# NTSB ATL98IA024: Airbus Industrie A-300-600, N90070, Montego Bay, Jamaica, December 15, 1997 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: December 15, 1997, 15:26 local (20:26 UTC) - Place: Montego Bay, Jamaica - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 246 uninjured - Status: Completed, report February 29, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 3936 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL98IA024 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/3936/pdf - Page: https://openairdocs.org/ntsb/ATL98IA024 ## Probable cause The pilot's improper recovery from a bounced landing, compounded by the automatic deployment of the ground spoilers on main wheel spin-up, resulting in a pitch angle beyond the tail strike pitch angle of the airplane, which led to the tail contacting the runway. ## Analysis According to the flying pilot, the existing wind information was different from the planned wind information, resulting in a 'circle to land' approach on runway 25. The downwind leg and turn to final were normal with the airplane on speed, and 'in the slot'. As per the final approach checklist the pilot armed the spoilers for deployment on main wheel touchdown. Upon touchdown the airplane bounced and the pilot said he increased the pitch attitude of the airplane to soften the second touchdown. On the second touchdown, a flight attendant heard a loud bang in the aft section of the airplane. Post flight inspection revealed damage to the tail skid area on the underside of the airplane. According to the flight manual, the deployment of the ground spoilers induces a 2 degree pitch up and increases the sink rate of the aircraft, therefore contributing to the higher pitch angle that can result in tail strikes. In the American Airlines A300 operating manual under touchdown, it states that 'no attempt should be made to hold the airplane off by further increase in attitude.' According to the flight data recorder the pitch attitude reached a maximum of 11.78 degrees which occurred when the airplane touched down for the second time. The tail strike pitch attitude is 11.4 degrees. ## Factual narrative On December 15, 1997, about 1526 eastern standard time, an Airbus A300-600, N90070, experienced an over-rotation during landing at the Sangster International Airport, in Montego Bay, Jamaica. The airplane was operated by American Airlines as Flight 645, under the provisions of Title 14 CFR Part 121, and instrument flight rules. Instrument meteorological conditions prevailed and an IFR flight plan was filed. The Airline Transport Pilot, Co-pilot, 9 flight attendants and 235 passengers were not injured, and the airplane sustained minor damage. The flight originated at the John F Kennedy airport, New York, New York at 1041. In accordance with the International Standards and Recommended Practices of ICAO Annex 13, paragraph 5.1, the state of occurrence, Montego Bay, Jamaica, in a letter dated December 18, 1997, delegated the accident investigation to the state of registry/operator, the United States of America, and the NTSB is responsible for the investigation and report. According to the flying pilot, the existing wind information was different from the planned wind information, resulting in a "circle to land" approach on runway 25. The downwind leg and turn to final were normal with the airplane in the proper configuration, on speed, and "in the slot". As per the final approach checklist the pilot armed the spoilers for deployment on main wheel touchdown. Upon touchdown the airplane bounced and the pilot said he increased the pitch attitude of the airplane to soften the second touchdown. On the second touchdown, a flight attendant heard a loud bang in the aft section of the airplane. Post flight inspection revealed damage to the tail skid area on the underside of the airplane. According to the flight manual, the deployment of the ground spoilers induces a 2 degree pitch up and increases the sink rate of the aircraft, therefore contributing to the higher pitch angle that can result in tail strikes. In the American Airlines A300 operating manual under touchdown, it states that "no attempt should be made to hold the airplane off by further increase in attitude." According to the flight data recorder the pitch attitude reached a maximum of 11.78 degrees which occurred when the airplane touched down for the second time. The tail strike pitch attitude for the A300-600 is 11.4 degrees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Dragged wing,rotor,pod,float or tail/skid, landing - flare/touchdown - flt control syst,wing spoiler system - engaged (contributing factor) - recovery from bounced landing - improper, pilot in command (cause) - spoiler extension - performed (contributing factor) ## Aircraft - Registration: [N90070](https://openairdocs.org/deregistered/N90070-2012-08-06), registration cancelled 2012-08-06, S/N 513, built 1989 (OpenAirDocs) - Reported make and model: Airbus Industrie A-300-600 (A300-600) - Registry model: [Airbus Industrie A300 B4-605R](https://openairdocs.org/model/airbus-industrie-a300-b4-605r) (registry code 3930308) (OpenAirDocs) - Registry engine: [GE CF6-80 series](https://openairdocs.org/engine/ge-cf6-80-series) (registry code 30025, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 513 - Airframe hours: 24372 - Engines: GE CF6-80C2A5 57000 lbs thrust turbo fan - Damage: Minor damage - Flight: Part 121 - Operator: American Airlines - Registered owner: Orix Aircraft Corp. - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, November 20, 1997, 1,779 hours before - Departed: JFK, JFK, NY - Destination: MBJ - Flight plan: IFR - Airport: MBJ, Sangster International, runway 25, 8,400 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 14,380 total, 3,378 in this make and model ## Weather - Conditions: Instrument (IMC), Day - Wind: 300° at 12 knots - Visibility: 5 statute miles - Lowest ceiling: 3,200 ft broken - Temperature: 77 °F - Altimeter: 29.00 inHg - Observed at: MBJ ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 19971215043949I](https://openairdocs.org/incident/19971215043949I), Dec 15, 1997: Airbus A300B4605R, Montego Bay, JM, Minor damage. Narrative: aircraft landed at mbj striking the tail skid. The force of impact caused frame 77 to buckle slightly & crack in two places. Shear ties attaching… ## Other investigations on N90070 (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB DCA97MA049](https://openairdocs.org/ntsb/DCA97MA049), May 12, 1997: Airbus Industrie A300B4-605R (N90070), West Palm Beach, FL, minor damage. Probable cause: The flightcrew's failure to maintain adequate airspeed during leveloff which led to an inadvertent stall, and their subsequent failure to use proper stall recovery techniques. A factor contributing… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.