British Aircraft Corp. (Bac) BAC 1-11 201 incident near Orlando, Florida, January 28, 1987
On January 28, 1987 at about 2:30 pm local time, a British Aircraft Corp. (Bac) BAC 1-11 201, registered N101EX, suffered minor damage in an incident near Orlando, Florida (Orlando International airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 38 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 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
- January 28, 1987 · about 2:30 pm local time
- Place
- Orlando, Florida · Orlando International
- Type
- Incident
- Injuries
- No one was hurt; 38 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- British Aircraft Corp. (Bac) BAC 1-11 201 BAC 1-11 2
- Registration
- N101EX · registry record · serial 007
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
AFTER LANDING THE AUXILIARY POWER UNIT WAS STARTED AND THE NUMBER ONE ENGINE WAS SHUTDOWN. THE AIRCRAFT THEN BEGAN TO PRESSURIZE AND FILL WITH SMOKE. AN EMERGENCY EVACUATION WAS ORDERED BY THE CAPTAIN THROUGH L-1 AND R-1 DOORS. THE SLIDE AT R-1 DID NOT WORK AND ALL CREW AND PASSENGERS EXITED THROUGH L-1. POST INCIDENT EXAMINATION REVEALED THE NUMBER ONE GENERATOR TRIP RELAY FAILED NOT ALLOWING APU ELECTRICAL POWER TO FEED THE NUMBER ONE BUSS. THIS BUSS SUPPLIES POWER TO THE PRESSURIZATION OUTFLOW VALVE AND COOLING FANS FOR THE AIR CONDITIONING PACKS. THE AIR CONDITIONING PACKS OVERHEATED CAUSING SMOKE TO BE EMITTED THROUGH THE AIR CONDITIONING DUCTS. THE R-1 DOOR SLIDE WAS FOUND TO NOT HAVE THE MANUAL OR AUTOMATIC ACTIVATION CONTROLS CONNECTED.
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: 6,100 hours in all; 1,150 in this make and model
- Medical certificate: Unknown (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 40,642 hours
- Last inspection: approved inspection programme, January 25, 1987; 16 hours since
- Maximum gross weight: 79,000 lb
- Seats: 82
- Landing gear: retractable
- Engine: Rolls-Royce SPEY 506-14A (turbofan); 0 hours total
- Operator: Florida Express,Inc.
The flight
- Departed from: CMH Columbus OH at 12:35 pm
- Flight plan: IFR
- Runway 18, 12,004 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft; not recorded
- Temperature: 48°F (9°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 2:58 pm from MCO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 34 |
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.
Other NTSB records under N101EX the same tail number, which may have belonged to a different aircraft at the time
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.