![\"picture](\"https:\/\/www.europesays.com\/germany\/wp-content\/uploads\/2026\/08\/picture-shows-dhl-logo-distribution-centre-new.jpg\"){kind=logo}
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A picture shows the DHL logo on a distribution centre of the new DHL Express air hub at the Roissy-Charles de Gaulle airport, outside Paris, on October 5, 2021.
\nERIC PIERMONT\/AFP via Getty Images<\/p>\n
A DHL cargo jet touched down at Los Angeles International Airport on the night of August 26 with its brakes locked, igniting four rear tires in a runway fire that blasted flames sideways from the aircraft’s undercarriage and temporarily shut down one of LAX’s southernmost runways \u2014 all while the flight crew had no reliable means to see it coming. The incident was confirmed by NBC Los Angeles and multiple outlets<\/a> within minutes of the event.<\/p>\n The aircraft \u2014 a Boeing 737-883 in its BDSF converted-freighter configuration, registered as N326FL and operated by Kalitta Charters II under flight number KII1814 \u2014 arrived from Phoenix at approximately 11:10 p.m. local time, touching down on Runway 25L just west of the Sepulveda Tunnel. Air traffic control audio captured the pilot reporting that the aircraft’s brakes had locked up during the landing roll. Multiple loud pops followed by visible flame shooting from the left side of the undercarriage were captured on bystander video<\/a> that spread widely on social media within minutes of the incident. According to the Aviation Safety Network incident record<\/a>, the airplane operating as flight KII1814 suffered a brake lockup during landing that caused a tire fire.<\/p>\n No crew injuries were reported. No injuries were reported<\/a> among crew members. KABC-TV’s news helicopter, which reached the scene after LAX emergency crews extinguished the blaze, showed four rear tires severely destroyed<\/a>, with scorching on the aircraft’s undercarriage and a large pool of water surrounding the stopped freighter.<\/p>\n What Brake Lockup Actually Is \u2014 and Why the 737’s Design Cannot Warn the Crew<\/p>\n The visual drama of the incident \u2014 flames shooting sideways, multiple tire explosions audible in bystander video \u2014 follows directly from a well-documented failure chain in commercial aircraft braking, and from a structural limitation in the Boeing 737’s brake architecture that Boeing itself acknowledges.<\/p>\n On a Boeing 737-800, the heart of the braking system is the Brake System Control Unit, or BSCU. Every main landing gear wheel axle carries a wheel-speed transducer on each axle<\/a> \u2014 an electromagnetic sensor that continuously measures each wheel’s rotational speed and feeds that data to the BSCU. The BSCU receives that wheel-speed data alongside ground-speed inputs from the aircraft’s air data and inertial reference unit, and uses it to control four individual anti-skid valves \u2014 one per braked wheel \u2014 in the normal hydraulic braking system. When a wheel begins to decelerate too rapidly, indicating an impending skid, the anti-skid valve releases pressure<\/a> to that brake and allows the wheel to spin back up before maximum braking pressure is reapplied.<\/p>\n The cycle runs many times per second. When it works, the tire never locks. When it fails \u2014 and the causes are varied, from incorrectly wired transducers after overhaul<\/a> to a seized anti-skid valve to a BSCU fault \u2014 the brake is allowed to press fully on the disc even as the wheel stops spinning.<\/p>\n A stopped wheel dragging on a runway surface at landing speed generates friction heat at an extraordinary rate. Commercial aircraft tires, including those on the 737, are inflated with nitrogen at approximately 200 psi \u2014 roughly six times car-tire pressure<\/a> \u2014 to reduce fire risk by limiting oxygen in the gas mixture. Even so, a fully locked wheel can heat rubber past its ignition point within seconds of touchdown. The steel brake discs and the hydraulic fluid in the brake caliper assembly can also contribute to the fire once temperatures spike.<\/p>\n Here is the structural limitation that Boeing’s own documentation makes explicit: the optional brake temperature monitoring system on the 737 does not give flight crews a real-time readout of brake heat. According to Boeing’s own documentation, the system “indicates a stabilized value approximately 15 minutes after brake energy absorption” \u2014 meaning it can confirm, well after the fact, that the brakes ran hot, but it cannot alert the crew as heat builds during a lockup event. Boeing’s documentation further states that “an immediate or reliable indication of tire or hydraulic fluid fire, wheel bearing problems, or wheel fracture is not available” from the system. A fire visible from news helicopters can be ignited and burning before any cockpit indication reaches the pilot. That is not a maintenance gap or an operator failing; it is an architectural characteristic of the aircraft.<\/p>\n What Flight KII1814 Was and Who Operated It<\/p>\n N326FL was delivered in 2001<\/a> as a passenger aircraft \u2014 originally operated by SAS (Scandinavian Airlines System) under the registration LN-RRT before being re-registered to the United States in 2022. Its BDSF designation means the conversion from passenger service to cargo freighter was carried out by IAI Bedek Aviation<\/a>, the commercial division of Israel Aerospace Industries, under a Supplemental Type Certificate rather than under Boeing’s own conversion program. The BDSF conversion removes the passenger cabin, installs a main-deck cargo door and reinforced cargo floor, and adds freight handling fittings \u2014 but leaves the aircraft’s landing gear, brake system, BSCU, and anti-skid architecture unchanged from the original 737-800 passenger configuration.<\/p>\n Kalitta Charters II is headquartered<\/a> in Ypsilanti, Michigan, and is a Part 121 on-demand cargo operator and a subsidiary of the Kalitta family of aviation companies. The company contracts its aircraft and crews to major logistics carriers \u2014 DHL among them \u2014 for domestic and regional freight routes. DHL is a global logistics subsidiary of Germany’s Deutsche Post DHL Group, and it relies on a network of contracted operators like Kalitta Charters II alongside its own fleet to serve the US domestic parcel and cargo market.<\/p>\n What Investigators Will Examine<\/p>\n The Federal Aviation Administration and the National Transportation Safety Board are expected to open an investigation into the incident, as standard procedure following any aircraft fire or structural damage on US soil. Under FAA Order 8020.11D<\/a>, brake and tire damage does not automatically meet the “substantial damage” threshold that would classify the event as an accident rather than an incident \u2014 that determination depends on whether brake assembly structural components, such as the axle, gear strut, or torque links, are found to have been damaged.<\/p>\n Investigators will examine N326FL’s brake assemblies, anti-skid valves, BSCU, and wheel-speed transducers for evidence of failure mode. The most common documented causes of brake lockup and anti-skid failure<\/a> in the NTSB record include: incorrectly wired wheel-speed transducers after maintenance overhaul, hydraulic valve seizure, BSCU software or hardware fault, and premature application of the emergency parking brake at speed. Investigators will also pull the Digital Flight Data Recorder and Cockpit Voice Recorder and check maintenance logs for the brake assembly and anti-skid system.<\/p>\n The aircraft carried only its small cargo crew for the overnight Phoenix-to-LAX freight run \u2014 no passengers were aboard, which is standard for dedicated freight operations. DHL and Kalitta Charters II had not issued public statements as of the morning of August 27.<\/p>\n LAX Safety Pattern in 2026<\/p>\n Wednesday night’s runway fire was the third significant safety event at Los Angeles International Airport in the space of less than five months. On March 2, United Airlines Flight 2127 \u2014 a Boeing 787-9 Dreamliner carrying 256 passengers and 12 crew members \u2014 made an emergency return to LAX<\/a> after its left engine caught fire and could not be fully suppressed by the aircraft’s onboard fire-suppression bottles. Passengers evacuated via emergency slides onto a taxiway as the engine continued to smoke.<\/p>\n On April 8, a Frontier Airlines Airbus A321neo halted its taxi at LAX after two ground service vehicles entered an active taxiway<\/a>, forcing the crew to brake hard to avoid a collision. All 217 passengers and seven crew members aboard were uninjured. The FAA opened an investigation. That incident came weeks after an Air Canada regional jet struck a fire truck at LaGuardia Airport in March, killing both pilots, a tragedy that had already sharpened congressional and regulatory focus on airport ground safety.<\/p>\n LAX handles approximately 88 million passengers annually and is one of the highest-volume aviation hubs in the world. The 2026 cluster of events at the airport has not prompted a formal FAA safety review specific to LAX as of Thursday morning, but the pattern has sustained scrutiny of ground operations, maintenance standards, and emergency response procedures at the facility.<\/p>\n How Brake Lockup Gets Missed Until It Burns<\/p>\n The KII1814 incident illustrates a persistent gap in the feedback loop between brake system failure and crew awareness on the Boeing 737. The aircraft has no cockpit warning that illuminates as brake caliper heat climbs toward a dangerous threshold during a landing roll. The ANTI SKID INOP amber caution light will activate if the BSCU detects a fault in the anti-skid system, but a failure mode that bypasses the BSCU’s own fault detection \u2014 a seized valve, an incorrectly wired transducer<\/a> that sends plausible but wrong speed data \u2014 may produce no cockpit alert at all before the tire ignites.<\/p>\n That is the scenario investigators will test: whether the BSCU detected any fault and whether any caution was annunciated before the crew reported to air traffic control that the brakes had locked up. The timeline of that report relative to touchdown will tell investigators whether the lockup was immediate, meaning a system that failed at or before the moment of landing, or progressive, meaning a system that degraded through the landing roll before seizing fully.<\/p>\n Frequently Asked QuestionsWhat caused the DHL cargo plane fire at LAX?<\/p>\n Air traffic control audio captured the pilot reporting that the aircraft’s brakes locked up during the landing roll. A brake lockup occurs when the anti-skid system \u2014 which is supposed to modulate hydraulic pressure to each wheel individually to prevent the wheel from stopping while the aircraft is still in motion \u2014 fails to release brake pressure in time. The locked wheel generates extreme friction heat against the runway surface and the brake assembly, which can ignite the tire and any hydraulic fluid in the brake caliper within seconds. The specific cause of the lockup on flight KII1814 had not been confirmed by investigators as of Thursday morning. Details of the incident are recorded in the Aviation Safety Network’s KII1814 incident record<\/a>.<\/p>\n How does an aircraft anti-skid system work, and what can make it fail?<\/p>\n The Boeing 737-800 uses a Brake System Control Unit that receives continuous wheel-speed data from electromagnetic transducers on each main landing gear axle. If any wheel decelerates too rapidly \u2014 a sign it is beginning to skid \u2014 the BSCU commands the corresponding anti-skid valve to reduce hydraulic pressure to that brake, allowing the wheel to spin back up before full pressure is reapplied. The cycle runs many times per second. Documented failure modes include: incorrectly wired speed transducers<\/a> (a cause identified in multiple NTSB reports), seized anti-skid valves, BSCU hardware or software faults, and emergency parking brake application at speed. The FAA’s Boeing 737 antiskid documentation<\/a> provides additional technical context on how the system is designed to prevent wheel lockup under normal conditions.<\/p>\n Was anyone hurt in the DHL plane fire at LAX?<\/p>\n