Bombardier CL600 2D24 and Boeing 767 332 accident near Boston, Massachusetts, July 14, 2011
On July 14, 2011 at about 11:33 pm local time, 2 aircraft, Bombardier CL600 2D24 (N132EV) and Boeing 767 332 (N185DN), were involved in the same accident near Boston, Massachusetts (General Edward Lawrence Logan airport). No one was hurt; 291 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the B767 flight crew's failure to maintain a safe clearance with the CRJ900 that was stopped on a taxiway.
the B767 Captain's failure to maintain a safe clearance between his wing and the tail of the CRJ900 that was stopped on a taxiway.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 14, 2011 · about 11:33 pm local time
- Place
- Boston, Massachusetts · General Edward Lawrence Logan · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 291 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Bombardier CL600 2D24 900 · all CL600 2D24s on the register
- Registration
- N132EV · registry record · serial 15219
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 767 332 332, built 1995 · all 767 332s on the register
- Registration
- N185DN · registry record · serial 27961
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Bombardier CL600 2D24 final · quoted from the NTSB record
On July 14, 2011, about 1933 eastern daylight time, Delta Air Lines flight 266, a Boeing 767-300ER, N185DN, was taxiing for departure when its left winglet struck the horizontal stabilizer of Atlantic Southeast Airlines flight 4904, a Bombardier CL-600-2D24 (CRJ900), N132EV, which was on taxiway M holding for departure on runway 09 at Boston Logan International Airport (BOS), Boston, Massachusetts. The CRJ900 sustained substantial damage and the 767 sustained minor damage. There were no injuries to any of the passengers and crew aboard either airplane. Flight 4904, the CRJ900, was stopped behind two other airplanes on the south side of taxiway M awaiting takeoff clearance for runway 9. Flight 266, the B767, was taxiing for departure on runway 4R and was instructed by the ground controller to hold short of runway 4L on taxiway B. After holding short of runway 4L for a few minutes, the ground controller instructed them to "taxi to runway 4R, good rate around the corner." The captain recalled the ground controller had said the landing traffic was four miles out on final approach. The flight crew stated that they looked for the landing traffic and saw a "heavy" airplane approaching the airport with its landing gear extended were not sure if the landing traffic was going to runway 4L, runway 4R or runway 9. The captain indicated he expedited the taxi to cross the runway 4L approach path and estimated a taxi speed of more than 20 knots when they crossed the 4L approach path. After the B767 crossed the runway 4L approach path, ATC said "nice job, monitor tower on 132.22, should get you right outta here at this next arrival." The B767 first officer (FO) stated he then was changing to the tower frequency when he looked up and saw that they were closing the distance to the CRJ900 faster than he had expected and said "watch this guy". The captain stated that after turning on to taxiway B, he noticed the CRJ900 that was stopped on taxiway M and thought that it looked clear of taxiway B. The captain stated that it looked like they would be clear of the CRJ900 but the distance was going to be close so he steered the B767 slightly to the right (about three feet) of the taxiway centerline and applied light braking when the collision occurred. According to the accident captain and a Delta check airman, the B767 wingtips are not visible from the cockpit unless the windows are opened. The CRJ900 sustained substantial damage to the horizontal tail and vertical tail and fluid was lost in all three hydraulic systems.
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 767 332 final · quoted from the NTSB record
On July 14, 2011, about 1933 eastern daylight time, Delta Air Lines flight 266, a Boeing 767-300ER, N185DN, was taxiing for departure when its left winglet struck the horizontal stabilizer of Atlantic Southeast Airlines flight 4904, a Bombardier CL-600-2D24 (CRJ900), N132EV, which was on taxiway M holding for departure on runway 09 at Boston Logan International Airport (BOS), Boston, Massachusetts. The CRJ900 sustained substantial damage and the 767 sustained minor damage. There were no injuries to any of the passengers and crew aboard either airplane. Flight 4904, the CRJ900, was stopped behind two other airplanes on the south side of taxiway M awaiting takeoff clearance for runway 9. Flight 266, the B767, was taxiing for departure on runway 4R and was instructed by the ground controller to hold short of runway 4L on taxiway B. After holding short of runway 4L for a few minutes, the ground controller instructed them to "taxi to runway 4R, good rate around the corner." The captain recalled the ground controller had said the landing traffic was four miles out on final approach. The flight crew stated that they looked for the landing traffic and saw a "heavy" airplane approaching the airport with its landing gear extended were not sure if the landing traffic was going to runway 4L, runway 4R or runway 9. The captain indicated he expedited the taxi to cross the runway 4L approach path and estimated a taxi speed of more than 20 knots when they crossed the 4L approach path. After the B767 crossed the runway 4L approach path, ATC said "nice job, monitor tower on 132.22, should get you right outta here at this next arrival." The B767 first officer (FO) stated he then was changing to the tower frequency when he looked up and saw that they were closing the distance to the CRJ900 faster than he had expected and said "watch this guy". The captain stated that after turning on to taxiway B, he noticed the CRJ900 that was stopped on taxiway M and thought that it looked clear of taxiway B. The captain stated that it looked like they would be clear of the CRJ900 but the distance was going to be close so he steered the B767 slightly to the right (about three feet) of the taxiway centerline and applied light braking when the collision occurred. According to the accident captain and a Delta check airman, the B767 wingtips are not visible from the cockpit unless the windows are opened. The CRJ900 sustained substantial damage to the horizontal tail and vertical tail and fluid was lost in all three hydraulic systems.
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 Bombardier CL600 2D24 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during standing defining event
The NTSB's findings
- cause Personnel issues › Psychological › Perception/orientation/illusion › Perception › Pilot of other aircraft
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot of other aircraft
The aircraft
- Airframe total time: 6,150 hours
- Last inspection: continuous airworthiness programme, May 9, 2011
- Maximum gross weight: 84,500 lb
- Seats: 80
- Landing gear: retractable
- Engine 1: Ge CF 34-8C5 (turbofan); 1,207 hours total
- Engine 2: Ge CF 34-8C5 (turbofan); 6,150 hours total
- Operator: Atlantic Southeast Airlines INC
The flight
- Departed from: BOS Boston MA
- Destination: RDU Raliegh-Durham NC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 110° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 8,000 ft
- Temperature: 70°F (21°C), dew point 50°F (10°C)
- Altimeter: 29.96 inHg
- Observation at 10:54 pm from KBOS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 74 |
The factual record for the Boeing 767 332 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi (to runway) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Perception/orientation/illusion › Visual illusion/disorientation › Flight crew
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Flight crew
The aircraft
- Airframe total time: 76,810 hours
- Last inspection: continuous airworthiness programme, June 21, 2011
- Maximum gross weight: 348,220 lb
- Seats: 222
- Landing gear: retractable
- Engine 1: P&W PW4000 SER (turbofan); 63,432 hours total
- Engine 2: P&W PW4000 SER (turbofan); 56,616 hours total
- Operator: Delta Air Lines
The flight
- Departed from: BOS Boston MA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 8 | |||
| Flight crew | 2 | |||
| Passengers | 204 |
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 DCA11CA084.