Boeing MD-11 accident near Memphis, Tennessee, September 19, 2004
On September 19, 2004 at about 5:43 pm local time, a Boeing MD-11, registered N601FE, was substantially damaged in an accident near Memphis, Tennessee (Memphis International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's over-rotation during a go-around maneuver initiated because of a bounced landing. The go-around maneuver was initiated at a low speed and high pitch angle, and after reverse thrust was selected, contrary to Boeing and FedEx training guidance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 19, 2004 · about 5:43 pm local time
- Place
- Memphis, Tennessee · Memphis International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing MD-11
- Registration
- N601FE · registry record · serial 48401
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The approach to landing was normal, and the crew stated that the touchdown was firm but not categorized as a hard landing. The airplane pitched up and bounced after touchdown and the captain became concerned that the airplane would porpoise. The speed had decreased to 107 knots, and reverse thrust had been initiated. The captain elected to conduct a go-around maneuver, and rotated the airplane to a nose high attitude of about 12 degrees prior to achieving sufficient airspeed and a positive rate of climb. The rear fuselage of the airplane contacted the runway for about 3,000 to 4,000 feet causing substantial damage to the airframe. The airplane lifted off, and the crew completed a second landing on runway 36R without further incident. Boeing training material and FedEx guidance states that "after reverse thrust is initiated, a full stop landing must be made. Do not attempt a go-around." Additionally, the FedEx tailstrike awareness training states that "the [pilot flying] must not exceed 10 degrees of pitch or retract the landing gear until the aircraft is safely airborne with a positive rate of climb."
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
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 6,390 hours in all; 235 in this make and model; 97 in the last 90 days; 45 in the last 30 days
- Last flight review: June 1, 2004
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 3,723 hours in all; 133 in this make and model; 69 in the last 90 days; 18 in the last 30 days
- Last flight review: June 1, 2004
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 632,000 lb
- Landing gear: retractable
- Engine 1: General Electric CF-6 (turbofan); 0 hours total
- Engine 2: General Electric CF-6 (turbofan); 0 hours total
- Engine 3: General Electric CF-6 (turbofan); 0 hours total
The flight
- Departed from: KOAK Oakland CA
- Destination: KMEM Memphis TN
- Flight plan: IFR
- Runway 9, 8,946 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 10 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 43°F (6°C)
- Altimeter: 30.17 inHg
- Observation at 5:53 pm from KMEM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N601FE the same tail number, which may have belonged to a different aircraft at the time
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.