Flight PX-3 | Registration: P2-PXV
Date: 9 April 2025 | Location: South of Port Moresby, Papua New Guinea
Flight Details
• Aircraft Type: Boeing 767-341(ER)
• Engines: 2 × General Electric CF6-80C2B6F
• Operator: Air Niugini
• Registration: P2-PXV
• Flight Number: PX-3
• Callsign: ANG003
• Route: Port Moresby (AYPY), Papua New Guinea to Brisbane (YBBN), Queensland, Australia
• Date of Incident: 9 April 2025
• Total Occupants: Estimated 200 (passengers and crew)
• Weather Conditions: Enroute, no adverse conditions reported
Introduction
On 9 April 2025, Air Niugini flight PX-3, a scheduled international service from Port Moresby to Brisbane, was forced to turn back mid-flight after the crew detected a crack in the cockpit windshield while cruising at FL390 over the Pacific Ocean. The aircraft, a Boeing 767-300ER registered P2-PXV, had been airborne for just under two hours when the decision was made to return to Port Moresby. The aircraft landed safely and without further incident. No injuries were reported, and the flight was later completed by a replacement Boeing 737-800.
Sequence of Events
Approximately 340 nautical miles south of Port Moresby, while in level cruise at 39,000 feet, the flight crew observed the formation of a crack in the outer ply of the forward cockpit windshield.
Windshield cracking is a recognised failure mode in high-altitude pressurised flight. Most modern transport aircraft, including the 767, are fitted with multi-layered laminated windshields, comprising multiple glass and polycarbonate layers with embedded heating elements.
In this case, the outermost layer (non-structural) was affected. However, due to:
• Potential for further delamination
• Loss of heating or electrical failure
• Disruption to structural integrity over time
• Risk of shattering or noise intrusion at cruise speed
…the crew followed standard Boeing procedures, declared a precautionary return, and coordinated with ATC to initiate a turnback to Port Moresby.
The aircraft began a gradual descent and returned to base, where it landed safely approximately 1 hour and 50 minutes after departure.
Crew & Communication
The cockpit crew executed the QRH abnormal checklist for cracked or damaged windshield. As the integrity of the inner structural layers was not compromised, no decompression occurred, and pressurisation remained stable.
The crew remained in radio contact with Oceanic and domestic air traffic control, provided updates to passengers, and initiated a non-emergency return.
Cabin crew were briefed to monitor for passenger discomfort or signs of structural noise. No further issues were reported during the descent or approach.
Aircraft Systems & Technical Analysis
The Boeing 767’s windshield comprises three main layers:
1. Outer ply – exposed to weather, UV, and pressure differentials
2. Interlayer – bonded for redundancy
3. Inner ply – maintains structural pressure integrity
Windshields are also fitted with electrically conductive coatings for de-icing and anti-fogging, embedded within the laminated layers. Cracks can propagate due to:
• Thermal stress (especially during rapid pressurisation or de-icing cycles)
• Manufacturing defects
• Material fatigue over time
• Bird strike or foreign object impact (on ground)
Initial maintenance investigation confirmed that the crack originated in the outermost layer and did not penetrate through to the pressure-retaining layers. There was no loss of cabin pressure, and the heating element continued functioning during the flight.
The aircraft was returned to service 7.5 hours after landing, indicating the issue was resolved without extensive structural damage—likely through replacement of the windshield pane.
Passenger Experience & Cabin Conditions
There were no injuries or adverse cabin effects reported. Passengers were informed mid-flight of the technical issue and updated about the diversion. The descent was controlled and gradual, avoiding unnecessary alarm.
Upon landing, passengers were deplaned normally. Air Niugini arranged for a replacement aircraft (Boeing 737-800, P2-PXB) which completed the journey to Brisbane with a delay of approximately 4 hours and 40 minutes.
Emergency Response & Aftermath
As the incident was precautionary and not classified as an in-flight emergency, no emergency services were activated at Port Moresby.
The aircraft was towed to a remote stand for inspection by Air Niugini’s engineering team. Temporary grounding followed while maintenance staff conducted:
• Detailed visual and borescope inspection
• Evaluation of heating system continuity
• Structural verification of adjacent framing
• Replacement of the damaged windshield panel
Aircraft P2-PXV was returned to commercial service the same day, indicating no further airworthiness issues.
Investigation Status
The incident was logged as a technical occurrence and not classified as an accident or serious incident. There is no indication that a formal investigation by PNG’s Civil Aviation Safety Authority (CASA PNG) or Australia’s ATSB has been initiated, although standard notifications were issued.
The aircraft’s maintenance records, specifically relating to previous windshield replacements, inspections, or heating anomalies, were reviewed internally by Air Niugini.
Root Cause & Contributing Factors
Probable Root Cause:
Cracking of the outermost ply of the cockpit windshield, likely due to thermal stress or material fatigue.
Contributing Factors:
• Possible microfractures from previous maintenance or heating cycles
• Age and operating cycles of the windshield unit
• Environmental conditions at high altitude
While the windshield retained pressurisation integrity, the event prompted appropriate precautionary action.
Safety Recommendations & Industry Impact
While no formal safety recommendations have been issued, this event reinforces several ongoing best practices:
• Routine borescope and ultrasonic checks for microfractures in high-cycle windshields
• Maintenance teams should monitor windshield heating trends and resistance values
• Flight crew training on cracked windshield procedures remains vital, especially when assessing severity at cruise altitude
• Airlines operating older long-haul fleets like the Boeing 767 should review windshield replacement intervals proactively
No changes to regulatory procedures are expected at this stage.
Conclusion
Air Niugini flight PX-3 demonstrates the importance of crew vigilance, adherence to aircraft manufacturer procedures, and transparent communication during technical anomalies. While the cracked windshield posed no immediate danger, the decision to return exemplified prudent airmanship and ensured passenger safety.
The incident serves as a reminder that even minor structural defects at altitude warrant swift, cautious response, especially when involving pressurisation-critical components.
Disclaimer
This article is based on publicly available information and reports at the time of writing. While every effort has been made to ensure accuracy, we cannot guarantee the completeness of the information provided.
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