Boeing 757-251 N534US

Summary

On 10 September 2002 at about 02:46 local time, a Boeing 757-251 registered N534US was involved in an accident near Baltimore, Maryland, United States. 103 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

10 September 2002 at 02:46

Classification

Accident

Location

Baltimore, Maryland, United States

Nearest airport

Baltimore-Washington Intl Arpt (BWI)

Coordinates

39.1650, -76.6633

Aircraft

Boeing 757-251

Registration

N534US

Category

Airplane

Engines

2

Operator

Not recorded

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Minneapolis → Baltimore

Aircraft damage

Substantial

Weather

VMC

Light

Night/Dark

NTSB number

NYC02LA187

Nobody was injured.

The captain's failure to follow existing company procedures for stabilized approach, and use of speed brakes.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The Boeing 757 was on a right downwind for runway 33L, with the captain as the flying pilot. The airplane was aligned with runway 33R, and the flight crew was informed by the control tower. The first officer suggested a go-around. However, the captain had runway 33L in sight and initiated a side-step maneuver when the airplane was about 500 feet AGL. The airplane was aligned with runway 33L about 4 seconds prior to touchdown, as the airplane passed through 50 feet AGL. The first officer thought the airplane was low and again suggested a go-around. However, the captain continued with the landing. When the pilot closed the throttles, the airplane struck the runway in a nose high pitch attitude, and damaged the rear pressure bulkhead. Both pilots reported that they were unaware that the speed brakes, which had been extended when the airplane left 5,000 feet on approach, were still extended at touchdown. Company procedures required the pilot's hand to remain on the speed brake lever while they were extended, and stabilized approach criteria required the airplane to be aligned with the intended runway of landing by 500 feet above the touchdown zone elevation. The captain reported that he planned on a reserve fuel of 7,200 pounds, but it was reduced to 5,800 pounds by delays, and altitude and airspeed restrictions. He estimated a go-around would take 2,000 pound, but upon further questioning admitted that number was consistent with a go-around in a Boeing 747, his previous assignment, and the Boeing 757 would burn less fuel. The captain had accumulated 142 hours in the Boeing 757.

Quoted verbatim from the NTSB record.