Boeing 767 322 accident near Reykjavik, AO, August 18, 2014
On August 18, 2014 at about 1:21 pm local time, a 1998 Boeing 767 322, registered N666UA, was involved in an accident during enroute near Reykjavik, AO. It was flown under scheduled airline rules (Part 121). 1 person was seriously injured; 220 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The capabilities of the beverage cart were exceeded which resulted in the cart toppling over and fracturing the flight attendant's foot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 18, 2014 · about 1:21 pm local time
- Place
- Reykjavik, AO · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 220 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 767 322 322, built 1998 · all 767 322s on the register
- Registration
- N666UA · registry record · serial 29238
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
According to flight attendant statements, a beverage cart toppled over as the flight attendant was maneuvering the fully loaded "lightweight" cart in the galley while the airplane was in cruise flight in smooth air. There were no reported malfunctions with the beverage cart. The flight continued to its intended destination and landed without further incident. The flight attendant was transported to the hospital and diagnosed with a broken left foot.
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 from the NTSB's investigation tables, in plain English
What happened, in order
- Cabin safety event during enroute defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Equipment/furnishings › Passenger compartment equip › Capability exceeded
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 22,000 hours in all; 6,200 in this make and model; 22,000 as pilot in command
- Last flight review: February 2, 2014
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,000 hours in all; 6,000 in this make and model
- Last flight review: November 2, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 57,128 hours
- Last inspection: continuous airworthiness programme, July 13, 2014
- Maximum gross weight: 297,624 lb
- Seats: 228
- Landing gear: fixed
- Engine 1: P&W PW4000 SER (turbofan); 0 hours total
- Engine 2: P&W PW4000 SER (turbofan); 0 hours total
- Operator: United Airlines INC
The flight
- Departed from: EGLL London at 11:03 am
- Destination: IAH Houston TX
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 348° at 37 knots
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | 8 | ||
| Flight crew | 3 | |||
| Passengers | 209 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on September 2, 2015. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 12 pages | View Download |
| 2 | Flight Attendant's Statement | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.