# NTSB CHI07LA078: Boeing 777, N779AN, Chicago, IL, February 23, 2007 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: February 23, 2007, 12:22 UTC - Place: Chicago, IL - Coordinates: 41.97861, -87.904724 - Nearby events: https://openairdocs.org/map.md?lat=41.9786&lon=-87.9047&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 103 uninjured - Status: Completed, report February 28, 2008 - Report: Approved by Office Director - Parties: FAA-O'Hare FSDO - NTSB case key (mKey): 65398 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI07LA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65398/pdf - Page: https://openairdocs.org/ntsb/CHI07LA078 ## Probable cause An in-flight encounter with turbulence during cruise flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - turbulence (cause) ## Analysis A flight attendant was seriously injured during an in-flight encounter with unforecast moderate to severe turbulence. The international air carrier flight was in cruise flight at the time of the accident. The captain stated the flight "encountered a brief (2-3 second) but very intense moderate-to-severe turbulence event" at flight level 340. He noted that continuous moderate turbulence continued for approximately 30 seconds, and periods of occasional-to-continuous moderate chop continued for about 10 minutes after the initial encounter. He added that there were no returns on the weather radar, and no pilot reports or adverse ride reports received from air traffic control. The fasten seat belt sign was on at the time of the encounter because the flight had encountered light chop after leveling off at cruise altitude. He reported that the ride had been smooth for approximately 10 minutes prior to the turbulence event. The injured flight attendant stated that she was working in the aft galley when the turbulence began. She reported that she hit her head on the ceiling and landed on the galley floor with her leg bent under her. The Flight Data Recorder (FDR) revealed that the airplane encountered a vertical acceleration ranging from 0.245 G to 1.246 G. The data also indicated that the autopilot was engaged, and no pitch inputs were made from the cockpit at the time of the encounter. Postaccident inspections did not reveal any damage to the airplane. ## Factual narrative On February 23, 2007, about 1222 coordinated universal time (UTC), a Boeing 777-200, N779AN, operated by American Airlines as flight 288, encountered moderate to severe turbulence during cruise flight. The international air carrier flight was being conducted under 14 CFR Part 121 on an instrument flight rules flight plan. One flight attendant was seriously injured. The remaining crew and 89 passengers were not injured. The flight departed Pudong International Airport (PVG), Shanghai, China, about 0951 UTC. The flight continued to the intended destination, O'Hare International Airport (ORD), Chicago, Illinois, landing about 2320 UTC. The captain reported that the airplane was established in cruise at flight level 340 near Japan when it "encountered a brief (2-3 second) but very intense moderate-to-severe turbulence event." He noted that continuous moderate turbulence continued for approximately 30 seconds, and periods of occasional-to-continuous moderate chop for about 10 minutes after the initial encounter. He added that there were no returns on the weather radar, and no pilot reports or adverse ride reports received from air traffic control. The fasten seat belt sign was on at the time of the encounter because the flight had encountered light chop after leveling off at cruise altitude. He reported that the ride had been smooth for approximately 10 minutes prior to the turbulence event. The autopilot remained engaged during the event. The injured flight attendant stated that she was working in the aft galley when the turbulence began. She reported that she hit her head on the ceiling and landed on the galley floor with her leg bent under her. She noted that a passenger came out of a lavatory and attempted to hold her down until the turbulence stopped. A flight attendant working in the aft cabin reported that the injured flight attendant was in the galley putting items away "when the aircraft suddenly drop[ped] and rose." She subsequently noticed the injured flight attendant on the floor being assisted by a passenger. The injured flight attendant was subsequently relocated to a first class seat and provided first aid. At the request of the NTSB, the operator downloaded the Flight Data Recorder (FDR) and provided the download file to the NTSB Vehicle Recorders Laboratory. Analysis of the data revealed that the flight encountered a vertical acceleration ranging from 0.245 G to 1.246 G. At the time of the encounter, the flight was located at 35 degrees 45 minutes north latitude, and 142 degrees 09 minutes east longitude. The airplane was operating at a pressure altitude of 34,000 feet. The data also indicated that the autopilot was engaged and no pitch inputs were made from the cockpit at the time of the encounter. ## Aircraft - Registration: [N779AN](https://openairdocs.org/aircraft/N779AN), registered now, S/N 29955, built 1999 (OpenAirDocs) - Reported make and model: Boeing 777 - Registry model: [Boeing 777-223](https://openairdocs.org/model/boeing-777-223) (registry code 1385213) (OpenAirDocs) - Registry engine: [Rolls-Royce RB-211 series](https://openairdocs.org/engine/rolls-royce-rb-211-series) (registry code 54555, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 29955 - Engines: Rolls-Royce RB.211 turbo fan; Rolls-Royce RB.211 turbo fan - Damage: No damage - Flight: Part 121 - Registered owner: American Airlines Inc - Airworthiness certificate: Standard, Transport - Departed: PVG, Shanghai - Destination: ORD, Chicago, IL - Flight plan: IFR - Airport: ORD, Chicago O-Hare Intl ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; flight engineer, airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review October 1, 2006; seat: left; flight hours: 5,004 total, 461 in this make and model, 2,501 as pilot in command - Co-pilot; age 56; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 1, 2006; seat: right; flight hours: 3,002 total, 365 in this make and model, 540 as pilot in command ## Weather - Conditions: Visual (VMC), Night ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20070223826449A](https://openairdocs.org/incident/20070223826449A), Feb 23, 2007: Boeing 777223, No damage. (-23) American airlines flight 228 2-23-2007, air turbulence encountered near japan enroute to kord. Flight attendant broke an ankle. ## Other investigations on N779AN (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI00IA125](https://openairdocs.org/ntsb/CHI00IA125), Apr 25, 2000: Boeing 777-223ER (N779AN), Chicago, IL, incident, no damage. Probable cause: the flightcrew not detecting the runway closure NOTAM and the Air Traffic Control personnel on the metering, ground, and local positions giving an improper clearance to taxi to a closed runway.… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.