Douglas DC-8-62 accident near Jamaica, New York, March 12, 1991
On March 12, 1991 at about 2:06 pm local time, a Douglas DC-8-62, registered N730PL, was destroyed in an accident near Jamaica, New York (John L Kennedy Intl airport). It was flown under scheduled airline rules (Part 121). 2 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
IMPROPER PREFLIGHT PLANNING/PREPARATION, IN THAT THE FLIGHT ENGINEER MISCALCULATED (MISJUDGED) THE AIRCRAFT'S GROSS WEIGHT BY 100,000 LBS AND PROVIDED THE CAPTAIN WITH IMPROPER TAKEOFF SPEEDS; AND IMPROPER SUPERVISION BY THE CAPTAIN. FACTORS RELATED TO THE ACCIDENT WERE: IMPROPER TRIM SETTING PROVIDED TO THE CAPTAIN BY THE FLIGHT ENGINEER, INADEQUATE MONITORING OF THE PERFORMANCE DATA BY THE FIRST OFFICER, AND THE COMPANY MANAGEMENT'S INADEQUATE SURVEILLANCE OF THE OPERATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 1991 · about 2:06 pm local time
- Place
- Jamaica, New York · John L Kennedy Intl · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-8-62 · all DC-8-62s on the register
- Registration
- N730PL · no longer on the register · serial 46161
- Damage
- Destroyed
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
BFR FLT, THE FLT ENG (F/E) HAD CALCULATED 'V' SPDS & HORIZONTAL STABILIZER TRIM SETTING FOR TAKEOFF, BUT NEITHER THE CAPT NOR THE 1ST OFFICER (F/O) HAD VERIFIED THEM. DRG ROTATION FOR TAKEOFF, THE CAPT NOTED THAT THE FORCED NEEDED TO PULL THE YOKE AFT WAS GREATER THAN NML & THAT THE ACFT WOULD NOT FLY (AT THAT SPD). SUBSEQUENTLY, HE ABORTED THE ATMTD TAKEOFF. REALIZING THE ACFT WOULD NOT STOP ON THE REMAINING RWY, HE ELECTED TO STEER IT TO THE RGT TO AVOID HITTING TFC ON A HWY NR THE DEP END. THE ACFT STRUCK ILS EQUIP; THE LNDG GEAR COLLAPSED & ALL 4 ENGS TORE AWAY. SUBSEQUENTLY, THE ACFT WAS DESTROYED BY FIRE. INV REVEALED THE F/E HAD IMPROPERLY COMPUTED THE TAKEOFF DATA. HE HAD CALCULATED THE 'V' SPDS & HORIZONTAL STABILIZER TRIM SETTING FOR 242,000 LBS; HOWEVER, THE ACTUAL TAKEOFF WT WAS 342,000 LBS. ROTATION SPD (VR) FOR THIS WT WAS 28 KTS ABV THE SPD THAT WAS USED. INV REVEALED SHORTCOMINGS IN THE OPERATOR'S FLIGHTCREW TRAINING PROGRAM & QUESTIONABLE SCHEDULING OF QUALIFIED (BUT MARGINALLY EXPERIENCED) CREW MEMBERS FOR THE ACDNT FLT.
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 12,800 hours in all; 3,000 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 50,145 hours
- Last inspection: approved inspection programme, January 2, 2000
- Maximum gross weight: 353,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: P&W JT3D-3B (turbofan); 0 hours total
- Fire on the ground
- Operator: Air Transport International
The flight
- Destination: BRU Brussels, Blgm OF
- Flight plan: IFR
- Runway 4, 11,351 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 310° at 15 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 18°F (-8°C)
- Altimeter: 29.00 inHg
- Observation at 2:07 pm from JFK, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 2 |
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.