Boeing 727-100QC accident near Windsor Locks, Connecticut, May 3, 1991
On May 3, 1991 at about 9:53 am local time, a Boeing 727-100QC, registered N425EX, was destroyed in an accident near Windsor Locks, Connecticut (Bradley International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A CATASTROPHIC AND UNCONTAINED FAILURE OF THE NO.3 ENGINE WHICH RESULTED IN A FUEL FED FIRE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 1991 · about 9:53 am local time
- Place
- Windsor Locks, Connecticut · Bradley International
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 727-100QC · all 727-100QCs on the register
- Registration
- N425EX · no longer on the register · serial 19095
- Damage
- Destroyed
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
N425EX WAS ON THE TAKEOFF ROLL WHEN THE FLIGHTCREW EXPERIENCED A 'THUMP' THAT RESOUNDED THROUGH THE AIRPLANE. THEY ALSO OBSERVED ERRATIC ENGINE INDICATIONS FROM THE NO.3 ENGINE. THE CAPTAIN ABORTED THE TAKEOFF AND STOPPED THE AIRPLANE ON THE RUNWAY. THE FIRE WARNING SYSTEM ACTIVATED ON THE NO.3 ENGINE AFTER THE AIRPLANE CAME TO REST. THE CREW ATTEMPTED TO EXTINGUISH THE FIRE WITH THE AIRPLANE'S FIRE EXTINGUISHING SYSTEM; HOWEVER, THEY WERE UNSUCCESSFUL. THE POST ACCIDENT EXAMINATION OF THE NO.3 ENGINE REVEALED THE HIGH PRESSURE COMPRESSOR DISK HAD FAILED DUE TO A FATIGUE CRACK THAT ORIGINATED FROM A CORROSION PIT. THE SHRAPNEL FROM THE DISK PENETRATED THE ENGINE NACELLE AND SEVERED THE MAIN FUEL LINE FOR THE ENGINE. THE FUEL IGNITED AND BURNED INTO THE FUSELAGE, IGNITING THE 12,600 LBS OF CARGO (U.S. MAIL).
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, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 8,500 hours in all; 3,600 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 46,981 hours
- Last inspection: continuous airworthiness programme, March 18, 1991; 151 hours since
- Maximum gross weight: 169,500 lb
- Seats: 5
- Landing gear: retractable
- Engine: P&W JT8D-7B (turbojet); 0 hours total
- Fire on the ground
- Operator: Ryan International Airlines
The flight
- Destination: BOS Boston MA
- Flight plan: IFR
- Runway 33, 6,846 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: dawn
- Wind: from 320° at 9 knots
- Visibility: 25 statute miles
- Sky: broken clouds at 7,500 ft; scat at 5,000 ft
- Temperature: 46°F (8°C), dew point 30°F (-1°C)
- Altimeter: 29.00 inHg
- Observation at 8:50 am from BDL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.