOT
 7.  - GROUND LOOP/SWERVE - INTENTIONAL - PILOT-IN-COMMAND

------------------------------------------------------------------------------
Occurrence#  3      NOSE GEAR COLLAPSED
Phase of Operation: TAKEOFF - ABORTED
Findings:
 8.  - LANDING GEAR,NOSE GEAR - OVERLOAD
------------------------------------------------------------------------------
Accident Cause:
DESIGN DEFICIENCIES IN THE STALL WARNING SYSTEM THAT PERMITTED A DEFECT TO GO UNDETECTED, THE FAILURE OF TWA'S MAINTENANCE PROGRAM TO CORRECT A REPETITIVE MALFUNCTION OF THE STALL WARNING SYSTEM, AND INADEQUATE CREW COORDINATION BETWEEN THE CAPTAIN AND FIRST OFFICER THAT RESULTED IN THEIR INAPPROPRIATE RESPONSE TO A FALSE STALL WARNING. (NTSB REPORT AAR-93/04)



------------------------------------------------------------------------------
Accident Date:               02/28/94
Report adopted on:           06/05/1995
NTSB Accident ID:            ANC94FA036
NTBS File No.:               625
Place of Accident:           FAIRBANKS, AK
Aircraft Reg. No.:           N303EA
Local Time of Accident:      23:05 AST
------------------------------------------------------------------------------
Aircraft Make/Model:         LOCKHEED L-1011
Engine Make/Model:           ROLLS ROYCE RB-211-22B
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Type of Flight Operation:    POSITIONING
FAR Flight Conducted Under:  14 CFR 91
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   14
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     0
Pass. Injuries, Minor/None:  0
------------------------------------------------------------------------------
Last Departure Point:        Same as Accident
Destination:                 MIAMI,FL
Condition of Light:          Night (dark)
Airport Proximity:           On airport
Airport Name:                FAIRBANKS INTL
Runway Identification:       01
Runway Surface:              Asphalt
Runway Surface Condition:    Ice covered
Weather Information Source:  Weather observation facility
Basic Weather:               Visual (VMC)
Lowest Ceiling:              9000 FT Broken
Visibility:                  0015.000 SM
Wind Direction:              350
Wind Speed:                  010 KTS
Temperature (F):             -6
Obstruction to Vision:       None
Precipitation:               None
------------------------------------------------------------------------------
Age Pilot-in-Command (PIC):  52
PIC Certificates/Ratings:    Commercial, Airline transport, Flight engineer#Single-engine land, Multiengine land, Single-engine sea
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      22614
PIC Time, Last 90 Days:      156
PIC Time, Total Make/Model:  11550
PIC Time, Total Instrument:  Unk/Nr
------------------------------------------------------------------------------
Accident Narrative:
AS FULL POWER WAS APPLIED FOR TAKEOFF, THERE WAS A RUPTURE OF THE 6TH STAGE DISC ON THE INTERMEDIATE COMPRESSOR 6/7TH ROTOR SHAFT ASSEMBLY IN THE #3 ENGINE. PIECES OF DISC SEVERED A FUEL INLET LINE & PENETRATED THE #1 ENGINE & THE FUSELAGE. FIRE WARNINGS FOR THE #3 & #1 ENGINES WERE ACTIVATED & ENGINE FIRE BOTTLES WERE DISCHARGED DURING AN ABORTED TAKEOFF. RESIDUAL FIRE IN ONE ENGINE WAS EXTINGUISHED BY AIRPORT FIRE FIGHTERS. ABOUT 80% OF THE FAILED DISC WAS FOUND; METALLURGICAL EXAMINATION SHOWED CORROSION PITTING & SMALL FATIGUE CRACKS AT THE ATTACHMENT HOLES. THE LARGEST CRACK WAS 0.13" DEEP & 0.23" WIDE. ACCORDING TO ROLLS ROYCE CALCULATIONS, THIS SIZE CRACK WOULD NOT HAVE RESULTED IN FAILURE UNLESS THE N2 ROTOR RPM HAD REACHED 118%. A TELLTALE MARKER FOR THE FLIGHT ENGINEER'S #3 N2 GAUGE SHOWED 106% (RED-LINE WAS 102.5%), BUT THE TELLTALE MARKER WAS OUT OF CALIBRATION; THEREFORE, OVERSPEED WAS NOT VERIFIED. MAX EPR FOR TAKEOFF WAS WITHIN LIMITS. SERVICE BULLETIN (SB) RB.211-72-9569 REQUIRED THAT ROTORS EXCEEDING 14,000 CYCLES BE REMOVED BY 4/30/93; THE FAILED ROTOR HAD 16,327 CYCLES. THE SB WAS "S-MANDATORY" IN THE U.K., BUT IT WAS NOT MANDATORY IN THE U.S.
------------------------------------------------------------------------------
Occurrence#  1      LOSS OF ENGINE POWER(TOTAL) - MECH FAILURE/MALF
Phase of Operation: TAKEOFF - ROLL/RUN
Findings:
 1.  - 1 ENGINE
 2.  - COMPRESSOR ASSEMBLY,ROTOR DISC - CORRODED
 3.  - COMPRESSOR ASSEMBLY,ROTOR DISC - FATIGUE
 4.  - COMPRESSOR ASSEMBLY,ROTOR DISC - FAILURE,TOTAL
 5.  - MAINTENANCE,SERVICE BULLETINS - NOT COMPLIED WITH - COMPANY/OPERATOR MANAGEMENT

------------------------------------------------------------------------------
Occurrence#  2      LOSS OF ENGINE POWER(TOTAL) - MECH FAILURE/MALF
Phase of Operation: TAKEOFF - ROLL/RUN
Findings:
 6.  - 1 ENGINE
 7.  - POWERPLANT - FOREIGN OBJECT DAMAGE
------------------------------------------------------------------------------
Accident Cause:
FAILURE OF THE SIXTH STAGE DISC ON THE INTERMEDIATE COMPRESSOR STAGE 6/7TH ROTOR SHAFT ASSEMBLY IN THE NUMBER THREE ENGINE, DUE TO CORROSION PITTING AND FATIGUE CRACKING OF THE FAILED DISC.  A FACTOR RELATED TO THE ACCIDENT WAS: FAILURE OF THE AIRLINE COMPANY TO FOLLOW PROVISIONS OF THE SERVICE BULLETIN.  FOREIGN OBJECT DAMAGE TO THE NUMBER ONE ENGINE WAS THE RESULT OF THE UNCONTAINED FAILURE OF THE NUMBER THREE ENGINE.



------------------------------------------------------------------------------
Accident Date:               03/12/95
Report adopted on:           06/19/1995
NTSB Accident ID:            MIA95LA086
NTBS File No.:               47
Place of Accident:           SAN JUAN, PR
Aircraft Reg. No.:           N724DA
Local Time of Accident:      13:05 AST
------------------------------------------------------------------------------
Aircraft Make/Model:         LOCKHEED L-1011-385
Engine Make/Model:           ROLLS ROYCE RB-211-22B
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             DELTA AIRLINES INC.
Type of Flight Operation:    Scheduled#Domestic#Passenger/cargo
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   11
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     0
Pass. Injuries, Minor/None:  302
------------------------------------------------------------------------------
Last Departure Point:        Same as Accident
Destination:                 ATLANTA,GA
Condition of Light:          Daylight
Airport Proximity:           On airport
Airport Name:                LUIS MUNOZ MARIN INTL.
Runway Identification:       Unk/Nr
Runway Surface:              Unk/Nr
Runway Surface Condition:    Unk/Nr
Weather Information Source:  Weather observation facility
Basic Weather:               Visual (VMC)
Lowest Ceiling:              None
Visibility:                  0013.000 SM
Wind Direction:              030
Wind Speed:                  014 KTS
Temperature (F):             82
Obstruction to Vision:       None
Precipitation:               None
------------------------------------------------------------------------------
Age Pilot-in-Command (PIC):  54
PIC Certificates/Ratings:    Airline transport, Flight engineer#Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      10000
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  547
PIC Time, Total Instrument:  Unk/Nr
------------------------------------------------------------------------------
Accident Narrative:
The tug operator was cleared by the dispatching agent to commence pushback procedures at a departure gate on a Delta L- 1011. The lead wing walker observed an American SD3-60 taxiing to the ramp and signaled the tug operator to terminate the pushback, which was complied with. The tug operator observed the SD3-60 taxi past the L-1011, and commenced pushback procedures without clearance from the dispatching agent. The right wing tip of the L-1011 collided with the rudder of the SD3-60. Delta Airlines SOP states, the tug operator is responsible for following the signals of the dispatching agent.
------------------------------------------------------------------------------
Occurrence#  1      COLLISION BETWEEN AIRCRAFT (OTHER THAN MIDAIR)
Phase of Operation: TAXI - PUSHBACK/TOW
Findings:
 1.  - PROCEDURES/DIRECTIVES - NOT FOLLOWED - GROUND PERSONNEL
------------------------------------------------------------------------------
Accident Cause:
THE FAILURE OF THE TUG OPERATOR TO FOLLOW CORRECT PUSHBACK PROCEDURES BY COMMENCING PUSHBACK WITHOUT CLEARANCE, RESULTING IN AN ON-GROUND COLLISION WITH ANOTHER AIRPLANE.


------------------------------------------------------------------------------
Accident Date:               08/23/95
Report adopted on:           04/29/1996
NTSB Accident ID:            LAX95FA303
NTBS File No.:               1680
Place of Accident:           PACIFIC OCEAN, PO
Aircraft Reg. No.:           N781DL
Local Time of Accident:      20:13 PDT
------------------------------------------------------------------------------
Aircraft Make/Model:         LOCKHEED L-1011-385-1
Engine Make/Model:           ROLLS ROYCE RB211-22B02
Number of Engines:           3
Operating Cerificates:       Flag carrier/domestic
Name of Carrier:             DELTA AIR LINES, INC.
Type of Flight Operation:    Scheduled#Domestic#Passenger
FAR Flight Conducted Under:  14 CFR 121
Crew Injuries, Fatal:        0
Crew Injuries, Serious:      0
Crew Injuries, Minor/None:   10
Pass. Injuries, Fatal:       0
Pass. Injuries, Serious:     0
Pass. Injuries, Minor/None:  226
------------------------------------------------------------------------------
Last Departure Point:        LOS ANGELES,CA
Destination:                 HONOLULU,HI
Condition of Light:          Dusk
Airport Proximity:           Off airport/airstrip
Weather Information Source:  Pilot
Basic Weather:               Visual (VMC)
Lowest Ceiling:              None
Visibility:                  Unk/Nr
Wind Direction:              Unk/Nr
Wind Speed:                  Unk/Nr
Temperature (F):             Unk/Nr
Obstruction to Vision:       Unk/Nr
Precipitation:               Unk/Nr
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Age Pilot-in-Command (PIC):  55
PIC Certificates/Ratings:    Airline transport#Multiengine land
PIC Instrument Ratings:      Airplane
PIC Time, All Aircraft:      22330
PIC Time, Last 90 Days:      Unk/Nr
PIC Time, Total Make/Model:  2000
PIC Time, Total Instrument:  Unk/Nr
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Accident Narrative:
The aircraft experienced a rapid decompression at 33,000 feet msl. The aircraft made a rapid descent to 14,000 feet where it was able to maintain a 7,000-foot cabin pressure. The aircraft returned to Los Angeles and made an uneventful landing. Postaccident examination revealed that around fuselage station 1800, 20 stringer end fittings were severed, allowing the aft pressure bulkhead to separate from the fuselage crown. Metallurgical analysis revealed that the origional manufacturer had predrilled the stringer end fittings. During assembly not all holes aligned. The unused holes were plugged. The fastener edge distance was below minimums. Fitting eccentricity was also noted as a problem. Combined, they increased stress levels at crack initiation sites.  Operator inspections have reported 97 aircraft without cracks and 29 with various cracks of the stringer end fittings.
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Occurrence#  1      AIRFRAME/COMPONENT/SYSTEM FAILURE/MALFUNCTION
Phase of Operation: CRUISE
Findings:
 1.  - FUSELAGE,PRESSURE BULKHEAD - FAILURE
 2.  - FUSELAGE,STRINGER - FAILURE
 3.  - INADEQUATE CERTIFICATION/APPROVAL,AIRCRAFT - MANUFACTURER

------------------------------------------------------------------------------
Occurrence#  2      DECOMPRESSION
Phase of Operation: CRUISE

------------------------------------------------------------------------------
Accident Cause:
inadequate certification/approval of the airframe structure. Contributing was the lack of required inspections of the failure area.



Scheduled 14 CFR 121 operation of TRANS WORD AIRLINES
                    Incident occurred JUN-08-96 at DENVER, CO
                 Aircraft: Lockheed L-1011-385-1, registration: N11004
                              Injuries: 12 Uninjured.

While cruising during a scheduled domestic flight, the captain began experiencing chest pain. The
flight diverted to Denver, where the first officer made an uneventful landing and the captain taxied the
aircraft to the gate (the L-1011 was not equipped with nose wheel steering on the first officer's side).
The captain was transported to a medical facility. According to emergency room records, the
captain had no history of cardiovascular disease. He reported he had been experiencing intermittent
retrosternal chest pain since the previous day which was becoming more continuous with radiation to
his left jaw and left arm. The clinical impression of the attending physician was chest pain with
possible unstable angina, although his electrocardiogram (EKG) was normal.
Probable Cause
physical impairment of the captain due to a probable cardiac event.



Scheduled 14 CFR 121 operation of TRANS WORLD AIRLINES, INC. (D.B.A. TWA)
                   Accident occurred AUG-25-96 at JAMAICA, NY
                 Aircraft: Lockheed L-1011-100, registration: N31031
                             Injuries: 262 Uninjured.

HISTORY OF FLIGHT On August 25, 1996, at 0710 eastern daylight time, a Lockheed
L-1011-100, N31031, operated by Trans World Airlines (TWA), as flight 778 (TWA778), was
substantially damaged when the tail struck the runway, while landing at John F. Kennedy
International Airport, Jamaica, New York (JFK). The 3 flight crewmembers, 9 flight attendants, and
250 passengers were not injured. Instrument meteorological conditions prevailed at the time of the
accident. The flight departed Las Vegas, Nevada (LAS), at 0310, and was operated on an
Instrument Flight Rules (IFR) flight plan under 14 CFR Part 121.



Scheduled 14 CFR 121 operation of DELTA AIRLINES INC. (D.B.A. DELTA AIRLINES)
                   Accident occurred MAR-27-97 at JAMAICA, NY
                   Aircraft: Lockheed L-1011, registration: N762DA
                          Injuries: 1 Fatal, 202 Uninjured.

On March 27, 1997, at 1840 eastern standard time, a Lockheed L-1011, N762DA, operated by
Delta Airlines as Flight 82, struck and fatally injured a company ground crew member while being
towed onto a taxiway center line, after pushback from a terminal gate at the John F. Kennedy
International Airport (JFK), Jamaica, New York. Visual meteorological conditions prevailed for the
scheduled passenger flight that was destined for Nice, France. The flight crew of 13 and 189
passengers were not injured. An instrument flight rules flight plan had been filed for the flight
conducted under 14 CFR Part 121.



Scheduled 14 CFR 121 operation of TRANS WORLD AIRLINES (D.B.A. TWA)
                 Incident occurred MAY-15-97 at SAINT LOUIS, MO
                 Aircraft: Lockheed L-1011-385-1, registration: N11003
                             Injuries: 187 Uninjured.

On May 15, 1997, at 1025 central daylight time (cdt), a Lockheed L-1011-385, N11003,
operated and registered to Trans World Airlines, Inc., as revenue flight 327, experienced an in-flight
separation of the left main landing gear strut door, while on approach to the Lambert Saint Louis
International Airport, Saint Louis, Missouri. There were no injuries to the 11 crewmembers or the
176 passengers aboard the airplane. The aircraft was operating as a scheduled domestic passenger
flight under the provisions of title 14 CFR Part 121. Visual meteorological conditions existed at the
time, and an instrument flight plan was on file for the flight. The flight departed Orlando, Florida, at
0801 cdt, with a destination of Saint Louis, Missouri.



Scheduled 14 CFR 121 operation of DELTA AIR LINES, INC (D.B.A. DELTA AIR LINES)
                Accident occurred MAY-26-97 at ATLANTIC OCEAN
                Aircraft: Lockheed L-1011-385-3, registration: N768DL
                         Injuries: 1 Serious, 223 Uninjured.

While in cruise during the international flight, a flight attendant stepped on a salt shaker, breaking her
left ankle and cutting her finger. She was in the first class galley at the time of the accident. The flight
was at 35,000 feet, and there was no reported turbulence. First aid was administered by the second
officer, followed by medical treatment at the destination.
Probable Cause
The failure of the flight attendants to maintain control of loose cabin service equipment, a salt shaker,
that resulted in an uncorrected tripping hazard.



Scheduled 14 CFR 121 operation of DELTA AIR LINES, INC. (D.B.A. DELTA AIR LINES)
                 Accident occurred JUN-26-97 at COVINGTON, KY
                Aircraft: Lockheed L-1011-385-1, registration: N723DA
                         Injuries: 1 Serious, 95 Uninjured.

On June 26, 1997, at 2350 eastern daylight time, a fight attendant was seriously injured while a
Lockheed L-1011-385-1, N723DA, operated by Delta Air Lines as flight 1885, was being pushed
back from the gate at Covington, Kentucky. There were no injuries to the cockpit crew of 3, the
remaining 7 flight attendants, or the 85 passengers onboard the airplane, which was not damaged.
Visual meteorological conditions prevailed for the flight destined for Atlanta, Georgia. An instrument
flight rules flight plan had been filed for the flight that was conducted under 14 CFR Part 121. The
flight attendant had been in the lower galley for pre-departure setup, and used the left side elevator
to return to the main cabin deck. When the elevator neared the top of its travel, it dropped to the
bottom, and the flight attendant received a fracture of her left ankle. Examination of the elevator lift
mechanism revealed a fracture on the primary and secondary drive shafts that fit into the electrical
drive motor. According to the Delta Air Lines maintenance program, the area was inspected on a
service check, which occurred at 300 hour intervals. The last inspection occurred on June 23, 1997,
about 30 hours prior to the accident. Initial metallurgical examination of the drive shafts found
evidence of fatigue cracking on both drive shafts.



Scheduled 14 CFR 121 operation of DELTA AIR LINES INC.
                  Accident occurred AUG-07-97 at HONOLULU, HI
                 Aircraft: Lockheed L-1011-385, registration: N740DA
                         Injuries: 2 Serious, 307 Uninjured.

On August 7, 1997, at 1935 Hawaii standard time, Delta Airlines flight 54, a Lockheed
L-1011-385, N740DA, aborted takeoff on runway 8R at the Honolulu, Hawaii, International
Airport. A wheel/brake fire ensued after the aircraft came to a stop and two passengers sustained
serious injuries during the subsequent emergency evacuation. The aircraft sustained minor damage
and the remaining 305 occupants were not injured. The aircraft was operated by Delta Airlines, Inc.,
as a non-stop scheduled domestic passenger flight from Honolulu to Atlanta, Georgia, under 14
CFR Part 121. The flight blocked out from the gate about 1910 on the evening of the accident.
Visual meteorological conditions prevailed at the time and an IFR flight plan was filed. The captain
reported that as the aircraft reached V1 (155knots), he noted a door -open light on the PCAWP.
He announced to the crew his intention to continue the takeoff by saying "I'm going." He had not
rotated when a second or so later he felt the aircraft began to vibrate, shudder, and yaw to the left.
He perceived that the aircraft was settling to the left and heard what described as popping sounds.
At that point, he decided that it would not be safe to attempt to liftoff and aborted the takeoff. He
slowed the aircraft by using full braking and reverse thrust and corrected the yaw by use of brake
and rudder input. The first officer stated that he also applied the brakes during the last 2,000 feet of
stopping distance and reported their condition to the control tower. The second officer mentioned to
the captain that the brakes would likely be very hot and suggested that an evacuation the aircraft be
considered. When the aircraft stopped the captain called for the evacuation checklist because he
thought the potential for fire was significant. At that time he heard a voice coming from the back of
the aircraft saying the word "fire." The captain completed the evacuation checklist and the first officer
contacted the tower requesting that fire and rescue personnel and equipment be dispatched. After
giving the evacuation signal, he noted that the flight attendants had begun opening the doors and
deploying the evacuation slides. After securing the cockpit with reference to the checklist, the
cockpit crew went into cabin to assist the flight attendants with the evacuation. Upon determining
that there were no passengers remaining onboard, the captain exited the aircraft at the 1R door
followed by the first officer. The flight attendants informed him that the 2R and 4R doors failed to
open sufficiently to be utilized in the evacuation. They said they did not use the 4L door because of
the proximity of the smoke and fire emanating from the left main gear. The CSC asked the second
officer to assist people as they came down the slide. He responded by exiting the 1L door and
began assisting the passengers as they came down the slide. He stated that he was soon
overwhelmed by the frequency of the evacuees. As they came down the slide, they began colliding
and piling up on each other. He yelled for the evacuation to be slowed, but reported that the rate of
the evacuation did not slow. In addition to the smoke and flames coming from the left truck, the
captain observed that the brakes on the right truck were glowing cherry red. He estimated that fire
and rescue personnel arrived at the scene about 6 to 8 minutes after the accident.



Nonscheduled 14 CFR 121 operation of AMERICAN INT'L AIRWAYS, INC. (D.B.A.
                      CONNIE KALITTA SERVICES, INC.)
                   Incident occurred FEB-06-98 at PANAMA CITY
               Aircraft: Lockheed L-1011-385-1-15, registration: N103CK
                              Injuries: 5 Uninjured.

On February 6, 1998, about 1500 eastern standard time, a Lockheed L-1011-385-1-15,
N103CK, registered to American International Airways, Inc., dba Connie Kalitta Services, Inc., as
flight 840, experienced blown tires during an aborted takeoff from the Tocumen International
Airport, Panama City, Panama. Visual meteorological conditions prevailed at the time and an IFR
flight plan was filed for the nonscheduled, international, cargo flight. The airplane was not damaged
and the airline transport-rated captain, first officer, flight engineer, and two additional crewmembers
were not injured. The flight was originating at the time of the incident. According to officials from the
Government of Panama, the captain elected to use a runway that was 2,000 feet shorter than the
longer of the parallel runways. During the takeoff after the nose landing gear was rotated, the captain
elected to abort. After touchdown all main landing gear tires were blown and the airplane was
stopped on the runway. The official further stated that visual meteorological conditions existed at the
time of the incident. The investigation is under the jurisdiction of the Government of Panama. Any
further information pertaining to this accident may be obtained from: Direccion de Aeronautica Civil
Apartado Postal 7501 and 7615 Panama 5, Panama Phone: 507 226 1622/507 226 1161/507 226
1245 Facsimile: 507 226 3860 This report is for information purposes only and contains only
information obtained for or released by the Panamanian Government.



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