# Accident 19960219003889A: Doug DC932, Houston, TX, February 19, 1996

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: February 19, 1996, 09:02 local time
- Place: Houston, TX
- Airport: Houston Intercontinental Airport
- Damage: Substantial damage
- Phase of flight: Level Off Touchdown
- Operating rules: Air carrier (Part 121)
- Operator: CALA
- Location: 29.6909° N, 95.4308° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=29.6909&lon=-95.4308&mi=10
- Aircraft: N10556, a cancelled registration (https://openairdocs.org/deregistered/N10556-2008-08-11) (OpenAirDocs)
- Registry model: Douglas DC-9-32 (registry code 3022066, https://openairdocs.org/model/douglas-dc-9-32) (OpenAirDocs)
- Reported make and model: DOUG DC932
- Reported engine: PWA JT8D9A
- People aboard: 75
- Fatal injuries: 0
- Pilot flight hours: 17,500 total, 220 in this make and model, 87 in the last 90 days
- NTSB investigation: [NTSB FTW96FA118](https://openairdocs.org/ntsb/FTW96FA118) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19960219003889A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(.4)THE AIRPLANE LANDED WHEELS UP AND SLID 6,850 FEET BEFORE COMING TO REST IN GRASS ABOUT 140 FEET LEFT OF THE RUNWAY CENTERLINE. THE CABIN BEGAN TO FILL WITH SMOKE, AND THE AIRPLANE WAS EVACUATED. INVESTIGATION SHOWED THAT BECAUSE THE CAPTAIN HAD OMITTED THE 'HYDRAULICS' ITEM ON THE IN-RANGE CHECKLIST AND THE FIRST OFFICER FAILED TO DETECT THE THE ERROR, HYDRAULIC PRESSURE WAS NOT AVAILABLE TO LOWER THE LANDING GEAR AND DEPLOY THE FLAPS. BOTH THE CAPTAIN AND THE FIRST OFFICER RECOGNIZED THAT THE FLAPS HAD NOT EXTENDED AFTER THE FLAPS WERE SELECTED TO 15 DEG. THE PILOTS THEN FAILED TO PERFORM THE LANDING CHECKLIST AND TO DETECT THE NUMEROUS CUES ALERTING THEM TO THE STATUS OF THE LANDING GEAR BECAUSE OF THEIR FOCUS ON COPING WITH THE FLAP EXTENSION PROBLEM AND THE HIGH LEVEL OF WORKLOAD AS A RESULT OF THE RAPID SEQUENCE OF EVENTS IN THE FINAL MINUTE OF FLIGHT. THE FIRST OFFICER ATTEMPTED TO COMMUNICATE HIS CONCERN ABOUT THE EXCESSIVE SPEED OF THE APPROACH TO THE CAPTAIN. THERE WERE DEFICIENCIES IN CONTINENTAL AIRLINES' (COA) OVERSIGHT OF ITS PILOTS AND THE PRINCIPAL OPERATIONS INSPECTOR'S OVERSIGHT OF COA. COA WAS AWARE OF INCONSISTENCIES IN FLIGHTCREW ADHERENCE TO STANDARD OPERATING PROCEDURES WITHIN THE AIRLINE; HOWEVER, CORRECTIVE ACTIONS TAKEN BEFORE THE ACCIDENT HAD NOT RESOLVED THIS PROBLEM.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB FTW96FA118](https://openairdocs.org/ntsb/FTW96FA118), Feb 19, 1996: McDonnell Douglas DC-9-32 (N10556), Houston, TX, substantial damage. Probable cause: the captain's decision to continue the approach contrary to Continental Airlines (COA) standard operating procedures that mandate a go-around when an approach is unstabilized below 500 feet or a…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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