Boeing 707-323C accident near Miami, Florida, November 27, 1982
On November 27, 1982 at about 1:53 pm local time, a Boeing 707-323C, registered HK284, was substantially damaged in an accident near Miami, Florida (Miami International airport). It was a flight of an unrecorded kind under foreign airline rules (Part 129). No one was hurt; 116 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. 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 27, 1982 · about 1:53 pm local time
- Place
- Miami, Florida · Miami International · map
- Type
- Accident
- Injuries
- No one was hurt; 116 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 707-323C · all 707-323Cs on the register
- Registration
- HK284 · no longer on the register · serial 19575
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · foreign airline rules (Part 129)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO THE FLIGHT CREW, A LOUD EXPLOSION WAS HEARD A FEW SECONDS AFTER REACHING TAKEOFF POWER AND THE TAKEOFF WAS ABORTED. WHILE TAXIING, THE TOWER INFORMED THE FLIGHT CREW THAT FLAMES WERE COMING FROM THE NO. 4 ENGINE. THE AIRCREW STOPPED THE AIRCRAFT AND COMPLETED THE ENGINE FIRE PROCEDURES; HOWEVER, THE AIRPORT FIRE FIGHTERS EXTINGUISHED THE FIRE. AN INVESTIGATION REVEALED THAT THE NO. 4 ENGINE HAD FAILED AND HIGH ENERGY ENGINE PARTS WERE RELEASED WHICH RESULTED IN DAMAGE TO THE AIRFRAME AND THE NO. 3 ENGINE. MOST OF THE ROTATING COMPONENTS, FORWARD OF 7TH STAGE COMPRESSOR DISK ASSEMBLY, WERE RELEASED DURING THE EXPLOSIVE FAILURE. AN EXAMINATION OF THE FIRST STAGE COMPRESSOR FAN BLADES SHOWED THAT THE NO. 15 FIRST STAGE FAN BLADE, PN 531601K, HAD FAILED FROM FATIGUE. THE FAILURE OCCURRED 3.2 HRS AFTER OVERHAUL.
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; single-engine land; instrument: airplane
- Flight time: 10,600 hours in all; 2,500 in this make and model; 110 in the last 90 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 40,715 hours
- Last inspection: inspection type not recorded; 72 hours since
- Maximum gross weight: 333,100 lb
- Seats: 179
- Landing gear: retractable
- Engine: P & W JT3D-3B (turbofan); 0 hours total
- Fire on the ground
The flight
- Departed from: MIA Miami FL at 8:53 am
- Destination: MCBO Bogota
- Flight plan: IFR
- Runway 9L, 10,502 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 25,000 ft; scat at 2,500 ft
- Temperature: 172°F (78°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:50 pm from MIA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 7 | |||
| Passengers | 109 |
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.