United B739 at Houston on Oct 24th 2024, tyre bursts cause substantial damage

Last Update: September 24, 2025 / 14:54:36 GMT/Zulu time

Bookmark this article
Incident Facts

Date of incident
Oct 24, 2024

Classification
Report

Airline
United

Flight number
UA-1181

Departure
Las Vegas, United States

Destination
Houston Intercontinental, United States

Aircraft Registration
N27515

Aircraft Type
Boeing 737-900

ICAO Type Designator
B739

A United Boeing 737-900, registration N27515 performing flight UA-1181 from Las Vegas,NV to Houston Intercontinental,TX (USA) with 138 passengers and 7 crew, landed on Houston's runway 26L but blew both right hand main tyres. The aircraft vacated the runway and stopped on the high speed turn off clear of the runway. The passengers disembarked and were bussed to the terminal. The aircraft sustained substantial damage.

The aircraft remained on the ground until Nov 6th 2024 until returning to service.

The NTSB released their final report and investigation docket concluding the probable cause of the accident was:

Brake application before all three landing gears were on the ground, which caused the failure of the right main landing gear tires and resulted in tire fragments impacting the fuselage.

The NTSB analysed:

The captain was the pilot flying and the first officer (FO) was the pilot monitoring for the entire duration of the flight. During preflight preparations for departure from Harry Reid International Airport (LAS), Las Vegas, Nevada, both pilots reviewed the flight release and noted three Minimum Equipment List (MEL) items: the autobrake system, the antiskid system, and a coffee maker. The autobrake and antiskid systems had been deferred earlier that morning due to maintenance issues, specifically an antiskid alert light that failed to test correctly.

Given these deferrals, the crew stated they reviewed the enroute and destination weather conditions and reviewed operational limitations with the MEL items. Weather was visual flight rules (VFR) at both departure and destination airports. The crew determined that all MELrelated limitations were satisfied, including the need for a dry runway, no tailwind, use of flaps 40 for landing, and sufficient landing distance. The aircraft departed LAS without incident.

During descent into Houston, the crew stated they conducted the approach briefing, incorporating the limitations due to the MEL items. The FO noted a slight tailwind component on Runway 26L and requested an opposite-direction landing due to the autobrake and antiskid systems not available. However, Houston approach air traffic control (ATC) was unable to accommodate the request due to traffic volume and airspace restrictions. Winds were later reported as calm, and the crew proceeded with a visual approach to Runway 26L. When the FO did a final wind check with the tower, they were informed of a direct left-to-right crosswind relative to the runway, at 8 knots.

Both the captain and FO described the landing as soft and initially uneventful. The speed brakes deployed automatically, and the captain stated he applied brakes and activated the thrust reversers. However, shortly after the reversers were deployed, the captain perceived an abnormal condition, suspecting a tire failure due to the unusual noise and slight lateral swaying. The FO described the sensation as skidding followed by grinding and noted that the aircraft did not roll smoothly below 10 knots, with a right-wing-down lean. The captain suspected a blown tire and steered the aircraft off the runway and onto a high-speed taxiway.

A review of the FDR data for the landing show that as the pitch angle was reduced, the brake pressure began to rise to about 500 psi, prior to the right MLG air/ground switch changing to “ground”. After the right MLG was on the ground, the brake pressure continued to rise, peaking at about 1500 psi as the left MLG air/ground switch changed to “ground”. Brake pressure then eased to about 1000 psi as the nose gear air/ground switch changed to “ground” and the vertical acceleration peaked at about 1.3g. About one second later, there was a second spike in vertical acceleration to 1.3g, concurrent with an increased roll attitude to about 2 degrees right wing down, consistent with the failure of the right MLG tires.

Since the autobraking and antiskid systems were disabled, the flight crew had to manually apply brakes during the landing. The FDR data showed that the brake application happened before all three landing gear had changed to “ground” status, and likely before the wheels had an opportunity to fully spin up. The early application of the brakes during the landing likely contributed to the failure of the tires on the right MLG.

The ATC tower reported seeing smoke emanating from the aircraft during rollout, prompting the crew to request emergency vehicles. Upon stopping, ground personnel confirmed that both tires on the right MLG were severely damaged. The crew started the auxiliary power unit (APU), shut down the engines, and completed the after-landing and parking checklists. Passengers were informed of the situation and deplaned via air stairs approximately 40–45 minutes after landing. Buses transported all passengers and crew to the terminal. No injuries were reported.

Post landing inspection showed an impact dent on the fuselage above the right MLG. The affected area is identified in the United Airlines structural repair manual (SRM) as a principal structural element and required repair utilizing the techniques identified in the SRM. Inspection of the frames, stringers, and shear ties near the damaged area showed no damage to any adjacent areas.
Aircraft Registration Data
Registration mark
N27515
Country of Registration
United States
Date of Registration
Kjbpqiphl hcAfAg Subscribe to unlock
Manufacturer
BOEING
Aircraft Model / Type
737-9
Number of Seats
Qi Subscribe to unlock
ICAO Aircraft Type
B739
Year of Manufacture
Pdlc Subscribe to unlock
Serial Number
AgAbq Subscribe to unlock
Aircraft Address / Mode S Code (HEX)
Lfjgpc Subscribe to unlock
Engine Count
P Subscribe to unlock
Engine Manufacturer
BkA cel Subscribe to unlock
Engine Model
Hbglmplcgk Subscribe to unlock
Engine Type
IAcilfcep Subscribe to unlock
Pounds of Thrust
Jjjdg Subscribe to unlock
Main Owner
fmAcplmcng fbhjddpnpdgjgihddqpbAfpmefbignfbngbdgnggkcAgnAfjmedncqhepjjfhidgmjhkbflfimmdf npAbm AmhflnAjk jln ef Subscribe to unlock
Incident Facts

Date of incident
Oct 24, 2024

Classification
Report

Airline
United

Flight number
UA-1181

Departure
Las Vegas, United States

Destination
Houston Intercontinental, United States

Aircraft Registration
N27515

Aircraft Type
Boeing 737-900

ICAO Type Designator
B739

This article is published under license from Avherald.com. © of text by Avherald.com.
Article source

You can read 2 more free articles without a subscription.

Subscribe now and continue reading without any limits!

Subscribe now
Are you a subscriber? Login
Subscribe

Read unlimited articles and receive our daily update briefing. Gain better insights into what is happening in commercial aviation safety.

Compare our plans

Send tip

Support AeroInside by sending a small tip amount.

Send tip

Related articles

Newest articles

Subscribe today

Are you researching aviation incidents? Get access to AeroInside Insights, unlimited read access and receive the daily newsletter.

Pick your plan and subscribe

Partner

ELITE Logo

ELITE Simulation Solutions is a leading global provider of Flight Simulation Training Devices, IFR training software as well as flight controls and related services. Find out more.

SafetyScan Pro

SafetyScan Pro provides streamlined access to thousands of aviation accident reports. Tailored for your safety management efforts. Book your demo today

AeroInside Blog
Popular aircraft
Airbus A320
Boeing 737-800
Boeing 737-800 MAX
Popular airlines
American Airlines
United
Delta
Air Canada
Lufthansa
British Airways