Boeing 747-4HQF accident near Istanbul, OF, August 17, 2024
On August 17, 2024 at about 4:35 pm local time, a 2009 Boeing 747-4HQF, registered N782CK, was substantially damaged in an accident near Istanbul, OF. It was flown under scheduled airline rules (Part 121). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The fatigue failure of multiple hinge ribs associated with the right outboard aileron, which resulted in abnormal aileron movement and airframe vibration. Contributing to the failure was the mis-rigged condition of the right outboard aileron, which increased operational loads on the hinge fittings during cruise flight.
Source: NTSB aviation accident database, copy made September 29, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 2024 · about 4:35 pm local time
- Place
- Istanbul, OF, Tr · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 747-4HQF, built 2009 · all 747-4HQFs on the register
- Registration
- N782CK · registry record · serial 37304
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On August 17, 2024, a Kalitta Air Boeing 747-400F cargo airplane experienced abnormal airframe vibration while climbing after departure. The flight was operating as a non-scheduled international cargo flight under the provisions of Title 14 Code of Federal Regulations Part 121 from Spangdahlem Air Base (ETAD), Spangdahlem, Germany, to Chek Lap Kok International Airport (VHHH), Hong Kong, Hong Kong. According to the flight crew, the aircraft departed ETAD and climbed uneventfully to FL250 (25,000 feet). The flight was subsequently cleared to FL310. During the climb at an airspeed of 334 knots, the flight crew detected an unusual vibration that was not consistent with turbulence. They arrested the climb at FL290 and reduced their airspeed to 310 knots, at which point the vibration ceased. The crew then resumed the climb and requested FL310. During the climb, as the airplane accelerated to 334 knots, the vibration reoccurred. The crew again reduced speed to 310 knots, where the vibration again ceased, and the airplane subsequently leveled off at FL310. During the second climb to FL310, a relief pilot entered the main cargo deck to assess the vibration. The relief pilot reported that the vibration was primarily perceptible in the forward section of the airplane and not near the aft fuselage. While subsequently climbing to FL370, the crew noticed a disagreement between the right and left outboard ailerons on the aircraft status page. The right outboard aileron was deflected about 2 degrees further down than the left outboard aileron. During this phase of flight, the outboard ailerons should be locked out at neutral. A crewmember returned to the main cargo deck and visually confirmed a vibration around the right outboard aileron through a window. After discussing the situation with their company, the crew elected to divert to Istanbul Airport (LTFM), Istanbul, Turkey. The aircraft landed without further incident. The right outboard aileron is normally attached to the wing at 6 locations numbered 1 to 6 from outboard to inboard. The numbers 1, 2, 3, 5, and 6 locations are similar and consist of an aileron hinge-rib installation that attaches to the wing trailing edge and a fitting and retainer assembly that attaches to the aileron leading edge. The number 4 location is different and is where the aileron actuator attaches to the aileron. Post-flight inspection of the airplane found three of the five right outboard aileron hinge ribs common to the fixed trailin
The NTSB's narratives can run to many pages; this is the opening. Read the full report at the NTSB.
About this page
Everything above comes from the NTSB's public accident database and is rewritten in plain English only where the NTSB used codes; the probable cause and narrative are the NTSB's own words. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number DCA24LA293.