# NTSB DCA19CA066: Boeing 757, N938UW, Charlotte, NC, December 31, 2018 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: December 31, 2018, 12:40 local (17:40 UTC) - Place: Charlotte, NC - Coordinates: 35.213611, -80.94889 - Nearby events: https://openairdocs.org/map.md?lat=35.2136&lon=-80.9489&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Tailstrike](https://openairdocs.org/ntsb-events/091) - Highest injury: No injuries - Status: Completed, report April 22, 2020 - Report: Approved by Office Director - NTSB office: Major Investigations Division - NTSB case key (mKey): 98874 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA19CA066 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98874/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98874 - Page: https://openairdocs.org/ntsb/DCA19CA066 ## Probable cause an inadvertent loss of airspeed and increased pitch attitude prior to touchdown. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: identification/recognition](https://openairdocs.org/ntsb-findings/02041510): Personnel issues › Action/decision · Flight crew (probable cause); cases with it: [Boeing 757-2B7, 1 case](https://openairdocs.org/ntsb-findings/02041510/cases.md?model=1384964), [All aircraft, 559 cases](https://openairdocs.org/ntsb-findings/02041510/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Copilot (probable cause); cases with it: [Boeing 757-2B7, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=1384964), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-flare/touchdown: Tailstrike](https://openairdocs.org/ntsb-events/091) (defining event); cases with it: [Boeing 757-2B7, 1 case](https://openairdocs.org/ntsb-events/091/sequence.md?model=1384964), [All aircraft, 124 cases](https://openairdocs.org/ntsb-events/091/sequence.md) ## Analysis On December 31, 2018, at 12:40 pm eastern standard time, American Airlines flight 567, a Boeing 757, N938UW, sustained substantial damage as the result of a tail strike upon landing on runway 36L at the Charlotte Douglas International Airport (KCLT), Charlotte, North Carolina. There were no injuries to the passengers or crew onboard. The flight was a regularly scheduled passenger flight operating under the provisions of 14 CFR Part 121 from the Phoenix Sky Harbor International Airport (KPHX), Phoenix, Arizona. Instrument flight conditions prevailed at the time of the accident. According to the operator, the flight crew discussed the forecast weather for KCLT, and due to some inoperative equipment, no lower than category 1 visibility was required. The flight from KPHX to the KCLT area was reported as normal. Shortly prior to arrival, the flight crew received the latest weather update indicating conditions were 1/8 statute mile visibility in fog, with overcast clouds at 200 feet. ATC advised the crew that the RVR (runway visual range) was reported at 2800, 2600, 2900 feet; which was sufficient for landing. The flight crew discussed the approach and planned for a flaps 30 landing with a reference speed (Vref) of 125 knots and target speed of 130 knots. They planned to disconnect automation at 100 feet above the touchdown zone, in accordance with standard operating procedure. The first officer (FO) was the pilot flying, and reported the airplane was configured and stabilized at 1000 feet above touchdown, slightly fast and correcting. As they were approaching decision height, the crew observed the approach lights were in sight and disconnected the autopilot and autothrottle. The FO indicated that he perceived the aural radar altitude countdown was fast and so reached for the throttles to push them forward. TThe airplane landed hard in the touchdown zone but did not bounce. An examination of recorded flight data by the operator indicated that following autothrottle disconnect, the airspeed decayed to about 107 knots at touchdown, with a pitch attitude of about 9 degrees airplane nose-up. Post-flight inspection of the airplane indicated the underside of the rear fuselage struck the runway. Inspection of the airplane revealed that several bottom skin panels were scraped, crushing damage to the Aft Pressure Bulkhead lower chords and web, several frame webs, chords, and associated shear ties were crushed, and the APU was found seized. ## Factual narrative On December 31, 2018, at 12:40 pm eastern standard time, American Airlines flight 567, a Boeing 757, N938UW, sustained substantial damage as the result of a tail strike upon landing on runway 36L at the Charlotte Douglas International Airport (KCLT), Charlotte, North Carolina. There were no injuries to the passengers or crew onboard. The flight was a regularly scheduled passenger flight operating under the provisions of 14 CFR Part 121 from the Phoenix Sky Harbor International Airport (KPHX), Phoenix, Arizona. Instrument flight conditions prevailed at the time of the accident. According to the operator, the flight crew discussed the forecast weather for KCLT, and due to some inoperative equipment, no lower than category 1 visibility was required. The flight from KPHX to the KCLT area was reported as normal. Shortly prior to arrival, the flight crew received the latest weather update indicating conditions were 1/8 statute mile visibility in fog, with overcast clouds at 200 feet. ATC advised the crew that the RVR (runway visual range) was reported at 2800, 2600, 2900 feet; which was sufficient for landing. The flight crew discussed the approach and planned for a flaps 30 landing with a reference speed (Vref) of 125 knots and target speed of 130 knots. They planned to disconnect automation at 100 feet above the touchdown zone, in accordance with standard operating procedure. The first officer (FO) was the pilot flying, and reported the airplane was configured and stabilized at 1000 feet above touchdown, slightly fast and correcting. As they were approaching decision height, the crew observed the approach lights were in sight and disconnected the autopilot and autothrottle. The FO indicated that he perceived the aural radar altitude countdown was fast and so reached for the throttles to push them forward. TThe airplane landed hard in the touchdown zone but did not bounce. An examination of recorded flight data by the operator indicated that following autothrottle disconnect, the airspeed decayed to about 107 knots at touchdown, with a pitch attitude of about 9 degrees airplane nose-up. Post-flight inspection of the airplane indicated the underside of the rear fuselage struck the runway. Inspection of the airplane revealed that several bottom skin panels were scraped, crushing damage to the Aft Pressure Bulkhead lower chords and web, several frame webs, chords, and associated shear ties were crushed, and the APU was found seized. ## Aircraft - Registration: [N938UW](https://openairdocs.org/deregistered/N938UW-2024-09-04), registration cancelled 2024-09-04, S/N 27246, built 1994 (OpenAirDocs) - Reported make and model: Boeing 757 (2B7) - Registry model: [Boeing 757-2B7](https://openairdocs.org/model/boeing-757-2b7) (registry code 1384964) (OpenAirDocs) - Registry engine: [Rolls-Royce RB-211 series](https://openairdocs.org/engine/rolls-royce-rb-211-series) (registry code 54555, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 27246 - Year built: 1994 - Airframe hours: 78043 - Engines: Rolls-Royc RB.211 SERIES turbo fan; Rolls-Royc RB.211 SERIES turbo fan - Damage: Substantial damage - Flight: Part 121 - Operator: American Airlines - Registered owner: Wells Fargo Trust Co Na Trustee - Airworthiness certificate: Standard, Transport - Last inspection: December 30, 2018 - Departed: PHX, Phoenix, AZ - Destination: CLT, Charlotte, NC - Flight plan: IFR - Airport: KCLT, Charlotte Douglas, runway 36L, 9,000 × 150 ft, concrete - Equipment: Data recorder, ADS-B, Stall warning system, Satellite tracking device, Onboard weather, Electronic primary flight display, Electronic multifunction display, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: none; commercial, private, flight instructor, airline transport, flight engineer; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review December 21, 2018; seat: left; restraint: 5-point; flight hours: 1,612.8 total, 971.5 in this make and model, 1,575.4 as pilot in command, 160 in the last 90 days, 41 in the last 30 days, 9 in the last 24 hours - Pilot; age 56; injuries: none; airline transport, flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review June 27, 2018; seat: right; restraint: 5-point; flight hours: 1,277.1 total, 892 in this make and model, 108.1 in the last 90 days, 46.4 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 230° at 3 knots - Lowest ceiling: 200 ft overcast - Temperature: 57 °F, dew point 57 °F - Altimeter: 30.12 inHg - Observed at: KCLT ## Docket (4 files) The files NTSB released with the investigation on April 29, 2020, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98874. 2.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40483250&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Pilot Statement (item 2, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40483251&FileExtension=.PDF&FileName=Pilot%20Statement-Master.PDF - FO Statement (item 3, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40483252&FileExtension=.PDF&FileName=FO%20Statement-Master.PDF - Photo of damage (item 4, .PDF, 112 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40483253&FileExtension=.PDF&FileName=Photo%20of%20damage-Master.PDF 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. --- 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.