What happened
On May 25, 2008, a Kalitta Air Boeing 747-209F, registered N704CK, was performing a cargo flight from New York JFK to Bahrain via Brussels. During the takeoff roll on runway 20, the aircraft experienced a significant event involving engine number three. Shortly after passing the V1 decision speed, the engine ingested a bird, resulting in an engine stall, a loud detonation, and visible flames.
Following the engine failure, the pilot elected to abort the takeoff approximately 12 knots after passing V1. While the crew initiated braking, the thrust reversers were not deployed. The aircraft exited the runway at roughly 72 knots, encountering an embankment that caused the fuselage to fracture into three distinct sections. The aircraft eventually came to a stop 300 meters beyond the runway end, near a railroad embankment. Despite the severe structural damage, the crew of four and one passenger evacuated the wreckage with only minor injuries.
The investigation
The AAIU(Be) investigation, supported by the NTSB and representatives from Boeing and Pratt & Whitney, examined the aircraft's performance and the circumstances of the rejected takeoff. Investigators analyzed flight data recorder (FDR) readouts and braking performance. The analysis revealed that while a stop might have been possible on a dry runway, the aircraft's position at the B1 intersection—having made a tight turn to gain runway length—impacted the available stopping distance. The investigation also looked into the engine failure mechanism, the effectiveness of deceleration devices, and the adequacy of the runway end safety area (RESA).
Findings
- The primary cause of the accident was the decision to reject the takeoff after passing V1 speed.
- A bird strike caused the stall of engine number three, creating the initial emergency.
- The aircraft had lined up at the B1 intersection, which reduced the available runway length despite takeoff parameters being calculated for the full runway.
- There was a lack of situational awareness and less than maximum use of deceleration devices during the abort.
- The existing runway end safety area (RESA) met minimum ICAO requirements but did not meet the more stringent ICAO recommendations for length.