Boeing 777 incident near Mumbai, India, In, November 7, 2012
On November 7, 2012 at about 6:00 pm local time, a Boeing 777, registered A6EBO, suffered minor damage in an incident near Mumbai, India. It was a flight of an unrecorded kind under non-U.S. private rules. No one was hurt; 203 people were on board or involved.
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
- November 7, 2012 · about 6:00 pm local time
- Place
- Mumbai, India, India
- Type
- Incident
- Injuries
- No one was hurt; 203 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Boeing 777 36N/ER · all 777s on the register
- Registration
- A6EBO · no longer on the register · serial 32792
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · non-U.S. private rules
The NTSB's narrative preliminary · quoted from the NTSB record
On November 7, 2012, a Boeing 777-300, registration number A6-EBO, operated by Emirates declared an emergency for a No. 2 engine failure after takeoff from the Bangkok International Airport, Thailand. The crew confirmed they had a No. 2 engine fire warning and followed flight crew operating manual procedures. The fire bottles were discharged and the engine was successfully shut down. The airplane was diverted and an uneventful single engine landing was made at the Mumbai International Airport, India. No injuries were reported to the 187 passengers and 16 crew members on board. After landing the airplane was stopped on the taxiway for fire crews to inspect. The airplane was cleared and pulled up the gate where passengers deplaned. During a preliminary visual inspection ground crews noted burn marks on the No.2 engine fan cowl and thrust reversers. Paint blistering was identified on the engine cowling and sooting was seen on engine components. A fuel line to the right variable bleed valve actuator was fractured at a weld and was leaking fuel. The Indian Aircraft Accident Investigation Bureau (AAIB) is investigating the incident. As the state of manufacture of the engines and some airplane components, the NTSB has designated a United States Accredited Representative under the provisions of Annex 13 to the Convention of Civil Aviation to assist the AAIB in the investigation. All inquiries concerning this incident should be directed to the AAIB at: Office of the Director General of Civil Aviation DGCA Complex Opposite Safdarjung Airport New Delhi 110003 India Tel.:(91) 11 24620272 (Monday to Friday, 0930 to 1800 hrs IST) (91) 11 24640892 (Saturday, Sunday and after hours weekdays) E-mail: das@dgca.nic.in Fax: (91) 11 24633140 AFTN: VIDDYAYX Telex: 31-74127 DGCA IN
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: retractable
The flight
- Departed from: BKK Bangkok
- Destination: OMDB Dubai
- Flight plan: not recorded
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 14 | |||
| Flight crew | 2 | |||
| Passengers | 187 |
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.