Mcdonnell Douglas DC-9-82 accident near Jamaica, New York, September 2, 2003
On September 2, 2003 at about 3:39 pm local time, a Mcdonnell Douglas DC-9-82, registered N454AA, was substantially damaged in an accident near Jamaica, New York (John F. Kennedy International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 138 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A fractured nose gear spray deflector due to contact with a tow bar during pushback, which subsequently jammed and prevented nose gear extension during landing. A factor in this accident was the tow operator's failure to detect the damaged spray deflector.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2003 · about 3:39 pm local time
- Place
- Jamaica, New York · John F. Kennedy International · map
- Type
- Accident
- Injuries
- No one was hurt; 138 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas DC-9-82 · all DC-9-82s on the register
- Registration
- N454AA · registry record · serial 49559
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on final approach when the flightcrew attempted to lower the landing gear; however, the nose gear indicator red light remained illuminated and the nose landing gear indicator pin did not extend. The flightcrew performed a low approach and ground personnel stated that the nose gear doors were partially open. The flightcrew subsequently performed an emergency landing, with the nose landing gear retracted. After the airplane came to a stop, the passengers deplaned via the aft door exit. Examination of the airplane revealed that the nose landing gear spray deflector was fractured near the middle, and found in two sections. The right section of the spray deflector had rotated about 180 degrees, and was found wedged between the nose landing gear and the right side of the wheel-well structure. The nose landing gear tire was above the wedged spray deflector section. The left section of the spray deflector was found in it's original position, which was forward, with the nose landing gear retracted. There was evidence of yellow paint transfer on the right upper surface (aft corner) of the spray deflector. Similar paint marks were observed on the left bottom surface (forward corner) of the spray deflector section. In addition, yellow paints chips were found embedded under a screw head at that location. The distance between the two yellow paint marks was approximately 29 inches. The tow operator who participated in the pushback of the airplane prior to takeoff stated that the tow bar became disconnected while the airplane was being towed; however, he did not observe any damage to the airplane. The tow bar was painted yellow and the distance between the tow bar forks was approximately 30 inches.
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: 13,004 hours in all; 7,680 in this make and model; 225 in the last 90 days; 75 in the last 30 days; 8,349 as pilot in command; 116 on instruments
- Last flight review: January 16, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,200 hours in all; 7,600 in this make and model; 240 in the last 90 days; 80 in the last 30 days; 2,300 as pilot in command; 1,000 on instruments
- Last flight review: August 21, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 46,603 hours
- Last inspection: continuous airworthiness programme, August 31, 2003; 5 hours since
- Maximum gross weight: 147,000 lb
- Seats: 136
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT8D-217C (turbojet); 0 hours total
- Engine 2: Pratt & Whitney JT8D-217C (turbojet); 0 hours total
- Operator: American Airlines INC
The flight
- Departed from: DFW Dallas-Fort Wor TX at 9:34 am
- Destination: EWR Newark NJ
- Flight plan: IFR
- Runway 4L, 11,351 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 050° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds; a few clouds at 900 ft
- Temperature: 63°F (17°C), dew point 61°F (16°C)
- Altimeter: 30.12 inHg
- Observation at 3:44 pm from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 133 |
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 N454AA 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.