Airbus A330 incident near Boston, Massachusetts, June 15, 2010
On June 15, 2010, a Airbus A330, registered EIDIP, was involved in an incident near Boston, Massachusetts (Boston Logan airport). 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
- June 15, 2010
- Place
- Boston, Massachusetts · Boston Logan · map
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- not recorded
- Aircraft
- Airbus A330 202 · all A330s on the register
- Registration
- EIDIP · no longer on the register · serial 339
- Damage
- Not recorded
- Flight
- Flight · non-U.S. commercial rules
The NTSB's narrative preliminary · quoted from the NTSB record
On June 15, 2010, an Alitalia Airbus A330-202, registration number EI-DIP, flight number AZ615 experienced a reported No. 1 engine (left engine)fire during takeoff from the Boston Logan International Airport (BOS). The No. 1 engine power setting was brought back to idle and an air turn back to BOS was performed where an uneventful landing was accomplished. No reported injuries were reported to any of the passengers or crew members. The No. 1 engine, a General Electric CF6-80E1A4 turbofan, was shutdown during the landing roll. The flight was a regularly scheduled 14 CFR Part 129 flight from Boston, Massachusetts, USA - Logan International Airport (BOS)to Rome, Italy - Leonardo da Vinci International Airport(Fiumicino)(FCO). According to witnesses, fire and smoke wereobserved coming from the No. 1 engine tailpipe during takeoff. The pilot reported that during the event, an Engine Condition and Monitoring (ECAM) exhaust gas temperature (EGT) increase message was observed as well as N1 (fan and low pressure rotor speed) overspeed. Examination of the No. 1 engine revealed no under cowl fire damage, but oil and metal particles were found in the engine’s tailpipe. The oil magnetic chip collector was removed and was found to be covered with metal shavings. The flight data recorder (FDR) and cockpit voice recorder (CVR) have both been requested to be sent to the NTSB Headquarters for download and readout. Examination of the data from the FDR and the airplane's quick access recorder (QAR) revealed no indications of a No. 1 engine overspeed or over temperature event. This investigation has been delegated to the Italian authorities. The investigation is under the jurisdiction of the government of Italy. Further information pertaining to this incident may be obtained from: Agenzia nazionale per la sicurezza del volo Via A. Benigni, 53 00156 Rome Italy Tel.: 39 068 207 8219 / 39 068 207 8200 Fax: 39 068 273 672 This report is for informational purposes only and contains only information obtained for, or released by, the Government of Italy.
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
- Maximum gross weight: 507,063 lb
- Seats: 239
- Landing gear: fixed
The flight
- Departed from: BOS Boston MA
- Destination: FCO Rome
- Flight plan: IFR
- A second pilot was aboard
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.