Boeing 747-422 accident near San Francisco, California, November 14, 2003
On November 14, 2003 at about 8:50 pm local time, a Boeing 747-422, registered N178UA, was substantially damaged in an accident near San Francisco, California (San Francisco International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 356 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a tail strike due to a combination of the wind shifting from a headwind to a tailwind during rotation, and the pilot's control inputs for the crosswind condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2003 · about 8:50 pm local time
- Place
- San Francisco, California · San Francisco International · map
- Type
- Accident
- Injuries
- No one was hurt; 356 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 747-422 · all 747-422s on the register
- Registration
- N178UA · no longer on the register · serial 24385
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a tail strike on rotation. The first officer was the flying pilot for the takeoff on runway 10L. The winds were from 180 degrees at 16, gusting to 22 knots. The takeoff roll was normal, and the flying pilot utilized control wheel input to correct for the crosswind. A few seconds after rotation, the crew noted the stick shaker annunciate, and flying pilot responded by gently easing back pressure off the control yoke. The crew returned to land at the departure airport after controllers in the tower reported that the airplane may have struck the tail. Flight Data Recorder (FDR) information indicated that the takeoff occurred during directionally variable wind conditions. The wind shifted during the takeoff roll, resulting in a decreasing headwind, an increasing crosswind, and finally to an average 8-knot tailwind during rotation. The maximum pitch rate during rotation was slightly higher than average, but within the normal expected variation. Analysis of the data showed this was a minor contributor to the tail strike. The flying pilot used significant wheel input (35 degrees right wheel) to counter the increasing crosswind, which resulted in the right spoiler raising 12 degrees and a corresponding loss of lift due to the use of spoilers. Rotating at a lower airspeed requires a higher angle of attack, and therefore, a higher pitch attitude to achieve liftoff. The combination of the tailwind gust and spoiler movement resulted in the airplane's pitch attitude exceeding 12.6 degrees while the gear was still on the ground. This resulted in the aft body contact with the runway. During a typical takeoff in gusty or strong crosswind conditions, the manufacturer recommended maximum takeoff thrust and to avoid rotation during a gust. Slightly delaying rotation would allow the airplane additional time to accelerate through the gust, and the greater airspeed would improve the tail clearance margin. The FDR-recorded longitudinal control system parameters suggested a properly functioning system. The airplane motion was consistent with the control inputs and power settings.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 11,999 hours in all; 243 in the last 90 days; 51 in the last 30 days
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,702 hours in all; 215 in the last 90 days; 76 in the last 30 days
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 57,337 hours
- Last inspection: continuous airworthiness programme, July 1, 2003
- Maximum gross weight: 875,000 lb
- Seats: 370
- Landing gear: retractable
- Engine 1: Pratt & Whitney PW4056 (turbofan); 0 hours total
- Engine 2: Pratt & Whitney PW4056 (turbofan); 0 hours total
- Engine 3: Pratt & Whitney PW4056 (turbofan); 0 hours total
- Engine 4: Pratt & Whitney PW4056 (turbofan); 0 hours total
- Operator: United Air Lines INC
The flight
- Departed from: SFO San Francisco CA at 8:50 pm
- Destination: HKG Hong Kong
- Flight plan: IFR
- Runway 10L, 11,870 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 16 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 4,600 ft
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 30.09 inHg
- Observation at 8:56 pm from SFO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 21 | |||
| Passengers | 335 |
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.