ASN Wikibase Occurrence # 370297
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| Date: | Tuesday 21 March 2006 |
| Time: | 10:12 LT |
| Type: |  McDonnell Douglas MD-82 |
| Owner/operator: | American Airlines |
| Registration: | N574AA |
| MSN: | 53151 |
| Year of manufacture: | 1991 |
| Total airframe hrs: | 43793 hours |
| Engine model: | Pratt & Whitney JT8D-200 |
| Fatalities: | Fatalities: 0 / Occupants: 138 |
| Aircraft damage: | Minor |
| Category: | Serious incident |
| Location: | Denver International Airport, CO (DEN/KDEN) -
 United States of America
|
| Phase: | Landing |
| Nature: | Passenger - Scheduled |
| Departure airport: | Dallas/Fort Worth International Airport, TX (DFW/KDFW) |
| Denver International Airport, CO (DEN/KDEN) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Accident investigation report completed and information captured |
According to the flight crew, the departure, en route, and initial approach phases were reported to be without incident. During the approach, the crew selected gear down and flaps 28 [degrees] for landing and the landing weight was 127,000 pounds. The air traffic control tower reported the winds at 100 degree and 6 knots. The airplane broke out of a thin cloud layer with the base at approximately 1,000 feet above ground level. At 100 feet above the runway, the captain detected a "sinker" and then applied thrust to arrest the sink. The aircraft continued to sink in the flare and made a "very firm landing with no bounce." A review of the DFDR data revealed that a few seconds prior to touchdown, the airspeed decreased 6 knots below Vref, and the pitch attitude changed from 2.1 degrees to 5.3 degrees. A vertical acceleration of 2.032 Gs was recorded at an airspeed of 129.2 knots. Vref was calculated at 135 knots. The pilot reported applying thrust when the sink rate was detected; however, the DFDR data revealed that the engine EPR's did not increase until 7 seconds after touchdown. According to company procedures, "A stabilized approach means the airplane must be: at approach speed (VREF additives); on the proper flight path at the proper sink rate, and at stabilized thrust. These requirements must be maintained throughout the rest of the approach for it to be considered a stabilized approach. If the stabilized approach requirements cannot be satisfied by the minimum stabilized approach heights or maintained throughout the rest of the approach, a go-around is required." The CVR recording consisted of four channels of audio information; however, none of the audio was pertinent to the incident investigation. The audio was consistent with the CVR being overwritten or recorded over by subsequent events.
**This narrative was modified on May 22, 2007.**
Probable Cause: the captain's failure to follow existing company procedures for stabilized approach.
**This report was modified on May 23, 2007.**
Accident investigation:
 |
|
Sources:
NTSB DEN06IA051
Location
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 25-Mar-2024 09:09 | ASN Update Bot | Added |
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