N90070
Airbus Industrie A-300-600
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.
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.
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.
Source: NTSB Aviation Accident Database
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