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progressive decline of airspeed. It was the PF's duty to retract the landing gear. Just one second prior to the engine failure, First
Officer Yousfi was the PF and she had actually requested the captain to retract the landing gear. However, as the role was immediately switched by the captain, then it was up to the captain to request a gear up to the other flight crew. During the emergency, First Officer Yousfi had offered to retract the landing gear. As Captain Benaouicha was preoccupied with the emergency, he was not able to hear the first officer's offer. The gear then remained in extended position and the aircraft stayed in its high pitch attitude, diminishing the aircraft's ability to fly and ultimately causing the aircraft to crash.
29:
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expand and eventually prevented the cooling stage, which was triggered by gas leaving the gas chamber. The absence of cooling then caused the high temperature to melt the guide vanes of the low pressure part of the engine, destroying the lower pressure part. This in turn caused a massive drop in engine rotation speed. Metallurgical analysis on the nozzle guide vanes of the high pressure part revealed that there were fatigue cracks on one of the blades, indicating that a blade had broken off during the take-off. This was concluded as the source of the engine failure aboard Flight 6289.
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impending stall. The speed continued to drop and the aircraft finally entered a full stall. Captain
Benaouicha, somehow still unconvinced, continuously asked Yousfi to let go of the yoke. She continuously insisted that she had let go. This conflict continued until the end of the recording. At 335 ft, both recordings abruptly stopped. The last recorded voice was the "Don't sink" alarm from the aircraft's GPWS. The speed was at 126 knots and the landing gear was still in extended position.
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thus the briefing was discontinued. The pre-flight briefing was crucial as this was the exact moment when flight crew were informed on the roles of each crew members and the appropriate procedures that the crew should have taken in case the crew faced an anomaly during the take-off. The interrupted briefing indicated the crew's failure to emphasize the importance of flight safety in regards to the possible anomalies that might be encountered during a critical phase of the flight.
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the residents in the area. Special sponsorship would also be given to
Mouloudia d'Adriane, the football club that lost 14 members of the team in the crash. Minister of Youth and Sports El Hadi Ould Ali stated that "The state does not forget its children and full support will be given to the club so that it can return to the sports scene". After the crash, the football club worked hard to promote multiple sport activities in Tamanrasset.
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failure. In the case of uncontained engine failure, the resulting damage would have caused a significant amount of drag, complicating the aircraft's control and ultimately caused the decay of the aircraft's speed. As the engine failure in Flight 6289 was actually contained, then the flight control would not have been much compromised. The crew should have also been able to conduct an emergency landing with only one operating engine.
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exact cause of the emergency. As he was not a PNF anymore, his duty to monitor the aircraft's instruments was immediately handed over to the first officer, who had been at the controls for the entire time prior to the role switch. His decision to switch his role as a PF was unclear. Both flight crew had not agreed to switch roles in case of a flight emergency, leading the first officer to be confused by the captain's decision.
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were consistent with an explosion as they claimed that a large thumping noise was heard immediately after take-off from
Tamanrasset. Initial examination on the runway later revealed the presence of debris from one of the aircraft's engines. During the wreckage examination, investigators discovered that during the flight the left engine was rotating at low speed with no thrust.
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assess the situation. The take-off weight of Flight 6289 at the time was near its maximum allowable take-off weight, causing a reduction in the aircraft's ability to take-off. The location of the airport and the weather condition, which was located at an elevation of 1,300 ft with a typical hot desert temperature at noon,
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The first sign of crew error was apparent from the initial stage of the flight. Prior to take-off, First
Officer Yousfi was about to give the crew members a pre-flight briefing when she was suddenly interrupted by Captain Benaouicha. The captain immediately chatted with the chief flight attendant and
511:
According to the recorders, during the preparation for the flight, First
Officer Yousfi had conducted the pre-departure checklist by herself as Captain Benaouicha was running late. He eventually arrived when Yousfi was about to give the pre-flight briefing to the crew members. During the taxiing, the
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There were 6 crew members on board, consisting of 2 flight crew and 4 cabin crew. The captain, 48-year-old
Boualem Benaouicha, had accumulated a total of 10,760 hours of flight experience, including 1,087 hours on the Boeing 737-200 as captain. He had obtained his license to fly a Boeing 737 in 2001.
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Officials agreed to build a monument for the victims of the crash. A monument was later erected near the crash site of Flight 6289. Multiple events were also held to commemorate the victims of the crash. In the nearby Ben
Messaoud sports complex in Iméchouène, multiple mini-tournaments were held for
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Crisis centres were immediately set up in
Algiers and Paris. Government officials, including Interior Minister Moureddine Yazid Zerhouni and Transport Minister Abdelmalek Sellal, visited Tamanrasset to observe the crash site. A repatriation ceremony for the six French victims was held in Algiers. At
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After the accident, the findings led to the conclusion that an engine failure indeed had occurred aboard the flight. However, the engine failure was actually contained inside the engine itself. The engine cowling did not blow in the outward direction, which would have indicated an uncontained engine
486:
There were widespread reports that one of the engines had caught fire shortly after take-off from
Tamanrasset. Officials also reported that "technical problems" might have been the cause of the crash as there had been reports of an explosion on one of the engines. Testimonies from multiple witnesses
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As his tasks were immediately transferred to the first officer, the captain could not fully understand the situation at the time. While he was taking over the control, he repeatedly asked the first officer to let go of the yoke. The first officer was unsure of her flight role due to the sudden role
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During the aircraft's rotation, the engine suddenly malfunctioned. Captain Benaouicha, without hesitation, immediately initiated a switching of roles from pilot not flying (PNF) to pilot flying (PF). His previous role required him to scan the instruments so that the flight crew could understand the
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The flight recorders were retrieved from the wreckage on the same day of the accident. The CVR showed few signs of damage, while the FDR was exposed to fire. Both recorders' memory cards were in good condition, allowing a direct readout. On 13 March, the readout was performed by BEA. Due to the old
351:
According to the maintenance logs, the aircraft was maintained in accordance with the written maintenance manual. The last major overhaul had been conducted from October to November 2002. The left engine was installed in 2002 and the right engine was installed in 2001. The left engine and the right
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The investigation concluded that a flight crew error caused the crash following an engine failure shortly after take-off. The captain of Flight 6289 had taken over the control from the first officer without adequate identification of the actual emergency. As the flight crew could not comprehend the
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Following the crash, investigators asked Air Algérie to ensure that their cockpit resource management (CRM) training effectively heighten flight crew awareness on the strict respect of following the procedures of the appropriate hand-over and task-sharing. Other recommendations were also issued to
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A more thorough examination was then carried out. Analysis on the left engine revealed that the nozzle guide vanes (stator blades) had been severely damaged, particularly on the lower part of the engine. As some parts of the guide vanes were destroyed, the gas inside the engine could not normally
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In response to the crash, investigators issued a recommendation for the Algerian government to create an independent investigative body for aircraft accidents in the country. However, this recommendation was not enacted and as of 2024 there is still no independent aircraft accident investigation
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There were multiple factors that ultimately caused the aircraft's inability to fly safely. Investigators stated that the occurrence of an engine failure during a critical phase of the flight (e.g., during the aircraft's rotation) would have provided the crew with a very limited amount of time to
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First Officer Yousfi immediately reported that Flight 6289 was experiencing a small problem. The aircraft then climbed to a maximum altitude of 398 ft with a speed of 134 knots. The altitude and the speed then dropped and the stick shaker was activated for one second, warning the crew of an
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The impact and the fire that had erupted due to the crash immediately killed 102 people on board. The cockpit occupants, including the captain, first officer, and the chief attendant, were killed due to the impact. The rest of the occupants were killed due to the massive explosion that had been
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The aircraft continued to climb with its landing gear still extended, reaching a maximum height of around 400 ft (120 m) before its airspeed significantly dropped from 160 knots (300 km/h; 180 mph) to its stall speed. It descended with its nose in up position and eventually
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of the accident was 28-year-old Algerian soldier Youcef Djillali. He was seated in the last row with his seat belt unfastened (as indicated in his statement) and was ejected from the plane upon impact, escaping from the accident. The man was found in a coma with multiple injuries. However, he
432:
Flight 6289 took off from Tamanrasset at 15:13 CET. Shortly after, an explosion occurred in one of the engines. The explosion was loud enough to be heard by workers in Tamanrasset's air traffic control tower and other witnesses in the area. Debris was seen dropping onto the runway. Due to the
503:
The contained engine failure should not have caused the aircraft to crash as it would not have resulted in control difficulty. With a contained engine failure on only one engine, the crew should have been able to return to the airport safely. A further confirmation was needed from the flight
577:
At the time of the emergency, the landing gear was still in the extended position. During an engine failure on take-off, the crew should have immediately retracted the landing gear as the extension of landing gear would have resulted in difficult aerodynamics of the aircraft, thus causing a
546:
However, management of the emergency by the flight crew was the most crucial part for the aircraft to be able to return in a safe manner. If the flight crew had taken the correct actions for the emergency immediately, then the aircraft would not have crashed onto the field.
417:, pushback clearance was requested by the crew and the ATC cleared the crew to taxi to Runway 02. As the flight crew reported that they were ready for take-off, the ATC later asked the crew to line up and later cleared the crew for take-off to Ghardaia. The crew chose a V
512:
captain could be heard conversing with the chief attendant, who was also in the cockpit, rather than paying attention to the flight operation. There was no discussion on the possible anomaly that might have occurred in-flight, as per the approved Air Algérie procedure.
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The accident was caused by the loss of an engine during a critical phase of flight, the non-retraction of the landing gear after the engine failure, and the captain, the PNF, taking over control of the airplane before having clearly identified the problem.
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several times, later asking "What's going on?" The captain immediately took over the control and asked Yousfi to let go of the controls. She stated that she had let go and later offered to retract the gear to the captain, which was met with no response.
519:(lift the nose wheel off the ground during takeoff). First Officer Yousfi then asked for gear retraction. A second later, a loud thump was heard, indicating the start of the left engine failure. Startled, the first officer immediately exclaimed the
368:
were initially thought to be on board the flight. The number was later revised down to 6. Among the passengers were 14 members of the Mouloudia d'Adriane football team, who were heading to Ghardaia for the regional qualification of the
410:. The fare was also described as fairly cheap. On 6 March 2003, the flight was carrying 97 passengers and 6 crew members, with First Officer Yousfi as the pilot flying. The temperature was high and the visibility was good.
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crashed onto a field at 15:15 CET, striking the ground with its right side and bursting into flames. The wreckage slid across the ground and struck the airport's perimeter fence, crossed a road and finally came to rest.
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The sudden switch also created a sudden increase of stress for the captain. Overwhelmed by the sudden task switch, the captain was only focusing on the pitch attitude of the aircraft. He maintained an excessive
558:, which prohibited flight crew from engaging in conversations unrelated to the flight during critical phases. During the entire conversation, not a single dialogue was related to a possible anomaly on take-off.
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The first officer, identified as 44-year-old Fatima Yousfi, had accumulated a total of 5,219 flight hours, including 1,292 hours on the Boeing 737-200. According to Algerian French-language newspaper
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406:, to the Algerian capital of Algiers with a stopover in Ghardaia. The flight was popular for Algerians and tourists as Tamanrasset was known for its archaeological sites and was the capital of the
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the absence of any teamwork after the engine failure, which led to a failure to detect and correct parameters related to the conduct of the flight (speed, rate of climb, configuration, etc.);
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during the entire emergency. His decision was probably influenced by the rocky environment of the airport, which would have made it impossible for the crew to conduct an emergency landing.
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explosion, the aircraft swayed to the left; later it veered to the right as the crew tried to correct its heading. Seconds later, First Officer Yousfi reported: "We have a small problem".
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switch that had been made by the captain. This was indicated by the recording. During the stall warning activation, the first officer's hands were still at the control column.
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543:. The reduction in air density resulted in the reduction of the engine output as well. Thus, the aircraft would have needed a higher airspeed to take off from the runway.
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age of the FDR, there were only six recorded parameters: time, pressure altitude, speed, magnetic heading, vertical acceleration, and send/receive VHF communication.
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364:. Authorities stated that among the 97 passengers, a total of 39 passengers would have disembarked in Algiers and another 58 were heading to Ghardaia. At least 7
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the perfunctory flight preparation, which meant that the crew were not equipped to face the situation that occurred at a critical moment of the flight;
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exact cause of the emergency, appropriate corrective actions were not taken. The speed drastically dropped and the aircraft crashed into the terrain.
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1464:[An Air Algérie plane with 103 people on board crashes on takeoff from Tamanrasset: 102 dead, 1 survivor] (in French). Associated Press.
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319:, killing all but one of the 103 people on board. At the time of the accident, it was the deadliest aviation disaster on Algerian soil.
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462:, the commission was led by M. Affane, then Director General of the Algerian Ministry of Transport. Technical support from the
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Captain Benaouicha kept talking to the chief flight attendant even during the aircraft's taxi. This was a breach of the
791:"Report on the accident on 6 March 2003 at Tamanrasset to the Boeing 737-200 registered 7T-VEZ operated by Air Algérie"
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1462:"Un avion d'Air Algérie avec 103 personnes à bord s'écrase au décollage de Tamanrasset: 102 morts, 1 survivant"
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1709:
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Analysis of the accident and review of the Final Report by a commercial aircraft pilot and training captain
1490:[Tamanrasset: football clubs challenge Lhadi Ould Ali] (in French). Interlignes. 24 December 2017.
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recorders to understand the situation on board that might have explained the exact cause of the crash.
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403:
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the coincidence between the moment the failure occurred and the request to retract the landing gear;
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engines. The aircraft entered service on 9 December 1983 and had flown for more than 40,000 hours.
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the takeoff weight being close to the maximum with a high aerodrome altitude and high temperature;
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344:(Mountains of Daïa) with an Algerian registration of 7T-VEZ, the aircraft was equipped with two
865:
478:. A total of 7 meetings were held to analyze the result and the progress of the investigation.
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regained consciousness the next day. Doctors said that his injuries were not life-threatening.
33:
7T-VEZ, the aircraft involved in the accident, seen here on 29 August 1999 in a previous livery
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maintaining an inappropriate rate of climb, taking into account the failure of one engine;
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285:
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engine had accrued a total of 30,586 flight hours and 22,884 flight hours, respectively.
895:"Engine on Fire, Algerian Airplane Crashes, Killing All but One of 103 (Published 2003)"
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was requested. Additionally, the investigation was assisted by representatives from the
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1069:"Crash du vol 6289 d'Air Algérie : Une tragédie encore vivace à Tamanrasset"
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the rocky environment around the aerodrome, unsuitable for an emergency landing.
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81:
1071:[Air Algerie flight 6289 crash: a tragedy still alive in Tamanrasset].
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the speed of the event that left the crew little time to recover the situation;
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of 150 knots (280 km/h; 170 mph) with a maximum thrust on take-off.
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As the aircraft reached its rotation speed, Captain Benaouicha called for
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866:"ASN Aircraft accident Boeing 737-2T4 7T-VEZ Tamanrasset Airport (TMR)"
521:
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immediately set up a commission to investigate the accident. Under the
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1488:"Tamanrasset : les clubs de football interpellent Lhadi Ould Ali"
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The aircraft was carrying 97 passengers. Most of those on board were
467:
1597:
471:
1865:
Airliner accidents and incidents caused by mechanical failure
694:
List of accidents and incidents involving commercial aircraft
594:
The following factors probably contributed to the accident:
1095:"Les habitants de l'Ahaggar pleurent toujours les victimes"
402:
Flight 6289 was a flight from Tamanrasset, the capital of
1890:
Accidents and incidents involving the Boeing 737 Original
1870:
Airliner accidents and incidents caused by engine failure
1097:[The people of Ahaggar still mourn the victims].
16:
2003 deadly passenger plane crash in Tamanrasset, Algeria
1127:[An Air Algerie Boeing crashes in Tamanrasset].
821:
Bureau of Enquiry and Analysis for Civil Aviation Safety
307:. On 6 March 2003, the aircraft operating the flight, a
1905:
Airliner accidents and incidents caused by pilot error
1298:"Recap: 102 die, one survives in Algerian plane crash"
340:
with a manufacturer serial number of 22700. Named as
1351:[Tamanrasset: 102 dead including 6 French].
841:. National Transportation Safety Board. DCA03RA029.
586:The final report was published with the following:
383:, she was a sister of Algerian government official
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961:"102 Die as Algerian Flight Crashes After Takeoff"
1449:A crisis team has been set up at Algiers Airport
1125:"Un Boeing d'Air Algérie s'écrase à Tamanrasset"
425:of 146 knots (270 km/h; 168 mph) and V
1562:) – The French version is the original version
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1609:
421:of 144 knots (267 km/h; 166 mph), V
8:
1730:Ukrainian-Mediterranean Airlines Flight 4230
315:shortly after taking off from Tamanrasset's
21:
1880:Aviation accidents and incidents in Algeria
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1184:"Plane Crash in Algeria Kills at Least 97"
641:while the other four were flown to Paris.
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1131:(in French). 8 March 2003. Archived from
1875:Aviation accidents and incidents in 2003
1381:"'Technical fault' caused Algeria crash"
1152:
1150:
987:"'Technical fault' caused Algeria crash"
1349:"Tamanrasset: 102 mortsdont 6 Français"
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1526:Ministry of Public Works and Transport
1433:"Over 100 die in Algerian plane crash"
802:Ministry of Public Works and Transport
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637:least two of the victims were sent to
1269:"Soldier survives desert plane crash"
845:from the original on 21 December 2018
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1494:from the original on 23 January 2018
1160:[102 dead in Boeing crash].
1046:. Agence France-Presse. 7 March 2003
811:from the original on 5 February 2012
1895:Air Algérie accidents and incidents
1361:from the original on 7 January 2014
1158:"102 morts dans le crash du Boeing"
699:Midwest Express Airlines Flight 105
1553:Official Accident Report info page
1541:Full official report – PDF version
1531:Official Accident Report info page
1468:from the original on 18 April 2003
1190:. Associated Press. 6 March 2003.
1040:"One survivor in desert air crash"
1012:Guttery, Ben R. (1 January 1998).
901:. Associated Press. 7 March 2003.
541:caused the air density to decrease
317:Aguenar – Hadj Bey Akhamok Airport
191:Aguenar – Hadj Bey Akhamok Airport
78:Aguenar – Hadj Bey Akhamok Airport
14:
1324:"Air Algerie 6289 CVR Transcript"
206:Noumérat – Moufdi Zakaria Airport
1626:Aviation accidents and incidents
1243:"Soldier is sole crash survivor"
1015:Encyclopedia of African Airlines
967:. Associated Press. 7 March 2003
928:"Algerian plane crash kills 102"
673:
659:
336:The aircraft was a 19-year old
282:Air Algérie Flight 6289 (AH6289)
27:
1800:Polish Air Force Mil Mi-8 crash
1790:Baghdad DHL attempted shootdown
709:LOT Polish Airlines Flight 5055
689:Centurion Air Cargo Flight 164
460:Algerian Ministry of Transport
395:All times in this article are
1:
1217:"Algeria air crash kills 102"
1770:Tropical Airways Flight 1301
1720:Boeing 727-223 disappearance
1357:(in French). 11 March 2003.
704:LOT Polish Airlines Flight 7
346:Pratt & Whitney JT8D-17A
1900:March 2003 events in Africa
1650:Turkish Airlines Flight 634
1101:(in French). Archived from
1018:. Ben Guttery. p. 15.
397:Central European Time (CET)
292:to the nation's capital of
1926:
714:United Airlines Flight 232
482:Engine failure on take-off
476:Pratt & Whitney Canada
454:Prime Minister of Algeria
394:
1910:2003 disasters in Algeria
1829:
1680:Iran Ilyushin Il-76 crash
1641:
1407:"102 dead in plane crash"
1273:The Sydney Morning Herald
1164:(in French). 7 March 2003
628:the Algerian government.
499:Flight recorders analysis
441:caused by the crash. The
286:domestic passenger flight
221:Houari Boumediene Airport
26:
1860:2003 disasters in Africa
1810:FedEx Express Flight 647
1760:Sudan Airways Flight 139
1690:Air Algérie Flight 6289
1660:Air Midwest Flight 5481
1521:Aviation Safety Network
1249:. Reuters. 7 March 2003
874:Aviation Safety Network
649:commission in Algeria.
300:, operated by Algerian
22:Air Algérie Flight 6289
1780:Colgan Air Flight 9446
1740:QantasLink Flight 1737
625:
47:6 March 2003
1354:Le Nouvel Observateur
1750:Brit Air Flight 5672
1700:Air China Flight 112
1670:TANS Perú Flight 222
1566:Full official report
1517:Accident description
556:sterile cockpit rule
404:Tamanrasset Province
313:Trans-Sahara Highway
1838:► 2004
1832:2002 ◄
1387:. BBC. 7 March 2003
870:aviation-safety.net
371:Algerian League One
356:Passengers and crew
311:, crashed near the
296:with a stopover in
100: /
23:
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1710:Congo air disaster
1188:The New York Times
1162:La Dépêche du Midi
899:The New York Times
135:Aircraft name
125:Aircraft type
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1105:on 5 January 2022
965:Los Angeles Times
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172:AIR ALGERIE 6289
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1439:. 7 March 2003
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1496:. Retrieved
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1470:. Retrieved
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1199:. Retrieved
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1137:. Retrieved
1133:the original
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1103:the original
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932:The Guardian
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839:www.ntsb.gov
838:
835:"DCA03RA029"
829:
819:– via
813:. Retrieved
798:www.bea.aero
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178:Registration
18:
1569:(in French)
1556:(in French)
1365:31 December
1308:13 November
1279:13 November
1253:13 November
1227:13 November
1075:(in French)
997:13 November
971:13 November
945:13 November
912:13 November
849:21 December
815:21 December
456:Ali Benflis
305:Air Algérie
290:Tamanrasset
217:Destination
195:Tamanrasset
147:Air Algérie
107: /
82:Tamanrasset
69:on take-off
1854:Categories
1328:Tailstrike
720:References
639:Marseilles
582:Conclusion
464:French BEA
327:Background
256:Fatalities
240:Passengers
84:, Algeria
51:2003-03-06
1498:5 January
1472:5 January
1443:5 January
1417:6 January
1391:6 January
1201:5 January
1196:0362-4331
1139:5 January
1109:5 January
1079:5 January
1050:5 January
940:0261-3077
907:0362-4331
632:Aftermath
362:Algerians
272:Survivors
232:Occupants
227:, Algeria
212:, Algeria
197:, Algeria
169:Call sign
1492:Archived
1466:Archived
1385:BBC News
1359:Archived
1221:BBC News
991:BBC News
843:Archived
806:Archived
653:See also
618:—
517:rotation
391:Accident
332:Aircraft
298:Ghardaïa
264:Injuries
210:Ghardaia
202:Stopover
143:Operator
120:Aircraft
39:Accident
1630: (
1628:in 2003
1589:YouTube
1573:Archive
1560:Archive
1545:Archive
1535:Archive
1519:at the
1333:29 June
1044:The Age
879:9 April
522:basmala
380:Liberté
294:Algiers
225:Algiers
164:DAH6289
92:22°47′N
63:Stalled
59:Summary
49: (
1816:Dec 25
1806:Dec 18
1786:Nov 22
1776:Aug 26
1766:Aug 24
1746:Jun 22
1736:May 29
1726:May 26
1716:May 25
1696:Mar 15
1676:Feb 19
1194:
1168:22 May
1022:
938:
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182:7T-VEZ
156:AH6289
95:5°31′E
65:after
1796:Dec 4
1756:Jul 8
1706:May 8
1686:Mar 6
1666:Jan 9
1656:Jan 8
1646:Jan 8
809:(PDF)
794:(PDF)
288:from
1632:2003
1500:2022
1474:2022
1445:2022
1419:2022
1393:2022
1367:2013
1335:2024
1310:2020
1281:2020
1255:2020
1229:2020
1203:2022
1192:ISSN
1170:2020
1141:2022
1111:2022
1081:2022
1052:2022
1020:ISBN
999:2020
973:2020
947:2020
936:ISSN
914:2020
903:ISSN
881:2017
851:2018
817:2018
474:and
468:NTSB
248:Crew
74:Site
44:Date
1587:on
1247:CNN
620:BEA
472:FAA
415:CET
259:102
235:103
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