Mcdonnell Douglas MD-88 accident near Denver, Colorado, May 14, 2005
On May 14, 2005, a Mcdonnell Douglas MD-88, registered N949DL, was substantially damaged in an accident near Denver, Colorado (Denver International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 98 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the nose gear actuator resulted in penetration of the forward pressure bulkhead and a loss of pressurization.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 14, 2005
- Place
- Denver, Colorado · Denver International · map
- Type
- Accident
- Injuries
- No one was hurt; 98 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD-88
- Registration
- N949DL · no longer on the register · serial 49880
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, the pilots heard a loud bang and the cabin lost pressurization. The pilots observed an unsafe nose gear indication. They placed the gear handle in the down position and got three green lights. The control tower confirmed that the landing gear were down when the aircraft performed a low pass. The flight made an uneventful landing at Denver. Post-accident examination by maintenance personnel revealed a hole in the forward pressure bulkhead and broken nose gear actuator. The nose landing gear actuator piston rod had worn threads, and a key locking washer in the gear assembly was sheared. The airline said that this was original equipment.
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: 7,774 hours in all; 681 in this make and model
- Last flight review: December 1, 2004
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; instrument: airplane
- Flight time: 3,101 hours in all; 2,483 in this make and model
- Last flight review: July 1, 2004
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 41,789 hours
- Last inspection: continuous airworthiness programme, May 1, 2005
- Maximum gross weight: 149,500 lb
- Seats: 150
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT8D-219 (turbofan); 0 hours total
- Engine 2: Pratt & Whitney JT8D-219 (turbofan); 0 hours total
The flight
- Departed from: DEN Denver CO
- Destination: ATL Atlanta GA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: not reported
- Wind: from 040° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 63°F (17°C), dew point 30°F (-1°C)
- Altimeter: 30.12 inHg
- Observation at 11:53 pm from DEN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 93 |
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.