Boeing 777-222 and Mcdonnell Douglas MD 83 accident near Chicago, Illinois, June 27, 2007
On June 27, 2007 at about 8:45 pm local time, 2 aircraft, Boeing 777-222 (N213UA) and Mcdonnell Douglas MD 83 (N9630A), were involved in the same accident near Chicago, Illinois (Chicago O'Hare Intl airport). No one was hurt; 501 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The 777-222's flight crew not maintaining clearance from the parked/standing MD 83 and the airport not coordinating the taxi chart instructions with air traffic control. Contributing to the accident was the MD 83's flight crew not following the taxi chart instructions to fully park within the pad and the reduced visual lookout due to the weather.
The 777-222's flight crew not maintaining clearance from the parked/standing MD 83 and the airport not coordinating the taxi chart instructions with air traffic control. Contributing to the accident was the MD 83's flight crew not following the taxi chart instructions to fully park within the pad and the reduced visual lookout due to the weather.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 2007 · about 8:45 pm local time
- Place
- Chicago, Illinois · Chicago O'Hare Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 501 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 777-222 · all 777-222s on the register
- Registration
- N213UA · registry record · serial 30219
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Mcdonnell Douglas MD 83
- Registration
- N9630A · registry record · serial 53561
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 777-222 final · quoted from the NTSB record
Due to a weather hold, a McDonnell Douglas MD 83 was given clearance by Air Traffic Controllers (ATC) to park in a hold pad. A Boeing 777-222 was given similar ATC instruction. Rain and a micro burst were reported in the area obscuring visibility while taxiing. The runway 9R hold pad chart indicated that "pilots exercise caution taxiing past hold pad with parked aircraft - maintain centerline. Entire aircraft must be contained inside pad boundary line/lights." The 777-222 captain stated that he maintained the taxiway centerline while taxiing. The 777-222's flight crew used flight handbook reference points to remain clear of the parked airplanes. However, the 777-222's right wing impacted the MD 83's rudder. Wreckage on the ground was consistent with the MD 83 not fully parked within the hold pad. An ATC representative reported that ATC had received no guidance from the airport certificate holder on the entry and exit of airplanes on the 9R hold pad. The area encircling the hold pad was marked as taxiway. Taxiway Mike (M) borders the south area of the 9R hold pad and taxiway Kilo (K) borders the north area of the 9R hold pad.
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 NTSB's narrative for the Mcdonnell Douglas MD 83 final · quoted from the NTSB record
Due to a weather hold, a McDonnell Douglas MD 83 was given clearance by Air Traffic Controllers (ATC) to park in a hold pad. A Boeing 777-222 was given similar ATC instruction. Rain and a micro burst were reported in the area obscuring visibility while taxiing. The runway 9R hold pad chart indicated that "pilots exercise caution taxiing past hold pad with parked aircraft - maintain centerline. Entire aircraft must be contained inside pad boundary line/lights." The 777-222 captain stated that he maintained the taxiway centerline while taxiing. The 777-222's flight crew used flight handbook reference points to remain clear of the parked airplanes. However, the 777-222's right wing impacted the MD 83's rudder. Wreckage on the ground was consistent with the MD 83 not fully parked within the hold pad. An ATC representative reported that ATC had received no guidance from the airport certificate holder on the entry and exit of airplanes on the 9R hold pad. The area encircling the hold pad was marked as taxiway. Taxiway Mike (M) borders the south area of the 9R hold pad and taxiway Kilo (K) borders the north area of the 9R hold pad.
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 for the Boeing 777-222 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 15,000 hours in all; 2,048 in this make and model; 168 in the last 90 days; 48 in the last 30 days
- Last flight review: June 1, 2007
- 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: 6,000 hours in all; 92 in this make and model; 122 in the last 90 days; 72 in the last 30 days
- Last flight review: May 1, 2007
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 24,202 hours
- Last inspection: continuous airworthiness programme, June 1, 2007
- Maximum gross weight: 499,800 lb
- Seats: 365
- Landing gear: retractable
- Engine: Pratt & Whitney 4077 (turbofan); 0 hours total
The flight
- Departed from: ORD Chicago IL at 8:45 pm
- Destination: SFO San Francisco CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 73°F (23°C), dew point 39°F (4°C)
- Altimeter: 30.05 inHg
- Observation at 8:51 pm from ORD, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 13 | |||
| Passengers | 348 |
The factual record for the Mcdonnell Douglas MD 83 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,500 hours in all; 7,700 in this make and model; 131 in the last 90 days; 32 in the last 30 days; 9,000 as pilot in command; 800 on instruments
- Last flight review: April 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,610 hours in all; 4,047 in this make and model; 100 in the last 90 days; 41 in the last 30 days; 2,384 as pilot in command; 1,289 on instruments
- Last flight review: May 1, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 29,751 hours
- Last inspection: continuous airworthiness programme, October 1, 2006
- Maximum gross weight: 150,000 lb
- Seats: 144
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT8D-217A (turbofan); 0 hours total
- Engine 2: Pratt & Whitney JT8D-217A (turbofan); 0 hours total
The flight
- Departed from: ORD Chicago IL
- Destination: SEA Seattle WA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 135 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI07FA184.