Boeing 747-212B incident near Amsterdam, Nl, December 10, 1995
On December 10, 1995, a Boeing 747-212B, registered N616FF, suffered minor damage in an incident near Amsterdam (Schiphol airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 306 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The failure of the captain to maintain a level wings attitude during a go-around resulting in the right wing dragging on the ground.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 10, 1995
- Place
- Amsterdam, Netherlands · Schiphol
- Type
- Incident
- Injuries
- No one was hurt; 306 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Boeing 747-212B · all 747-212Bs on the register
- Registration
- N616FF · no longer on the register · serial 21939
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The captain was flying the aircraft as the flight made a ILS approach to runway 19R. During the landing flare a fog bank rolled over the runway and he lost sight of the runway. A go-around was initiated. The digital flight data recorder showed that as the go-around was initiated the roll attitude of the aircraft increased from wings level to 24 degrees right wing down over 5 seconds. The radio altimeter increased from 1.8 feet to 29.2 feet over the same 5 second period. Recorded radar data showed the aircraft veered off to the right and flew a course parallel to the runway during the go-around. The flight returned for another approach and after an uneventful approach and landing on runway 19R, parked at the gate. After parking at the gate, the flight crew was informed by ground personnel that the No. 4 engine nacelle and right wing tip were damaged. Debris from the No. 4 engine nacelle was found on the right side of the runway, about 1400 meters from the threshold. No scrape marks were found on the runway.
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: 12,400 hours in all; 8,800 in this make and model; 244 in the last 90 days; 87 in the last 30 days; 6,000 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 61,448 hours
- Last inspection: approved inspection programme, November 16, 1995; 245 hours since
- Maximum gross weight: 820,000 lb
- Seats: 506
- Landing gear: retractable
- Engine: P&W JT9D-7Q (turbofan); 0 hours total
- Operator: Tower Air, INC.
The flight
- Departed from: VABB Bombay OF
- Destination: EHAM
- Flight plan: IFR
- Runway 19R, 10,827 ft by 148 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 5 knots
- Sky: overcast at 200 ft; not recorded
- Temperature: 28°F (-2°C), dew point 28°F (-2°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 18 | |||
| Passengers | 288 |
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.