Embraer 170 accident near Washington, District of Columbia, June 7, 2005
On June 7, 2005 at about 10:41 am local time, a Embraer 170, registered N803MD, suffered minor damage in an accident near Washington, District of Columbia (Washington Reagan National airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inexperience of the driver (fleet service agent) in the operation of a belt loader, which resulted in the belt loader being driven under, and colliding with, the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2005 · about 10:41 am local time
- Place
- Washington, District of Columbia · Washington Reagan National · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer 170
- Registration
- N803MD · no longer on the register
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
While the flight crew was preparing the aircraft for a revenue flight at jetway 23 at Washington Reagan National Airport, Washington, DC., an NMC-Wollard mobile belt baggage loader was driven under, and struck, a USAirways Express Embraer EMB-170 jet. The driver (fleet service agent) of the belt loader was fatally injured during the accident sequence, while the aircraft and belt loader received minor damage. The initial examination of the belt loader revealed no external damage other than damage to the steering wheel, steering column, and the operator's seat. The upper portion of the steering wheel had struck the underside of the airplane during the impact sequence, and was bent into an oval shape to the rear and in a downward direction. There was no evidence of breaks or kinks in the hydraulic lines leading to the steering actuator. The single eyewitness to the accident stated that he saw the fleet service agent approach the aircraft from the right rear, turn to the right around a fuel cart located off the right wing, and try to stop the belt loader. He speculated that her foot may have slipped off the brake pedal at that time. An accelerator pedal and a brake pedal are located in the footwell of the belt loader. Both are metal, and the 2 ¾ by 4-inch brake pedal has raised holes in it to improve foot traction. The right edge of the pedal also has a 5/8-inch raised lip. The accelerator pedal is curved, and is 3 ½ inches by 2 inches. The pedals are 4 inches apart laterally. The vehicle's brake system was examined using a skid test. The NMC-Wollard TC-888 belt loader is a four-wheeled, gasoline powered, single-seat vehicle equipped with an open driver's compartment and a 297.5-inch continuous moving belt assembly. The belt assembly can pivot, via hydraulics, at its rear end to facilitate different aircraft baggage door sill heights. When the belt assembly is lowered completely, the vehicle is 47.5 inches high, measured from the top of the steering wheel to the ground. The weight of the vehicle is 5,900 pounds. All four wheel assemblies achieved a locked condition when the brakes were fully applied. Also, the vehicle's maximum sustained speed of 18 miles per hour (mph) was measured utilizing a police speed-detecting laser. An examination of the vehicle's engine and drive components revealed no damage or defects. The throttle return springs were firm and provided good return. The accelerator foot pedal was not damaged, and was able to move without any restrictions or objects impeding its movement. The driver (fleet service agent) was hired by USAirways on May 9, 2005, almost one month prior to the accident, and had never driven a belt loader before joining that company.
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
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 78,153 lb
- Seats: 70
- Landing gear: retractable
- Engine: General Electric CF34-8E (turboprop); 0 hours total
The flight
- Departed from: DCA Washington DC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Wind: from 260° at 4 knots
- Visibility: 9 statute miles
- Sky: overcast at 25,000 ft; a few clouds at 7,000 ft
- Temperature: 68°F (20°C), dew point 64°F (18°C)
- Altimeter: 29.94 inHg
- Observation at 10:51 am from KDCA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.