ANA Boeing 787 Dreamliner Suffers Dual Engine Failure On Landing

On January 17, 2019, an ANA Boeing 787 Dreamliner suffered a simultaneous dual engine failure on landing at Osaka Itami (ITM).

ANA B787- 8 Dreamliner
ANA currently has 66 Dreamliners in its fleet.

ANA Flight NH-985 had 109 passengers and 9 crew members on board. The flight from Tokyo Haneda (HND) was operated on ANA’s Boeing 787-8 registration number JA825A.

As usual, the pilots deployed the thrust reversers after touchdown to slow down the aircraft. Shortly thereafter they noticed that both Rolls-Royce Trent 1000 engines had shut down. At this point the crew let the aircraft roll down the runway. It came to a complete stop after 8,030 feet.

The pilots consulted their checklists and talked to maintenance personnel, but they were not able to restart the engines. Consequently, the runway was closed until the aircraft was towed off about 40 minutes later. All passengers and crew members were able to disembark the aircraft without further incident.

ANA Aircraft at ITM
ANA offers several flights to and from ITM. The engine failures occurred on runway 32L.

What caused the engines to fail?

At this time, we really do not know what caused the engines to fail. ANA dispatched a maintenance team from Tokyo to investigate the incident. This team, however, was not able to find any faults with the engines. There are speculations that a computer or software issue might have caused the dual engine shutdown.

Furthermore, Boeing just recently issued a bulletin addressing a problem with the Thrust Control Malfunction Accommodation (TCMA) system. The role of the TCMA is to basically shut down the engine if an overthrust is detected by the system. There is a possibility that the system will activate if the aircraft has not transitioned to ground mode and full reverse is selected too quickly after landing.

Nonetheless, we do not know if this is indeed what caused the shutdown. The incident is currently still under investigation.

Dual engine failures

Dual engine failures on commercial aircraft are an extremely rare occurrence. As Simple Flying reported, last December a Brussels Airlines Airbus A330 experienced a dual engine failure during flight. These engine failures, however, did not occur simultaneously. The first engine failed at high altitude, while the second engine failed on approach. The crew was able to restart both engines, and the aircraft performed a normal landing at its destination. It is believed that fuel contamination was the reason for these failures.

Problems with Trent 1000 Engines

This is not the first time that ANA has experienced problems with its Trent 1000 engines.

Last July, ANA had to cancel over 300 Dreamliner flights due to inspections mandated by Japan’s Civil Aviation Bureau. At that time Rolls-Royce stated that premature aging of the compressor blades of the Package C engines could lead to engine failures during flight.

In 2016, ANA experienced three engine failures due to corrosion and cracking of turbine blades. As a result, the airline announced that it was going to overhaul all its Trent 1000 engines.

Rolls-Royce Trent 1000 Engine
The Trent 1000 engines have experienced several issues in the past.

It will be interesting to see what the investigations reveal regarding the latest incident. Simple Flying will provide an update as soon as it becomes available.

What do you think might have caused the simultaneous dual engine shutdown?

Leave a Reply

11 Comment threads
9 Thread replies
Most reacted comment
Hottest comment thread
18 Comment authors
newest oldest most voted
Richard Hundleyl in

Probably a software problem that’s the only thing that really makes sense

joe schmo

As a software engineer, I think its very scary that fautly software can stop both engines. That to me is a safety problem in itself.

Dave Williams

I’m a retired airline pilot, flew B747-400 aircraft for years. We had some ‘ghost’ software problems the software engineers could never solve. We even had some of the software engineers fly to Tokyo and back with us because the problem only appeared on the return trip. We would usually be at 37,000 feet just reaching the N. American Continent, South of Anchorage, and all four throttles would retard to idle and then power back up to cruise power without losing more than 10 kts of airspeed. The first time it happened I disconnected the autothrottles and reset cruise power. After… Read more »


Pilot probably moved throttle levers to cutoff.


Thrust levers do not cut off engines. There are two cutoff switches on the P8 panel that operate that function. More than likely a software problem.

Freitas, Fernando

In this spevific event for sure its not a problem with the engines itself. But what was the cause only God, and Boeing engeneers would know – but probably we’ll never hear the thruth.

Jeff Gillis

Boeing will tell you the truth.

walter Pedro

Formation of ice within the engine fuel system maybe?

Ian Shepherd

On such a short sector, highly unlikely!

Walter Pedro sr

Formation of ice in in the kerosine fuel system.

Uncle Ron

This time, SW defect. Too much SW in both Boeing and Airbus planes. Earlier Trent failures were caused by defective materials/engineering/manufacturing. If I ran an airline, I would use Airbus and RR only to get Boeing/GE prices down. I wouldn’t actually buy their products.


wild speculations…. the headlines should have read “… engine failure AFTER landing.”


if it is an engine issue then Boeing will not respond directly. Engine choice is made by the airline that purchases the airplane not Boeing. Previous Trent issues should be of concern to airlines. If it was computer – then Boeing will need to fix that.

James D. Lilley

Premature aplication of thrust reversers before the a/c was in the ground mode sounds like the problem.


I agree.

John D

If the thrust reversers are activated while the forward lav is being flushed, both engines will automatically shut down to avoid injesting methane gases which are known to be explosive under the right conditions.

If you believe this you’ll believe anything.

Skip K.

We all know the Lavs keep Locked during landings – blaming the lav locks?


ingest ,to take in ,injest is to be makin a joke


A few years back an A340-600 had 3 engines flame out after landing. This was due to dispatching with an LGCIU inop and the system logic keeping the TAT probes heated for a longer time than normal after touch down. EEC’s then sensed the OAT was warmer than it actually was so supplied less fuel to 3 engines which then flamed out. A simple explanation like this might be the cause of the flame out, but not sure why they wouldn’t start again. Some system logic.


Rolling down runway using 8000 ft was pilot choice or controllers since the braking system is fully capable of stopping the plane. Thrust reversers are not part of the braking system. Just there to help reduce wear on the brakes. Plane brakes are certified without thrust reversers.
Flight test program 747 brake certification