Boeing 747-400 and Ilyushin IL-62 accident near Anchorage, Alaska, November 11, 1998
On November 11, 1998 at about 5:33 am local time, 2 aircraft, Boeing 747-400 (HL741) and Ilyushin IL-62 (RA865), were involved in the same accident near Anchorage, Alaska (Anchorage International airport). 1 person had minor injuries; 249 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The excessive taxi speed by the pilot-in-command. A factor associated with the accident was the pilot's inadequate maneuver to avoid the parked airplane.
The excessive taxi speed by the pilot of the other aircraft. A factor associated with the accident was the other pilot's inadequate maneuver to avoid the parked airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 11, 1998 · about 5:33 am local time
- Place
- Anchorage, Alaska · Anchorage International · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries; 249 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft 1
- Boeing 747-400 · all 747-400s on the register
- Registration
- HL741 · no longer on the register · serial 25452
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · foreign airline rules (Part 129)
- Aircraft 2
- Ilyushin IL-62
- Registration
- RA865 · no longer on the register · serial RA-86564
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · foreign airline rules (Part 129)
The NTSB's narrative for the Boeing 747-400 final · quoted from the NTSB record
The Boeing 747-400 was taxiing to Gate N-6, after landing on runway 6R. The flight crew reported to the tower that braking action on the runway was poor. While taxiing to the parking ramp, the captain commented to the first officer that the airplane was skidding. As the airplane approached Gate N-6, ground personnel observed the airplane's nosewheels turn 90 degrees toward the gate, but the airplane continued straight ahead, skidding the nosewheels sideways. Ground personnel heard, and the Flight Data Recorder confirmed, an increase in engine power as the airplane continued past the gate. The airplane was then observed turning right, away from the terminal, and colliding with a parked IL-62M airplane. A cleaning person aboard the IL-62M received minor injuries when she was knocked down by the collision. The crew told the NTSB investigator-in-charge that they did not use brakes until attempting to turn away from the parked airplane. Ground witnesses described the taxi speed as "faster than normal." The maximum ground speed recorded by the on-board recorders was 16 knots. The company flight manual states, in part: "(1) Turning... 10 knots or below (5 knots if wet or slippery)." Snow contamination was recorded by the airport authority commencing 11 hours prior to the accident. The airport "Snow Removal Plan" denotes the lead-in lines to the terminal as a Priority 1-A area. Continuous snow removal operations were being conducted at the time of the accident, with all Priority 1 areas, and numerous Priority II areas being plowed and treated. The lead-in taxi lines to the terminal had been sanded five hours prior to the accident. The ramp area, and the lead-in taxi lines had not been plowed. One hour after the accident, about 2 inches of unbroken snow was on the ramp.
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 NTSB's narrative for the Ilyushin IL-62 final · quoted from the NTSB record
The Boeing 747-400 was taxiing to Gate N-6, after landing on runway 6R. The flight crew reported to the tower that braking action on the runway was poor. While taxiing to the parking ramp, the captain commented to the first officer that the airplane was skidding. As the airplane approached Gate N-6, ground personnel observed the airplane's nosewheels turn 90 degrees toward the gate, but the airplane continued straight ahead, skidding the nosewheels sideways. Ground personnel heard, and the Flight Data Recorder confirmed, an increase in engine power as the airplane continued past the gate. The airplane was then observed turning right, away from the terminal, and colliding with a parked IL-62M airplane. A cleaning person aboard the IL-62M received minor injuries when she was knocked down by the collision. The crew told the NTSB investigator-in-charge that they did not use brakes until attempting to turn away from the parked airplane. Ground witnesses described the taxi speed as 'faster than normal.' The maximum ground speed recorded by the on-board recorders was 16 knots. The company flight manual states, in part: '(1) Turning... 10 knots or below (5 knots if wet or slippery).' Snow contamination was recorded by the airport authority commencing 11 hours prior to the accident. The airport 'Snow Removal Plan' denotes the lead-in lines to the terminal as a Priority 1-A area. Continuous snow removal operations were being conducted at the time of the accident, with all Priority 1 areas, and numerous Priority II areas being plowed and treated. The lead-in taxi lines to the terminal had been sanded five hours prior to the accident. The ramp area, and the lead-in taxi lines had not been plowed. One hour after the accident, about 2 inches of unbroken snow was on the ramp.
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 for the Boeing 747-400 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 11,982 hours in all; 3,278 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 870,000 lb
- Seats: 274
- Landing gear: retractable
- Engine: Ge CF6-80C2 (turbofan); 0 hours total
- Operator: Asiana Airlines
The flight
- Departed from: JFK New York NY at 10:28 pm
- Destination: ANC
- Flight plan: IFR
- Runway 6R, 10,897 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 060° at 3 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 400 ft; not recorded
- Temperature: 81°F (27°C), dew point 77°F (25°C)
- Altimeter: 29.00 inHg
- Observation at 5:39 am from ANC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 18 | |||
| Passengers | 220 |
The factual record for the Ilyushin IL-62 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instructor: airplane multi-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,000 hours in all; 5,000 in this make and model; 3,000 on instruments
- Medical certificate: Unknown (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: continuous airworthiness programme; 264 hours since
- Maximum gross weight: 368,170 lb
- Seats: 137
- Landing gear: retractable
- Engine: Soloviev D-30KU (turbofan); 0 hours total
The flight
- Departed from: ANC AK
- Destination: SFO San Francisco CA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 11 |
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.