Airbus Industrie A-300B4-605R accident near Jamaica, New York, February 20, 1996
On February 20, 1996 at about 12:10 pm local time, a Airbus Industrie A-300B4-605R, registered N11060, suffered minor damage in an accident near Jamaica, New York (John F Kennedy airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 2 people were seriously injured and 32 people had minor injuries; 163 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
unsuccessful use of the evacuation slides by passengers during an emergency evacuation of the aircraft. The hydraulic valve failure, subsequent hydraulic leak, and resultant smoke were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 20, 1996 · about 12:10 pm local time
- Place
- Jamaica, New York · John F Kennedy · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 32 people had minor injuries; 163 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus Industrie A-300B4-605R A300B4-605 · all A-300B4-605Rs on the register
- Registration
- N11060 · no longer on the register · serial 470
- 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 aircraft was pushed back from the gate, and both engines were started. The pneumatics were shifted from the auxillary power unit to the engines. Shortly thereafter, smoke was observed in the cockpit and cabin. The flightcrew donned smoke masks, and the captain commanded an emergency evacuation. During evacuation, 2 passengers were seriously injured, and 32 passengers received minor injuries. An investigation revealed that the source of the smoke was a hydraulic check valve failure, which allowed hydraulic fluid into the engine pneumatic duct. Investigation also noted that the 3R door evaucation slide did not deploy. Further investigation determined that the door did not fully open. Although, when manually pushed during the investigation, the door went fully open, and the slide deployed and inflated.
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 engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 14,108 hours in all; 3,313 in this make and model; 2,500 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 377,800 lb
- Seats: 280
- Landing gear: retractable
- Engine: Ge CF6-80-C2A5 (turbofan); 0 hours total
The flight
- Departed from: JFK
- Destination: SDQ Santo Domingo OF
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 7 knots
- Visibility: 4 statute miles
- Sky: broken clouds at 5,000 ft; scat at 3,000 ft
- Temperature: 41°F (5°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 12:18 pm from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 10 | |||
| Passengers | 2 | 32 | 153 |
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.