Mcdonnell Douglas MD-11F incident near Seatac, Washington, May 31, 2002
On May 31, 2002 at about 2:55 pm local time, a Mcdonnell Douglas MD-11F, registered N608FE, suffered minor damage in an incident near Seatac, Washington (Seattle-Tacoma International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the copilot's forward (R1) windshield anti-ice controller resulting in a continuous over voltage condition, followed by the subsequent overheating and shattering of the windscreen.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 31, 2002 · about 2:55 pm local time
- Place
- Seatac, Washington · Seattle-Tacoma International · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD-11F · all MD-11Fs on the register
- Registration
- N608FE · registry record · serial 48491
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The MD-11F freighter was parked on the ramp with electrical power applied undergoing minor corrective maintenance as the crew was preparing for departure. The Captain was conducting the standard "flow" checks ensuring Windshield Anti-Ice selected OFF and Windshield De-Fog selected ON when the co-pilot's forward windshield panel (R1) cracked and the crew observed what they described as flames emanating from the lower portion of the windshield. The Captain de-powered the aircraft and the fire condition dissipated. Post-incident examination of the R1 windshield anti-ice controller revealed shorts within the controller unit which, when power was applied, led to an uncontrollable and continuous application of power to the R1 windshield anti-ice heating element. The continuous power condition led to overheating and subsequent shattering of the windshield while the aircraft was parked on the ramp with system power applied.
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
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 26,050 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,150 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 33,131 hours
- Last inspection: continuous airworthiness programme, April 19, 2002
- Maximum gross weight: 630,500 lb
- Seats: 3
- Landing gear: retractable
- Engine: General Electric CF6-80 (turbofan); 0 hours total
- Fire on the ground
- Operator: Federal Express Corp.
The flight
- Departed from: SEA Seatac WA
- Destination: OAK Oakland CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; scat at 1,200 ft
- Temperature: 54°F (12°C), dew point 46°F (8°C)
- Altimeter: 30.15 inHg
- Observation at 2:56 pm from SEA, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.