What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On July 29, 2023, at 10:34AM central standard time CST, privacy data omitted, Boeing 767-322 er, sustained substantial damage when it was involved in an accident while landing at George Bush Intercontinental airport (iah), Houston Texas. There were 193 passengers, 2 pilots and 7 flight attendants on board. There were no reported injuries. The flight was operated as a 14 code of regulations part 121 scheduled domestic passenger flight from newark liberty international airport (ewr), new jersey, to iah. The flight crew reported that the first officer (fo) was the pilot flying and the captain was the pilot monitoring. The departure from ewr and the cruise segment of flight were uneventful. Upon arrival at iah, they were cleared for the DOOB12 arrival and the ILS 26L approach. According to the flight crew, the airplane was configured for landing, on speed and in compliance with company's stable approach criteria and the initial touchdown on the main wheels was normal. The fo stated that after the main landing gear touched down, he held pressure on the yoke to keep the nose wheel from hitting the runway. However, the nose wheel contacted the runway with abnormal force. The airplane appeared to bounce, and he reacted by pulling aft on the yoke, to keep the nose wheel from impacting the runway a second time. Subsequently, the speed brakes deployed, and the auto brakes engaged which resulted in a second bounce of the nose wheel. He deployed the thrust reversers, and the airplane began to decelerate. The captain assumed control of the airplane and the remainder of the landing rollout was normal with no risk of runway overrun or excursion. A preliminary review of the FDR revealed that after the initial touchdown on both main wheels, the airplane rolled to the left and then to the right and the main gear lifted off the runway surface. Subsequently, the nose wheel touched down with a gravitational force (g) equivalent of about 1.4 g and bounced. The speed brakes deployed, and the nose wheel impacted the runway a second time with force about 1.6 g followed by another bounce. The right thrust reverser deployed, and the nose wheel impacted the runway again with force about 1.6 g followed by the deployment of the left thrust reverser. Post accident inspection conducted revealed visible damage of the upper fuselage, crown area. Substantial outside damage included crumpling from the left-hand belt panel area where the windows are located thru the crown area all the way to the right-hand belt panel area where the opposite side windows are located. There is a gash on the crown area immediately behind the frame at station 610. This area is located above row 6 in first class. All the stringers in that crown that area was buckled. The buckling is above front cargo door area. The ceiling panels on the left aisle in the economy section all the way to the aft galley were displaced or had fallen off. The company is waiting for the NTSB to release the aircraft so they can start removing the polaris seats in first class and possibly the galley monuments to inspect the keel beam and see what other damage might have occurred.
As the FAA filed it
ON JULY 29, 2023, AT 10:34AM CENTRAL STANDARD TIME CST, ^PRIVACY DATA OMITTED^, BOEING 767-322 ER, SUSTAINED SUBSTANTIAL DAMAGE WHEN IT WAS INVOLVED IN AN ACCIDENT WHILE LANDING AT GEORGE BUSH INTERCONTINENTAL AIRPORT (IAH), HOUSTON TEXAS. THERE WERE 193 PASSENGERS, 2 PILOTS AND 7 FLIGHT ATTENDANTS ON BOARD. THERE WERE NO REPORTED INJURIES. THE FLIGHT WAS OPERATED AS A 14 CODE OF REGULATIONS PART 121 SCHEDULED DOMESTIC PASSENGER FLIGHT FROM NEWARK LIBERTY INTERNATIONAL AIRPORT (EWR), NEW JERSEY, TO IAH. THE FLIGHT CREW REPORTED THAT THE FIRST OFFICER (FO) WAS THE PILOT FLYING AND THE CAPTAIN WAS THE PILOT MONITORING. THE DEPARTURE FROM EWR AND THE CRUISE SEGMENT OF FLIGHT WERE UNEVENTFUL. UPON ARRIVAL AT IAH, THEY WERE CLEARED FOR THE DOOB12 ARRIVAL AND THE ILS 26L APPROACH. ACCORDING TO THE FLIGHT CREW, THE AIRPLANE WAS CONFIGURED FOR LANDING, ON SPEED AND IN COMPLIANCE WITH COMPANY'S STABLE APPROACH CRITERIA AND THE INITIAL TOUCHDOWN ON THE MAIN WHEELS WAS NORMAL. THE FO STATED THAT AFTER THE MAIN LANDING GEAR TOUCHED DOWN, HE HELD PRESSURE ON THE YOKE TO KEEP THE NOSE WHEEL FROM HITTING THE RUNWAY. HOWEVER, THE NOSE WHEEL CONTACTED THE RUNWAY WITH ABNORMAL FORCE. THE AIRPLANE APPEARED TO BOUNCE, AND HE REACTED BY PULLING AFT ON THE YOKE, TO KEEP THE NOSE WHEEL FROM IMPACTING THE RUNWAY A SECOND TIME. SUBSEQUENTLY, THE SPEED BRAKES DEPLOYED, AND THE AUTO BRAKES ENGAGED WHICH RESULTED IN A SECOND BOUNCE OF THE NOSE WHEEL. HE DEPLOYED THE THRUST REVERSERS, AND THE AIRPLANE BEGAN TO DECELERATE. THE CAPTAIN ASSUMED CONTROL OF THE AIRPLANE AND THE REMAINDER OF THE LANDING ROLLOUT WAS NORMAL WITH NO RISK OF RUNWAY OVERRUN OR EXCURSION. A PRELIMINARY REVIEW OF THE FDR REVEALED THAT AFTER THE INITIAL TOUCHDOWN ON BOTH MAIN WHEELS, THE AIRPLANE ROLLED TO THE LEFT AND THEN TO THE RIGHT AND THE MAIN GEAR LIFTED OFF THE RUNWAY SURFACE. SUBSEQUENTLY, THE NOSE WHEEL TOUCHED DOWN WITH A GRAVITATIONAL FORCE (G) EQUIVALENT OF ABOUT 1.4 G AND BOUNCED. THE SPEED BRAKES DEPLOYED, AND THE NOSE WHEEL IMPACTED THE RUNWAY A SECOND TIME WITH FORCE ABOUT 1.6 G FOLLOWED BY ANOTHER BOUNCE. THE RIGHT THRUST REVERSER DEPLOYED, AND THE NOSE WHEEL IMPACTED THE RUNWAY AGAIN WITH FORCE ABOUT 1.6 G FOLLOWED BY THE DEPLOYMENT OF THE LEFT THRUST REVERSER. POST ACCIDENT INSPECTION CONDUCTED REVEALED VISIBLE DAMAGE OF THE UPPER FUSELAGE, CROWN AREA. SUBSTANTIAL OUTSIDE DAMAGE INCLUDED CRUMPLING FROM THE LEFT-HAND BELT PANEL AREA WHERE THE WINDOWS ARE LOCATED THRU THE CROWN AREA ALL THE WAY TO THE RIGHT-HAND BELT PANEL AREA WHERE THE OPPOSITE SIDE WINDOWS ARE LOCATED. THERE IS A GASH ON THE CROWN AREA IMMEDIATELY BEHIND THE FRAME AT STATION 610. THIS AREA IS LOCATED ABOVE ROW 6 IN FIRST CLASS. ALL THE STRINGERS IN THAT CROWN THAT AREA WAS BUCKLED. THE BUCKLING IS ABOVE FRONT CARGO DOOR AREA. THE CEILING PANELS ON THE LEFT AISLE IN THE ECONOMY SECTION ALL THE WAY TO THE AFT GALLEY WERE DISPLACED OR HAD FALLEN OFF. THE COMPANY IS WAITING FOR THE NTSB TO RELEASE THE AIRCRAFT SO THEY CAN START REMOVING THE POLARIS SEATS IN FIRST CLASS AND POSSIBLY THE GALLEY MONUMENTS TO INSPECT THE KEEL BEAM AND SEE WHAT OTHER DAMAGE MIGHT HAVE OCCURRED.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.