Boeing 747-400 incident near Dhaka, Bd, March 25, 2008
On March 25, 2008 at about 8:22 am local time, a Boeing 747-400, registered TFARS, suffered minor damage in an incident near Dhaka. It was flown under non-U.S. commercial rules. The NTSB record does not give the injuries.
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 2008 · about 8:22 am local time
- Place
- Dhaka, Bangladesh
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- not recorded
- Aircraft
- Boeing 747-400 · all 747-400s on the register
- Registration
- TFARS · no longer on the register
- Damage
- Minor damage
- Flight
- Flight · non-U.S. commercial rules
The NTSB's narrative preliminary · quoted from the NTSB record
On March 25, 2008 at 0822 Zulu time, an Air Atlanta Icelandic Boeing 747-300, registration number TF-ARS, wet leased to Saudi Arabian Airlines, experienced a fire on the No. 3 engine pylon during the landing rollout at the Dhaka International Airport. According to the notification report, on the landing rollout the tower advised the flightcrew of smoke and flames coming from the aircraft. The flightcrew taxied the aircraft clear of the runway and then received an engine fire warning in the No. 3 engine. The flight crew performed the engine fire procedures and discharged both fire bottles but the fire did not extinguish. After the 2nd bottle was discharged, the flightcrew was advised that the smoke and flames were increasing and ordered an evacuation. The source of the fuel leak was determined to be from the coupling connection of the No. 3 fuel tank to the main fuel line that connects the tank to the pylon. When the fuel line was removed it was discovered that one of the two retaining rings was missing. Maintenance was performed on the No. 3 tank fuel line connection to replace the o-ring 6 months prior to the event. The Bangladesh Civil Aviation Authority delegated the investigation to the Aircraft Accident Investigation Board of Iceland; therefore this investigation is under the jurisdiction of the government of Iceland. Further information pertaining to this accident may be obtained from: Aircraft Accident Investigation Board Hus FBSR Flugvallarvegi 101 Reykjavik Iceland Tel.: (354) 511 1666 (0800 - 1600 hrs) (354) 569 4141 (1600 - 0800 hrs) (354) 660 0336 (24 hour) E-mail: rnf@rnf.is Fax: (354) 511 1667 AFTN: BICAYAY Website: http://www.rnf.is This report is for informational purposes only and contains only information obtained for, or released by, the Government of Iceland
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
The aircraft
- Landing gear: fixed
- Operator: Air Atlanta Icelandic
The flight
- Departed from: OEMA Madinah
- Destination: VGZR Bangladesh (Dac
- Flight plan: IFR
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.