Boeing 757 N938UW

Summary

On 31 December 2018 at about 17:40 local time, a Boeing 757 registered N938UW, operated by American Airlines, was involved in an accident near Charlotte, North Carolina, United States. The number of people on board was not recorded. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

31 December 2018 at 17:40

Classification

Accident

Location

Charlotte, North Carolina, United States

Nearest airport

Charlotte Douglas (KCLT)

Coordinates

35.2136, -80.9489

Aircraft

Boeing 757

Registration

N938UW

Category

Airplane

Year built

1994

Engines

2

Operator

American Airlines

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Phoenix → Charlotte

Aircraft damage

Substantial

Weather

IMC

Light

Day

NTSB number

DCA19CA066

Injuries not recorded.

an inadvertent loss of airspeed and increased pitch attitude prior to touchdown.

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

Read the full NTSB 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. 

Quoted verbatim from the NTSB record.