Investigation Summary
During the approach to JFK, the crew of Flight 901 encountered rain and fog, reducing visibility. The First Officer conducted an ILS approach with the autothrottle engaged, intended to maintain a target speed of 168 knots. However, the autothrottle system malfunctioned, a behavior noted in maintenance logs from the previous day where it had maintained speeds 20 knots higher than commanded. During the approach, the crew initially prepared for a Category 2 ILS landing due to low visibility, setting the radio altimeters to the lower Category 2 decision height. When visibility slightly improved, they decided to conduct a Category 1 approach but failed to reset the radio altimeters to the higher Category 1 decision height. This error meant the crew lacked the correct altitude awareness and automated alerts for the higher decision height required for a Category 1 approach. The aircraft reached speeds as high as 205 knots during the final stages of the approach. The Captain, focused on the airspeed indicator rather than ground speed, failed to recognize the significant deviation until the aircraft was over the runway threshold. The DC-10 touched down approximately 4,700 feet (1,440 meters) beyond the threshold of the 8,400-foot runway. Realizing they could not stop, the Captain used the rudder to steer the aircraft to the right to avoid the approach lighting system. The aircraft traveled 650 feet past the runway end before stopping in the water. The evacuation was completed in approximately two minutes, though the crew found the PA system and radio communications were inoperative after the crash.
Final Conclusions
The NTSB determined the probable cause was the flight crew's disregard for prescribed procedures for monitoring and controlling airspeed, the decision to continue the landing instead of executing a missed approach, and an overreliance on an autothrottle system with a history of recent malfunctions. The investigation resulted in NTSB Report AAR-84/15, published in November 1984.
Video Analysis
No video analysis linked for this case file yet.
Airframe & Maintenance
Crew Experience
Captain
Hans Olof Marner, age 54
First Officer
Eddie George Lund, age 49
Systems & Failure Modes
Autothrottle
A system designed to automatically control engine power to maintain a selected airspeed; in this case, a software or mechanical malfunction caused it to maintain excessive speed.
Approach Lighting System (ALS)
A series of lights extending from the runway end; the Captain intentionally steered away from these to prevent more severe structural damage or fire.
Interesting Facts
- 01The aircraft was traveling at 205 knots before landing, significantly higher than the intended approach speed.
- 02The autothrottle had been logged the previous day as maintaining speeds 20 knots higher than programmed.
- 03Twelve occupants sustained minor injuries during the excursion and evacuation.
- 04The aircraft, named 'Haakon Viking', was repaired and served as a freighter for FedEx (N311FE) from 1985 until its retirement in December 2022.
- 05After being stored in California, the aircraft was acquired by Panamanian freight airline Cargo Three in 2024, becoming one of the last active DC-10s; it was reported as parked as of early 2026.
- 06Visibility was low at the time of the accident, preventing the control tower from seeing the aircraft's arrival.
- 07The touchdown occurred nearly halfway down the 8,400-foot runway.
Safety Actions & Advisories
NTSB A-84-123
Modify pilot training programs to address the degradation of pilot performance resulting from automation and to ensure pilots take full advantage of safety benefits without overreliance.
NTSB A-84-124
Require air carriers to specify actual speed deviations (e.g., +10, +20 knots) from computed reference speeds during pilot airspeed callout procedures.