Mcdonnell Douglas MD-88 accident near Denver, Colorado, February 4, 1996
On February 4, 1996 at about 11:47 pm local time, a Mcdonnell Douglas MD-88, registered N957DL, was substantially damaged in an accident near Denver, Colorado (Denver International airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person had minor injuries; 119 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the pilot to maintain sufficient airspeed to properly flare the airplane during the landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 4, 1996 · about 11:47 pm local time
- Place
- Denver, Colorado · Denver International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 119 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD-88
- Registration
- N957DL · no longer on the register · serial 49976
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The captain said he flew what he considered to be a normal, stabilized approach, using 28 degrees of flaps and a Vref speed of 133 knots plus 5 knots. He flared the airplane over the runway and realized the sink rate was not being arrested as desired. He made a more 'aggressive' pull on the control yoke while advancing the thrust levers a 'significant amount.' The airplane landed hard, sustaining substantial damage. DFDR readout disclosed that the airspeed remained above Vref+5 knots until, at a radio altimeter altitude of 238 feet, it was 138.75 knots; thereafter, it began to drop. When the airplane touched down on the runway, airspeed was 124.75 knots, and the pitch attitude was 10.62 degrees nose up. There was a +5.54 'G' vertical acceleration spike.
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, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 14,954 hours in all; 4,515 in this make and model; 186 in the last 90 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,529 hours
- Last inspection: continuous airworthiness programme, January 17, 1996; 128 hours since
- Maximum gross weight: 149,500 lb
- Seats: 150
- Landing gear: fixed
- Engine: P&W JT8D-219 (turbofan); 0 hours total
- Operator: Delta Air Lines
The flight
- Departed from: DFW Dfw Airport TX at 10:05 pm
- Destination: DEN
- Flight plan: IFR
- Runway 35L, 12,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 12°F (-11°C)
- Altimeter: 30.00 inHg
- Observation at 11:53 pm from DEN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 4 | ||
| Passengers | 115 |
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.