Douglas DC-8-62 accident near Indianapolis, Indiana, December 17, 1999
On December 17, 1999 at about 10:04 pm local time, a Douglas DC-8-62, registered N995CF, was substantially damaged in an accident near Indianapolis, Indiana (Indianapolis Int'L 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 flight crew misjudged the clearance between their right wing and the radome of the parked aircraft. A factor associated with the accident was the ground handling contractor failed to identify the unsafe/hazardous condition that existed on the congested ramp area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 1999 · about 10:04 pm local time
- Place
- Indianapolis, Indiana · Indianapolis Int'L · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-8-62 · all DC-8-62s on the register
- Registration
- N995CF · registry record · serial 46024
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The right wing of a DC-8, Flight #638, collided with the radome of a parked DC-10 while taxing on the United Stated Postal Service (USPS) Eagle Hub Ramp. The DC-8 crew stated that the marshaller signaled them to pull forward out of the spot, then he signaled them to make a left turn to follow the green taxi line. The marshaller released the airplane prior to it intercepting the taxi line. It was during the turn that the airplanes collided. The USPS was conducting C-Net operations at the time of the accident. C-Net operations are in affect for the two weeks prior to Christmas during which parking and taxi routes are modified to support an increased number of cargo flights in airplanes larger then those normally used. Temporary dashed green taxi lines are painted on the ramp for C-Net operations. The ground handling contractor changed their procedures after this accident. The new procedures state that one marshaller will signal the airplane out of the parking spot and onto the appropriate taxi line, at which time a second marshaller will take over and direct the crew through the ramp area.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 178 in the last 90 days; 52 in the last 30 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 63,922 hours
- Last inspection: continuous airworthiness programme, December 17, 1999; 0 hours since
- Maximum gross weight: 335,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: P&W JT3D-7 (turbojet); 0 hours total
- Operator: Emery Worldwide Airlines
The flight
- Departed from: IND
- Destination: MSP Minneapolis MN
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 8,500 ft
- Temperature: 46°F (8°C), dew point 34°F (1°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from IND
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.
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.