Created Wednesday, Oct 30th 2024 13:20Z, last updated Tuesday, Sep 2nd 2025 21:30Z
A UPS United Parcel Service Airbus A300-600 freighter, registration N162UP performing flight 5X-2909 from Ontario,CA to Louisville,KY (USA) with 2 crew, landed on Louisville's runway 17R but struck its tail onto the runway surface. The aircraft rolled out without further incident, the crew informed tower they suspected a tail strike but were not able to confirm it, and taxied to the apron. Tower queried the next arrival whether they wanted to continue the landing despite the tail strike, which the crew affirmed.
The FAA reported: "AIRCRAFT N162UP, UPS 2909, A306, ONT - SDF, EXPERIENCED TAIL-STRIKE WHILE LANDING RUNWAY 17R AT SDF CAUSING UNSPECIFIED DAMAGE TO THE ACFT. TAXIED TO THE RAMP WITHOUT FURTHER INCIDENT. NO INJURIES REPORTED. WOC 202-267-3333 JG/SW"
On Jan 7th 2025 the NTSB reported that the aircraft bounced on landing, the captain however had already initiated thrust reverser deployment preventing a go around. The pitch increased causing a tail strike. The aircraft sustained substantial damage. The occurrence was rated an accident and is being investigated.
The aircraft has not flown since Oct 29th 2024 (standing Sep 2nd 2025).
On Sep 2nd 2025 the NTSB released their final report and the investigation docket concluding the probable cause of the accident was:
The pilot’s incorrect pitch attitude during a bounced landing which resulted in a tailstrike.
The NTSB analysed:
According to the flight crew, the captain was the pilot flying, and the first officer (FO) was the pilot monitoring (PM) when they were cleared for the instrument landing system (ILS) approach to runway 17R at SDF. The airplane was in the landing configuration and on a stabilized approach at 1,000 ft. and 500 ft. above ground level (AGL) respectively per company procedure. After the 500 ft stable callout by the PM, the auto pilot was disengaged and the approach continued with a normal descent rate and the autothrottles engaged. At about 20 ft AGL, power was reduced, and the flare was initiated. The touchdown felt normal, and the PM vocalized the spoiler deployment. Subsequently, the thrust reversers were deployed. The airplane bounced; however, due to the deployment of the thrust reversers a go-around wasprohibited. The airplane settled back on the runway and was slowed for taxi. During the taxi, air traffic control advised the flight crew of a possible tailstrike. After the tailstrike, the remainder of the landing rollout and taxi were uneventful.
A review of flight data recorder data showed that after the initial touchdown due to excessive energy, the airplane bounced followed by a firm landing. As the airplane’s shock absorber rebounded from the firm landing a nose-up control column was applied and the pitch angle began to increase. Simultaneously, the ground spoilers and thrust reversers continued to deploy, which exacerbated the nose-high attitude and resulted in a pitch angle of about 12 degrees.
According to Airbus, after touchdown the flight crew should fly the nosewheel smoothly, but without delay on to the runway, and must be ready to counteract any pitch up effect of the ground spoilers and reverse thrust.
The tailstrike resulted in abrasion damage along the aft lower fuselage. An inspection revealed substantial damage to the frames.
The damage:
