Embraer EMB-145LR accident near St. Louis, Missouri, August 14, 2008
On August 14, 2008 at about 5:52 pm local time, a Embraer EMB-145LR, registered N814HK, was substantially damaged in an accident during landing near St. Louis, Missouri (St. Louis International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 36 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flying pilot's excessive angle of attack during the landing flare resulting in abnormal runway contact.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2008 · about 5:52 pm local time
- Place
- St. Louis, Missouri · St. Louis International · map
- Type
- Accident
- Injuries
- No one was hurt; 36 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB-145LR · all EMB-145LRs on the register
- Registration
- N814HK · no longer on the register · serial 145046
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
While en route to the destination airport, the first officer (FO) warned that his flaps 45 degrees landings are "a little extreme." The FO continues by stating that the landings are "a little non-standard, but it’s way more fun." The flight data recorder (FDR) showed an increase in the airplane's pitch angle at approximately 34 feet above ground level. The landing flare continued to increase to approximately 13 degrees of pitch angle with a corresponding angle of attack of 17 degrees. The airplane's stick shaker/stall warning system activated seconds before the landing, during which the airplane's tail section contacted the runway.
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
- Stall warn/stick-shaker/pusher during landing (flare/touchdown)
- Tailstrike during landing defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Incorrect use/operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,000 hours in all; 4,000 in this make and model
- Last flight review: February 1, 2008
- 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: 1,800 hours in all; 1,000 in this make and model
- Last flight review: February 1, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 24,511 hours
- Last inspection: continuous airworthiness programme, June 1, 2008
- Maximum gross weight: 48,722 lb
- Seats: 53
- Landing gear: retractable
- Engine 1: Rolls-Royce AE 3007 A1 (turbofan); 0 hours total
- Engine 2: Rolls-Royce AE 3007 A1 (turbofan); 0 hours total
- Operator: Trans States Airlines
The flight
- Departed from: JAX Jacksonville FL at 7:50 pm
- Destination: KSTL St. Louis MO
- Flight plan: IFR
- Runway 30R, 9,003 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft; a few clouds at 4,500 ft
- Temperature: 82°F (28°C), dew point 63°F (17°C)
- Altimeter: 29.94 inHg
- Observation at 5:51 pm from STL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 33 |
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 N814HK 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.