Boeing 737 accident near Las Vegas, Nevada, January 4, 2014
On January 4, 2014 at about 1:20 am local time, a Boeing 737, registered N8327A, was substantially damaged in an accident during landing (flare/touchdown) near Las Vegas, Nevada (Mc Carran Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 180 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the captain's over rotation during the bounced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 4, 2014 · about 1:20 am local time
- Place
- Las Vegas, Nevada · Mc Carran Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 180 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737 8H4 · all 737s on the register
- Registration
- N8327A · registry record · serial 38818
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On January 3, 2014, at approximately 1930 pacific standard time, Southwest Airlines flight 2516, a Boeing 737-800, N8327A, experienced a tail strike during landing at McCarran International Airport (KLAS), Las Vegas, Nevada. There were no injuries to the 180 passengers and crew onboard and the airplane was substantially damaged. The flight was operating as a regularly scheduled passenger flight and originated from Orlando International Airport (KMCO), Orlando, Florida. According to the operator, the captain was the pilot flying and the first officer (FO) was the pilot monitoring. The accident flight was the first and only scheduled flight for the day for both crew members. Both pilots indicated that takeoff through the initial descent was uneventful. The aircraft was configured for a flaps 30 landing. During the ILS approach to runway 25L, the captain used the Heads-up Guidance System (HGS) in the IMC mode. During the decent below 100 feet, the FO indicated that the runway environment was dark and sensed the runway was "coming close fast". He noted a slightly increased descent rate and before he could make a callout, the captain had begun to take corrective action. During the descent, the captain stated he was hand flying the airplane (autopilot and autothrottles were off) and used the localizer, glideslope and flare cues from the HGS. At approximately 30 feet, he transitioned from the HGS to the runway environment, noting it appeared "pitch black." He then noticed the runway edge lights and what appeared to be an increased sink rate. Both pilots indicated the airplane touched down firm, then bounced, and the second touch down was harder than the first. Neither were aware that they had struck the tail. The captain did not recall seeing a tail strike warning indication from the HGS. Post flight inspection revealed that the tail strike indicator was compressed and deep scrapes and wear damage to the lower aft fuselage skin. Further investigation revealed multiple fractured frames and buckled stringers, shear ties and straps.
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 Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 14,111 hours in all; 9,200 in this make and model; 140 in the last 90 days; 45 in the last 30 days; 2,197 as pilot in command
- Last flight review: March 20, 2013
- 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: 8,000 hours in all; 3,200 in this make and model; 145 in the last 90 days; 5 in the last 30 days; 3,500 as pilot in command; 2,000 on instruments
- Last flight review: April 30, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Landing gear: retractable
- Engine 1: Cfm CFM56-7 (turbofan); 3,988 hours total
- Engine 2: Cfm CFM56-7 (turbofan); 3,988 hours total
- Operator: Southwest Airlines CO
The flight
- Departed from: MCO Orlando FL
- Destination: LAS Las Vegas NV
- Runway 25L, 10,525 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 190° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft
- Temperature: 54°F (12°C), dew point 59°F (15°C)
- Altimeter: 29.90 inHg
- Observation at 2:15 am from KLAS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 6 | |||
| Passengers | 174 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on July 21, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.