Boeing 727-2S2F accident near Memphis, Tennessee, December 14, 2005
On December 14, 2005 at about 7:30 am local time, a Boeing 727-2S2F, registered N213FE, was substantially damaged in an accident near Memphis, Tennessee (Memphis International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper towing of the airplane by the tug operator which resulted in the shearing of the towbar shear pin and subsequent collision of the airplane and tug.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 2005 · about 7:30 am local time · cases in 2005
- Place
- Memphis, Tennessee · Memphis International · cases near this airport · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 727-2S2F · all 727-2S2Fs on the register
- Registration
- N213FE · no longer on the register · serial 22935
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The flight crew stated that as the number 3 engine was being started, the captain mentioned that the tug was out of position for a normal pushback. As the airplane was being pushed back the flight crew heard and felt a few rough jolts from the nose wheel area. When the airplane stopped moving, the wing-walker gave the flight crew the emergency stop signal and the captain set the parking brake. The tug driver stated that during the pushback they did not notice anything unusual. The tug driver stated while towing the airplane forward and looking back to align the airplane with the taxiway, she heard the wing walker yell as the airplane rolled forward, and collide with the tug. The wing-walkers stated that it was raining as pushback procedure was initiated, and they noted a smell of glycol. The tug appeared to lose traction as the airplane moved passed the main landing gear chocks. The tug driver regained control of the tug, and continued the push back. As the tug operator began to tow the airplane forward, the wing-walker noticed that the airplane continued to roll forward when the tug stopped. The airplane collided with the tug and stopped with the tug on the right underside of the airplane. Examination of the airplane revealed that the hull of the airplane had a 5-foot tear on the underside of the belly. Further examination of the belly revealed two ribs and five stringers were damaged. Examination of the tow bar revealed the shear pin of the hitch head was sheered off. Metallurgical examination of the shank of the pin revealed that the pin was separated in two locations. Both fractures consisted of a flat surface displaying a small crescent shape with the remaining surface displaying a grainy texture. The features are typical of what is termed "double shear". Review of records showed that the tow bar was last inspected on September 21, 2005, and the shear pin was replaced on November 30, 2005.
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: 3,000 hours in all; 3,000 in this make and model; 32 in the last 90 days; 27 in the last 30 days; 1,100 as pilot in command
- Last flight review: September 1, 2005
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,930 hours in all; 1,930 in this make and model; 114 in the last 90 days; 40 in the last 30 days
- Last flight review: August 1, 2005
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 23,717 hours
- Last inspection: continuous airworthiness programme, December 1, 2005; 18 hours since
- Maximum gross weight: 204,000 lb
- Seats: 3
- Landing gear: retractable
- Engine: Pratt & Whitney JT8D (turbojet); 0 hours total
The flight
- Departed from: MEM Memphis TN at 7:30 am
- Destination: OKC Oklahoma City OK
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 330° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 5,500 ft
- Temperature: 57°F (14°C), dew point 32°F (0°C)
- Altimeter: 30.03 inHg
- Observation at 8:53 am from MEM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
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.
Connections how this case links to the rest of the register
- N213FE: not on the register today · the record of its deregistration
- Boeing 727 37 registered today · the model family and its accident history
- Boeing 6,677 aircraft on the register
- Engine: Pratt & Whitney JT8D 82 aircraft carry this series today · as the NTSB recorded it
- Frederick W Smith Intl/Memphis Airport · nearest airport
- Okc Will Rogers International · bound for
- Accidents and incidents in Tennessee 1,198 since 1982 · 231 in the last ten years
- Tennessee 6,529 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/ATL06LA024.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.