# NTSB CHI97IA096: Boeing 747-269B, N707CK, Manaus, Brazil, March 22, 1997 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: March 22, 1997, 06:44 local (10:44 UTC) - Place: Manaus, Brazil - Location: 3.0386° S, 60.0497° W: Placed by OpenAirDocs at Eduardo Gomes International Airport (AM0001), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=-3.0386&lon=-60.0497&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 7 uninjured - Status: Completed, report April 15, 1999 - Report: Approved by Office Director - NTSB case key (mKey): 10461 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI97IA096 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10461/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=10461 - Page: https://openairdocs.org/ntsb/CHI97IA096 ## Probable cause the pilot-in-command's (non-flying pilot) improper flare. Related factors were inadequate crew/coordination, haze and sunglare. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - weather condition - haze/smoke (contributing factor) - flare - improper, pilot in command (cause) - light condition - sunglare (contributing factor) - crew/group coordination - inadequate (contributing factor) ## Analysis The flightcrew reported that the landing was into the early morning sun approximately 30 minutes after local sunrise. They reported that the glare from the sun was intense and the flying pilot installed his windshield sun shade at the other marker. They said that the 1,000 foot and 500 foot call outs were made with confirmation of the runway in sight. The flying pilot continued to fly on instruments to decision height. They said that at approximately 1,000 feet the glare increased with low haze and the forward visibility decreased. The flying pilot considered the airplane to be in the correct attitude for landing; however, the non-flying (PIC) took control prior to touchdown and flared the airplane when he saw no apparent flare. The airplane then touched down hard. A readout of the Flight Data Recorder revealed touchdown produced 2.77 'G.' The data indicated that the sink rate increased when the non-flying pilot moved the control column aft in an attempt to flare the airplane. ## Factual narrative On March 22, 1997, at 0644 atlantic standard time, a Boeing 747-269B, N707CK, owned and operated by American International Airways, Inc., sustained minor damage during a hard landing at Manaus, Brazil. Flight 903 was a cargo flight which departed Miami, Florida, at 0152. There were no injuries reported by the crew of seven. Visual meteorological conditions prevailed at the time of the incident. The flight was operating under provisions of 14 CFR Part 121 and an IFR flight plan was on file. The pilot reported glare from landing into the sun resulted in a hard landing. Both of the pilots held Captain ratings with the airline. Prior to commencing the flight they determined between themselves who would act as the pilot-in-command and who would act as the second pilot for this flight. Because they both held the status of Captain either could operate the airplane from the left seat. They decided that the pilot-in-command would occupy the right seat and act as the non-flying pilot while the second pilot would occupy the left seat and act as the flying pilot. During interviews and written statements, they said the landing was into the early morning sun approximately 30 minutes after local sunrise. They reported that the glare from the sun was intense and the flying pilot installed his windshield sun shade at the other marker. They said that the 1,000 foot and 500 foot call outs were made with confirmation of the runway in sight. The flying pilot continued to fly on instruments to decision height. They said that at approximately 1,000 feet the glare increased with low haze and the forward visibility decreased. In their written statement they said that the flying pilot considered the airplane to be in the correct attitude for landing; however, the non-flying (PIC) took control prior to touchdown and flared the airplane when he saw no apparent flare. The airplane then touched down hard. An inspection of the airplane after the hard landing found wrinkles in the fuselage. The airplane was ferried back to the maintenance base in Michigan, where it was subjected for further inspection. It was determined that the damage was minor. The "Flight Data Recorder" was removed and the data analyzed by the NTSB's Office of Research and Engineering. A copy of the Factual Report is attached as an addendum to this report. The report confirms a hard landing at Manaus, Brazil, where the touchdown produced 2.77 "G." The data indicated that the sink rate increased when the non-flying pilot moved the control column aft in an attempt to flare the airplane. ## Aircraft - Registration: [N707CK](https://openairdocs.org/deregistered/N707CK-2014-12-11), registration cancelled 2014-12-11, S/N 21681 (OpenAirDocs) - Reported make and model: Boeing 747-269B - Registry model: [Boeing 747-246F](https://openairdocs.org/model/boeing-747-246f) (registry code 1384850) (OpenAirDocs) - Category: Airplane - Serial number: 21541 - Airframe hours: 53947 - Engines: P&W JT9D-7J 48650 lbs thrust turbo fan - Damage: Minor damage - Flight: Part 121 - Registered owner: American International Airways - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, March 6, 1997, 106 hours before - Departed: MIA, MIAMI, FL - Destination: SBEG - Flight plan: IFR - Airport: SBEG, Eduardo Gomez Airport, runway 10 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: right; flight hours: 21,596 total, 870 in this make and model, 17,545 as pilot in command, 94 in the last 90 days, 22 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Dawn - Wind: calm - Visibility: 3 statute miles - Lowest ceiling: 4,400 ft overcast - Temperature: 84 °F, dew point 81 °F - Altimeter: 29.00 inHg ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 19970322012619I](https://openairdocs.org/incident/19970322012619I), Mar 22, 1997: Boeing 747269B, Manaus, BR, Minor damage. Narrative: while landing into the sun at Manaus, brazil pilots lost sight of the runway and landed hard. [privacy data omitted] ## Other investigations on N707CK (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 ANC99LA099](https://openairdocs.org/ntsb/ANC99LA099), Jul 29, 1999: Boeing 747-269B (N707CK), Anchorage, AK, substantial damage. Probable cause: The failure of a turbine blade, and subsequent penetration of the shroud (containment ring). A factor associated with the accident was the FAA's insufficient design standards/requirements addressed… ## Docket (6 files) The files NTSB released with the investigation on December 21, 1998, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=10461. 3.0 MB in all. - Supplement E (item 1, .PDF, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381585&FileExtension=.PDF&FileName=Supplement%20E-Redacted.PDF - Supplement S (item 2, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40097487&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2 (item 3, .PDF, 557 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381592&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%2F2-Redacted.PDF - Flight Data Recorder - Factual Report of Group Chairman (item 4, .PDF, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381588&FileExtension=.PDF&FileName=Flight%20Data%20Recorder%20-%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF - Flight Dispatch Documents (item 5, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381590&FileExtension=.PDF&FileName=Flight%20Dispatch%20Documents-Redacted.PDF - Additional Captain's Statement 12/31/98 (item 6, .PDF, 952 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40097491&FileExtension=.PDF&FileName=Additional%20Captain%27s%20Statement%20%2012%2F31%2F98-Master.PDF 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.