Airbus A320 accident near Denver, Colorado, May 4, 2009
On May 4, 2009 at about 6:18 pm local time, a Airbus A320, registered N311US, was substantially damaged in an accident during landing (flare/touchdown) near Denver, Colorado (Denver International airport). It was flown under scheduled airline rules (Part 121). 4 people had minor injuries; 150 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The first officer’s excessive pitch-up of the airplane while landing with a tailwind, which resulted in a tailstrike following a bounced landing. Contributing to the bounced landing were a high descent rate and excessive thrust resulting from the first officer’s delay in retarding the thrust levers to idle, thereby providing residual thrust and preventing spoiler deployment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 2009 · about 6:18 pm local time
- Place
- Denver, Colorado · Denver International · map
- Type
- Accident
- Injuries
- 4 people had minor injuries; 150 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus A320 211 · all A320s on the register
- Registration
- N311US · no longer on the register · serial 0125
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The flight crew was conducting a straight-in approach during visual meteorological conditions. The approach was backed up by an instrument landing system and was stable at 1000 feet above touchdown. During the final approach the crew noted an increasing tailwind. As the first officer (FO) entered the flare, the “retard” automatic callout sounded; this automatic call-out is designed to remind the pilot to move the thrust levers to idle. Despite the callout, the thrust levers remained at climb and the autothrust system commanded increased engine power in an attempt to recover airspeed. The airplane touched down, but then bounced as a result of excess thrust and the position of the thrust levers forward of idle, which prevented deployment of the spoilers. The FO then retarded the thrust levers, which allowed spoiler deployment, and the airplane touched down firmly. During the second touchdown, the FO began pitching the airplane nose up to about 12.5 degrees, which is greater than the specified maximum pitch angle and which resulted in the tailstrike. The captain attempted to add nose-down pitch to prevent the tailstrike but was too late. The aircraft experienced heavy abrasions, dents, and perforations of the skin; the aft galley drain mast and two aircraft antennas were broken; the auxiliary power unit air intake sustained damage and the rear pressure bulkhead was buckled and cracked.
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
- Tailstrike during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Pitch control › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Copilot
- factor Aircraft › Aircraft power plant › Engine controls › Power lever › Incorrect use/operation
- factor Personnel issues › Task performance › Use of equip/info › Use of equip/system › Copilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land
- Flight time: 14,619 hours in all; 2,677 in this make and model; 209 in the last 90 days; 57 in the last 30 days; 7,458 as pilot in command
- Last flight review: September 12, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land
- Flight time: 5,901 hours in all; 200 in this make and model; 100 in the last 90 days; 72 in the last 30 days
- Last flight review: March 22, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 57,600 hours
- Last inspection: inspection type not recorded, May 4, 2009; 3 hours since
- Maximum gross weight: 167,300 lb
- Seats: 156
- Landing gear: retractable
- Engine: Cfm CFM56 5A (turbofan); 0 hours total
- Operator: Northwest Airlines INC
The flight
- Departed from: KMSP Minneapolis MN at 4:39 pm
- Destination: KDEN Denver CO
- Flight plan: IFR
- Runway 16L, 12,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; scat at 8,000 ft
- Temperature: 63°F (17°C), dew point 34°F (1°C)
- Altimeter: 29.90 inHg
- Observation at 5:53 pm from KDEN, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 4 | |||
| Flight crew | 3 | |||
| Passengers | 147 |
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.