Airbus Industrie A-300-600ER accident near Jamaica, New York, July 15, 1999
On July 15, 1999 at about 9:20 pm local time, a Airbus Industrie A-300-600ER, registered N80057, was substantially damaged in an accident near Jamaica, New York (John F. Kennedy airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 190 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper use of the flight controls by the captain trainee, and inadequate supervision by the check airman.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 15, 1999 · about 9:20 pm local time
- Place
- Jamaica, New York · John F. Kennedy · map
- Type
- Accident
- Injuries
- No one was hurt; 190 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus Industrie A-300-600ER A300-600ER · all A-300-600ERs on the register
- Registration
- N80057 · no longer on the register · serial 465
- 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 A300 came in for a landing with a captain trainee as the operating pilot and who was receiving initial operating experience. A check airman, who was the pilot-in-command, occupied the right seat and served as first officer. The captain trainee closed the throttles as the airplane neared the runway. The airplane touched down and bounced into the air, and touched down again about 4 seconds later. Just prior to each touchdown, the captain trainee pulled back on the control yoke and the airplane experienced a tail strike upon the second touchdown. DFDR data revealed the initial touchdown was 1.3 Gs and the second touchdown was 2.26 Gs. Interviews disclosed the approach speed was 132 knots plus 5 knots for crosswind. DFDR data recorded the initial touchdown occurred at 129 KCAS, and the second touchdown occurred at 124 KCAS.
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; single-engine land; instrument: airplane
- Flight time: 8,322 hours in all; 4,296 in this make and model; 134 in the last 90 days; 67 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 30,610 hours
- Last inspection: continuous airworthiness programme, May 29, 1999; 382 hours since
- Maximum gross weight: 375,888 lb
- Seats: 282
- Landing gear: retractable
- Engine: Ge CF6-8-C2A5 (turbofan); 0 hours total
- Operator: American Airlines, INC.
The flight
- Departed from: MTPP Port-A-Prince OF at 4:09 pm
- Destination: JFK
- Flight plan: IFR
- Runway 13L, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 17 knots
- Visibility: 10 statute miles
- Sky: scat at 6,500 ft
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 9:51 pm from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 10 | |||
| Passengers | 180 |
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 N80057 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.