Cases › DCA14LA137 › The analyst
BOEING 757United Airlines
What the docket says, assembled. No language model is involved, so nothing on this page can be invented — every line traces to a recorder, a report page or the Board's own record.
0
timed facts
8
precedents
9
passages to ask
Ask the docket
passages, not paraphrasesTry
Every answer is a passage of the docket with the page it came from, or the words “not in the docket”. Nothing is summarised or reasoned for you — read the source.
One timeline
0 timed factsthe recorder events from the FDR report, with the transcript's warnings, callouts, the words nearest each event and the final seconds — on one clock, as printed in each reportNo timed facts: this docket has no extracted recorder sequence and no transcript.
Recorder events without a clock time
- PDT (approach)Captain and First Officer's Flight Directors were engaged with FLCH mode active
- PDT (approach, ~2000 ft)As the aircraft passed about 2,000 feet pressure altitude, the engines came up off low power and the autopilot switched from FLCH to Altitude Hold Mode
- PDT (approach)The engines came back to low power and the descent continued
- PDT (approach, ~775 ft)As the aircraft passed through about 775 feet pressure altitude, the Flight Director was switched off
- PDT (touchdown)At the moment the Air/Ground signal went to Ground, airspeed was 123 knots and Pitch was approximately 6.0 degrees
- PDT (touchdown +3 sec)In the 3 seconds following the Ground signal, the aircraft continued to pitch up to a maximum recorded pitch of 10.9 degrees while the control column input decreased over the same period
- PDT (touchdown)Speed Brakes deployed coincident with the air ground transition and thrust reversers deployed on both engines
- PDT (approach through touchdown)As the aircraft descended, wind speed trended down from a peak of 19 knots to approximately 5 knots as the aircraft touched down; wind direction remained consistent through the approach at approximately 330 degrees
- PDT (touchdown)The control column position peaked as the airplane touched down at approximately 4.63 degrees and then decreased over four seconds to 1.26 degrees
- PDT (touchdown +variable)Pitch continued to increase as the column input decreased and the peak measured pitch during the landing of 10.9 degrees was coincident with the column at 1.26 degrees
- PDT (post-peak pitch)As pitch decreased from the peak value, the column was increased to 3.83 degrees before being relaxed to 0 degrees
- PDT (previous flight landing)Maximum pitch recorded during landing of the previous flight was 6.0 degrees with a peak vertical acceleration of 1.24g immediately following touchdown; airspeed at touchdown for the previous flight was recorded as approximately 120 knots
Flight Data Recorder Spcialist's Report · 12 events extracted by claude-sonnet-5
How the Board coded the sequence
- Landing-flare/touchdown: Tailstrike
Precedents
8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded- BOEING 737 · SOUTHWEST AIRLINES COLas Vegas, NV
- ●Personnel issues › Action/decision › Action
Tailstrike - BOEING 757-224 · United Airlines Inc.Newark, NJ
- ●Personnel issues › Action/decision › Action
Tailstrike - BOEING 757-232 · DELTA AIR LINES INCAtlanta, GA
- ●Personnel issues › Action/decision › Action
Tailstrike - AIRBUS 320 · United AirlinesPhoenix, AZ
- ●Personnel issues › Action/decision › Action
Tailstrike - BOEING 737 · UNITED AIRLINES INCHouston, TX
- ●Personnel issues › Action/decision › Action
Tailstrike - MCDONNELL DOUGLAS MD-11F · UNITED PARCEL SERVICE COPhoenix, AZ
- ●Personnel issues › Action/decision › Action
Tailstrike - BOEING 757 · Delta Air LinesRaleigh, NC
- ●Personnel issues › Action/decision › Action
Tailstrike - AIRBUS 321 · U.A Airways IncLas Vegas, NV
- ●Personnel issues › Action/decision › Action
Tailstrike
What the record says
a pattern, not a findingacross the 8 closest cases · 8 carry coded findings · 8 have a probable causeFindings the Board cited in those cases
- 8 of 8Personnel issues › Action/decision › Actioncited here too
Occurrences it coded
- 8 of 8Tailstrike
Set against the Board’s own findings for this case
Cited here, and common in the precedents
- Action/decision › Action
Cited here, not seen in the precedents
- —
Common in the precedents, not cited here
- —
A teaching device, not a verdict: what the record would have looked at, next to what the Board found.
In the Board’s words — the closest cases
- DCA14CA0342014-01-04 · BOEING 737 · SOUTHWEST AIRLINES CO
the captain's over rotation during the bounced landing.
- DCA22LA0022021-09-27 · BOEING 757-224 · United Airlines Inc.
The nose high attitude on landing resulted in a tailstrike.
- DCA13CA0652013-03-08 · BOEING 757-232 · DELTA AIR LINES INC
the pilot's failure to maintain correct airspeed and pitch attitude at touchdown.
- DCA09FA0042008-10-20 · AIRBUS 320 · United Airlines
The failure of the flightcrew to arrest an excessive sink rate during the flare for landing.
- DCA24LA0652024-01-10 · BOEING 737 · UNITED AIRLINES INC
The airplane’s aft fuselage impacted the runway as a result of a delayed flare and subsequent nose-high pitch inputs during the aircraft’s multiple touchdowns.
This is the pattern in the NTSB’s own record across similar accidents — which findings it cited, what it coded, what it recommended. It is drawn from the record, not written about this case, and it never assigns blame: investigations exist to prevent the next accident (ICAO Annex 13).