Dates

Event

Constructed as a DC-8-63.

16 June 1968

To Scandaniavian Airlines System with new c/r LN-MOU.

1 November 1971

Photographer: Paul Bannwarth
Notes: At Zurich International, Switzerland

27 March 1974

To Thai International Airways with new c/r HS-TGX.

September 1981

Leased to Icelandair.

September 1981

Photographer: EX/ZX Collection
Notes: At Stockholm

21 November 1981

To Thai International Airways keeping c/r HS-TGX.

15 April 1984

To Sterling Airways with new c/r OY-SBK.

1985

Photographer: EX/ZX Collection

16 December 1986

To Scanair keeping c/r OY-SBK.

Circa 1988

Photographer: EX/ZX Collection
Notes: At Las Palmas

31 March 1989

To Aerolease with new c/r N794AL.

15 May 1989

To Trans Ocean Airways keeping c/r N794AL.

16 July 1989

Photographer: Lewis Grant
Notes: At London Stansted Airport

30 July 1990

To Air Transport International keeping c/r N794AL.

1991

Photographer: Reinhard Zinabold
Notes: N794AL - McDonnell Douglas DC-8-63/F - Burlington Air Express (operated by ATI - Air Transport International) at Orlando International Airport (MCO) in 1991

Operated by Burlington Air Express.

15 February 1992

Destroyed in a crash.
ATI Flight 805 departed from Seattle at 23:20 for a flight to Toledo. The 1st officer was flying the ILS approach to runway 07. For undetermined reasons, he failed to properly capture the ILS localizer and/or glide slope during the approach. At 03:13 the captain decided to carry out a go-around. The aircraft was vectored onto a base leg and given a heading of 100deg to intercept the final approach course again. With a 35 knots crosswind (at 180deg) on the approach the 1st officer had trouble capturing the localizer/glide slope. At 03:24, as the 1st officer was attempting to stabilize the approach, 3 GPWS glide slope warnings and sink rate warnings sounded. The captain took over control at 03:24:17 and performed another missed approach manoeuvre. He became spatially disoriented and inadvertently allowed an unusual attitude to develop with bank angles up to 80deg and pitch angles up to 25deg. When in a nose-low and left bank angle attitude, control of the airplane was transferred back to the 1st officer who began levelling the wings and raising the nose of the airplane. Impact with the ground occurred before the unusual attitude recovery was completed.