Boeing 717-200 and Boeing 717-200 accident near Milwaukee, Wisconsin, November 8, 2006
On November 8, 2006 at about 4:00 am local time, 2 aircraft, Boeing 717-200 (N904ME) and Boeing 717-200 (N923ME), were involved in the same accident near Milwaukee, Wisconsin (Mitchell International airport). No one was hurt; 59 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
Ground personnel failed to verify the clearance between the airplanes prior to signaling the crew that they were cleared to taxi. A factor associated with the accident was the parked airplane which was contacted.
The failure of ground personnel to verify the clearance between the airplanes prior to signaling the crew tha the crew of the other airplane that they were cleared to taxi.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 8, 2006 · about 4:00 am local time
- Place
- Milwaukee, Wisconsin · Mitchell International · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 59 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 717-200 · all 717-200s on the register
- Registration
- N904ME · no longer on the register · serial 55168
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 717-200 · all 717-200s on the register
- Registration
- N923ME · no longer on the register · serial 55185
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 717-200 final · quoted from the NTSB record
A Boeing 717-200, N904ME, operated as Midwest Airlines flight 157 contacted a Boeing 717-200, N923ME, which was being operated as Midwest Airlines flight 406, during ground operations at the Mitchell International Airport (MKE), Milwaukee, Wisconsin. Flight 157 was parked at gate D36 prior to the accident and flight 406 was parked next to it at gate D34. Flight 157 was pushed back from the gate and was stopped facing east behind flight 406 and perpendicular to the gates. The captain reported the pushback was normal and the airplane was not positioned any closer to the gates than usual. The captain of flight 406 stated they were ready to push back, but were advised by the tug driver that they could only push back a little because there was an airplane behind them (flight 157). The captain advised the tug driver to push the airplane back as much as possible so they would be credited with an on-time departure. The tug driver for flight 406 stated he could not see flight 157 behind them and as soon as he began moving the airplane both wing walkers gave the "X" signal to stop. He stated the airplane had been pushed back approximately 5-6 feet. One wing walker stated their wands were up in an "X" prior to flight 406 being moved because of the location of flight 157 behind them. The captain stated that after the airplane was pushed back, he set the brakes and they were stationary for 3-5 minutes prior to the impact. The captain of flight 157 stated his airplane was then marshalled forward. As he made a left turn out, they felt a jolt so he stopped the airplane and contacted the ramp personnel to see what happened. He reported the left turn was not sharp. The marshaller for flight 157 stated the airplane moved forward very little if at all prior to starting the left turn. The damage to N904ME, flight 157, consisted of minor damage to the outboard corner of the right side elevator trim tab end cap. Damage to N923ME, flight 406, consisted of substantial damage to the left side elevator and the left side elevator trim tab. Following this accident a red Pushback Clearance Reference Line was painted on the ramp area perpendicular to gates D30-D38. Midwest Airlines then issued a Ramp Training Procedural Communication stating that when an airplane is pushed back from the gate, both main landing gear must be on the alley side of the Pushback Clearance Reference Line at all times. In addition, Midwest Airlines reported they are revising their Company Operations manual to prohibit "Partial Push Backs" for the purpose of recording an on-time departure. The revision will also state that push backs will not be initiated until the area behind and on both sides of the airplane is clear of obstructions so that a complete, uninterrupted push back can be accomplished.
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 Boeing 717-200 final · quoted from the NTSB record
A Boeing 717-200, N904ME, operated as Midwest Airlines flight 157 contacted a Boeing 717-200, N923ME, which was being operated as Midwest Airlines flight 406, during ground operations at the Mitchell International Airport (MKE), Milwaukee, Wisconsin. Flight 157 was parked at gate D36 prior to the accident and flight 406 was parked next to it at gate D34. Flight 157 was pushed back from the gate and was stopped facing east behind flight 406 and perpendicular to the gates. The captain reported the pushback was normal and the airplane was not positioned any closer to the gates than usual. The captain of flight 406 stated they were ready to push back, but were advised by the tug driver that they could only push back a little because there was an airplane behind them (flight 157). The captain advised the tug driver to push the airplane back as much as possible so they would be credited with an on-time departure. The tug driver for flight 406 stated he could not see flight 157 behind them and as soon as he began moving the airplane both wing walkers gave the "X" signal to stop. He stated the airplane had been pushed back approximately 5-6 feet. One wing walker stated their wands were up in an "X" prior to flight 406 being moved because of the location of flight 157 behind them. The captain stated that after the airplane was pushed back, he set the brakes and they were stationary for 3-5 minutes prior to the impact. The captain of flight 157 stated his airplane was then marshalled forward. As he made a left turn out, they felt a jolt so he stopped the airplane and contacted the ramp personnel to see what happened. He reported the left turn was not sharp. The marshaller for flight 157 stated the airplane moved forward very little if at all prior to starting the left turn. The damage to N904ME, flight 157, consisted of minor damage to the outboard corner of the right side elevator trim tab end cap. Damage to N923ME, flight 406, consisted of substantial damage to the left side elevator and the left side elevator trim tab. Following this accident a red Pushback Clearance Reference Line was painted on the ramp area perpendicular to gates D30-D38. Midwest Airlines then issued a Ramp Training Procedural Communication stating that when an airplane is pushed back from the gate, both main landing gear must be on the alley side of the Pushback Clearance Reference Line at all times. In addition, Midwest Airlines reported they are revising their Company Operations manual to prohibit "Partial Push Backs" for the purpose of recording an on-time departure. The revision will also state that push backs will not be initiated until the area behind and on both sides of the airplane is clear of obstructions so that a complete, uninterrupted push back can be accomplished.
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 717-200 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Medical certificate: Class 1
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 10,641 hours
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 114,000 lb
- Seats: 94
- Landing gear: retractable
- Engine: Rolls-Royce BR700-515A1 (turbofan); 0 hours total
- Operator: Midwest Airlines, Inc.
The flight
- Departed from: MKE Milwaukee WI
- Destination: OMA Omaha NE
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 180° at 5 knots
- Visibility: 3 statute miles
- Sky: overcast at 3,200 ft; a few clouds at 800 ft
- Temperature: 48°F (9°C), dew point 46°F (8°C)
- Altimeter: 29.77 inHg
- Observation at 3:52 am from MKE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 26 |
The factual record for the Boeing 717-200 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Medical certificate: Class 1
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 4,413 hours
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 114,000 lb
- Seats: 94
- Landing gear: retractable
- Engine: Rolls-Royce BR700-715A1 (turbofan); 0 hours total
- Operator: Midwest Airlines, Inc.
The flight
- Departed from: MKE Milwaukee WI
- Destination: MCI Kansas City MO
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 25 |
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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 CHI07LA021.