Boeing 737 incident near Houston, Texas, May 13, 2009
On May 13, 2009, a Boeing 737, registered N371SW, suffered minor damage in an incident during landing (landing roll) near Houston, Texas (William P. Hobby Airport). It was flown under scheduled airline rules (Part 121). 2 people had minor injuries; 51 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent application of excessive braking after touchdown, which caused the right wheels to lock and several tires to blow and resulted in a subsequent brake fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 13, 2009
- Place
- Houston, Texas · William P. Hobby Airport · map
- Type
- Incident
- Injuries
- 2 people had minor injuries; 51 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737 3H4 · all 737s on the register
- Registration
- N371SW · no longer on the register · serial 26598
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
Prior to the flight, the flight crew and dispatcher were aware that the anti-skid system was inoperative. They had requested and were granted use of the longest runway for landing. The captain made a normal landing in the target area. After touchdown, he reduced the thrust levers to idle, rapidly brought the speed brake to the full-up detent, employed reverse thrust, and applied manual wheel braking. Marks on the runway showed that about 550 feet after initial touchdown, the right main landing gear tires blew. The tower controller and other aircraft advised the flight crew that there was a fire in the area of the right main landing gear. After the airplane came to a stop, the captain initiated an emergency evacuation on the runway. All 54 persons on-board exited the airplane in 57 seconds, and the fire was extinguished soon after. Two passengers reported minor injuries. The airplane sustained minor damage to the right main landing gear and a portion of the right flap. Examination of data retrieved from the flight data recorder showed that during the touchdown and landing roll, at 19:45:31, the recorded left brake pressure was 770 pounds per square inch (psi). The maximum recorded right brake pressure was 1430 psi at 19:45:32. The maximum recorded left brake pressure was 990 psi. With the anti-skid system disabled, the pilot applying excessive braking during touchdown would cause the wheels to lock and the associated tires to blow. The airplane's quick reference handbook states "Use minimum braking consistent with runway conditions to reduce the possibility of a tire blowout."
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during prior to flight
- Fire/smoke (non-impact) during landing (landing roll) defining event
- Fire/smoke (post-impact) during post (impact)
- Evacuation during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Aircraft › Aircraft systems › Landing gear system › Brake › Not specified
- Aircraft › Aircraft systems › Landing gear system › Tire casing › Not specified
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 18,862 hours in all; 9,500 in this make and model; 205 in the last 90 days; 78 in the last 30 days; 7,765 as pilot in command; 1,300 on instruments
- Last flight review: February 26, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,068 hours in all; 3,640 in this make and model; 215 in the last 90 days; 71 in the last 30 days; 6,219 as pilot in command; 0 on instruments
- Last flight review: March 11, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 52,892 hours
- Last inspection: continuous airworthiness programme, January 8, 2009
- Maximum gross weight: 13,600 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: Cfm 56 (turbofan); 0 hours total
- Engine 2: Cfm 56 (turbofan); 0 hours total
- Fire on the ground
- Operator: Southwest Airlines CO
The flight
- Departed from: MSY New Orleans LA at 11:30 pm
- Destination: HOU Houston TX
- Flight plan: IFR
- Runway 22, 7,602 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 11 knots, gusting 17
- Visibility: 10 statute miles
- Sky: a few clouds at 2,700 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.89 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 3 | |||
| Flight crew | 2 | |||
| Passengers | 2 | 46 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.