Lockheed L-1011-385-1 accident near Pacific Ocean, PO, August 24, 1995
On August 24, 1995 at about 3:13 am local time, a Lockheed L-1011-385-1, registered N781DL, was substantially damaged in an accident near Pacific Ocean, PO. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 236 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate certification/approval of the airframe structure. Contributing was the lack of required inspections of the failure area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 1995 · about 3:13 am local time
- Place
- Pacific Ocean, PO
- Type
- Accident
- Injuries
- No one was hurt; 236 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed L-1011-385-1 L-1011-385
- Registration
- N781DL · registry record · serial 1003
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The aircraft experienced a rapid decompression at 33,000 feet msl. The aircraft made a rapid descent to 14,000 feet where it was able to maintain a 7,000-foot cabin pressure. The aircraft returned to Los Angeles and made an uneventful landing. Postaccident examination revealed that around fuselage station 1800, 20 stringer end fittings were severed, allowing the aft pressure bulkhead to separate from the fuselage crown. Metallurgical analysis revealed that the origional manufacturer had predrilled the stringer end fittings. During assembly not all holes aligned. The unused holes were plugged. The fastener edge distance was below minimums. Fitting eccentricity was also noted as a problem. Combined, they increased stress levels at crack initiation sites. Operator inspections have reported 97 aircraft without cracks and 29 with various cracks of the stringer end fittings.
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
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 22,330 hours in all; 2,000 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 52,210 hours
- Last inspection: continuous airworthiness programme, June 25, 1995; 259 hours since
- Maximum gross weight: 465,000 lb
- Seats: 236
- Landing gear: retractable
- Engine: Rolls-Royce RB211-22B02 (turbofan); 0 hours total
The flight
- Departed from: LAX Los Angeles CA at 1:30 am
- Destination: HNL Honolulu HI
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: dusk
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 10 | |||
| Passengers | 226 |
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.