Douglas DC8-62 incident near Manaus, Br, January 29, 1995
On January 29, 1995 at about 7:50 pm local time, a Douglas DC8-62, registered N791AL, suffered minor damage in an incident near Manaus. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). The NTSB record does not give the injuries. The weather was instrument conditions (cloud, fog or low visibility).
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 29, 1995 · about 7:50 pm local time
- Place
- Manaus, Brazil
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Douglas DC8-62 · all DC8-62s on the register
- Registration
- N791AL · no longer on the register
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The factual record from the NTSB's investigation tables, in plain English
The aircraft
- Last inspection: inspection type not recorded
- Landing gear: fixed
- Not recorded
- Operator: Arrow Air INC.
The flight
- Departed from: KMIA Miami FL
- Destination: SBEG
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: not reported
- Visibility: 2 statute miles
- Sky: scat at 100 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 3:30 pm from SBE
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.