Airbus A330 and Bombardier INC DHC-8-402 accident near Dulles, Virginia, August 10, 2012
On August 10, 2012 at about 7:15 pm local time, 2 aircraft, Airbus A330 (DAIKE) and Bombardier INC DHC-8-402 (N341NG), were involved in the same accident near Dulles, Virginia (Washington Dulles Internationa airport). No one was hurt; 272 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the A330 flight crew's failure to maintain a safe clearance to the DHC-8 that was stopped in front of the gate.
the A330 flightcrew's failure to maintain a safe clearance between his wing and the tail of the DHC-8-400 that was stopped on the lead in line of the gate.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 2012 · about 7:15 pm local time
- Place
- Dulles, Virginia · Washington Dulles Internationa · map
- Type
- Accident
- Injuries
- No one was hurt; 272 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Airbus A330 343 · all A330s on the register
- Registration
- DAIKE · no longer on the register
- Damage
- Minor damage
- Flight
- Flight · foreign airline rules (Part 129)
- Aircraft 2
- Bombardier INC DHC-8-402
- Registration
- N341NG · no longer on the register · serial 4341
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative for the Airbus A330 final · quoted from the NTSB record
On August 10, 2012, at about 3:15 PM EDT, Lufthansa flight 417, an Airbus A330, D-AIKE, collided with Colgan Air flight 3912, d.b.a. United Express, a Bombardier DHC-8-400, N341NG, while the Airbus was taxiing for takeoff at Washington Dulles International Airport (IAD), Dulles, Virginia. At the time of the accident, the DHC-8 was stopped and waiting for ramp workers to assist with parking at gate A1C. There were no injuries to any of the passengers or crewmembers on either airplane. The DHC-8 received substantial damage to its rudder and vertical stabilizer and the Airbus sustained minor damage to its right wingtip. Visual meteorological conditions prevailed at the time of the accident. The DHC-8 landed on runway 19C at IAD and proceeded on taxiway (TWY) A after exiting the runway. After arriving in the ramp area, ramp control cleared the flight to proceed to gate of A1C via TWY A5, which required crossing TWY B. The captain stopped the aircraft short of the gate on the lead in line and set the parking brake because there were no ramp workers present to marshal the airplane in. The A330 was pushed back from gate B49 and cleared to taxi towards TWY J via TWY B and to "hold short of A5." Prior to reaching A5, the flight was cleared to proceed to TWY J. Shortly after this, the captain saw the DHC-8 stopped near the gate and reduced taxi speed and asked the first officer if there was sufficient space on the right side for the A330 to pass. The first officer replied that the DHC-8 appeared to be at its proper parking space and that there was enough room. As the A330 taxied past, its winglet struck the DCH-8 rudder and vertical stabilizer. The A330 crew stated they never received any notification from ground control or ramp control that the DCH-8 was obstructing the taxiway or not in its parking position.
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 Bombardier INC DHC-8-402 final · quoted from the NTSB record
On August 10, 2012, at about 3:15 PM EDT, Lufthansa flight 417, an Airbus A330, D-AIKE, collided with Colgan Air flight 3912, d.b.a. United Express, a Bombardier DHC-8-400, N341NG, while the Airbus was taxiing for takeoff at Washington Dulles International Airport (IAD), Dulles, Virginia. At the time of the accident, the DHC-8 was stopped and waiting for ramp workers to assist with parking at gate A1C. There were no injuries to any of the passengers or crewmembers on either airplane. The DHC-8 received substantial damage to its rudder and vertical stabilizer and the Airbus sustained minor damage to its right wingtip. Visual meteorological conditions prevailed at the time of the accident. The DHC-8 landed on runway 19C at IAD and proceeded on taxiway (TWY) A after exiting the runway. After arriving in the ramp area, ramp control cleared the flight to proceed to gate of A1C via TWY A5, which required crossing TWY B. The captain stopped the aircraft short of the gate on the lead in line and set the parking brake because there were no ramp workers present to marshal the airplane in. The A330 was pushed back from gate B49 and cleared to taxi towards TWY J via TWY B and to "hold short of A5." Prior to reaching A5, the flight was cleared to proceed to TWY J. Shortly after this, the captain saw the DHC-8 stopped near the gate and reduced taxi speed and asked the first officer if there was sufficient space on the right side for the A330 to pass. The first officer replied that the DHC-8 appeared to be at its proper parking space and that there was enough room. As the A330 taxied past, its winglet struck the DCH-8 rudder and vertical stabilizer. The A330 crew stated they never received any notification from ground control or ramp control that the DCH-8 was obstructing the taxiway or not in its parking position.
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 Airbus A330 from the NTSB's investigation tables, in plain English
What happened, in order
- Unknown or undetermined during taxi defining event
The NTSB's findings
- cause Personnel issues › Psychological › Perception/orientation/illusion › Perception › Flight crew
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Flight crew
The aircraft
- Landing gear: retractable
- Engine 1: Rolls Royce TRENT772B (turbofan); 0 hours total
- Engine 2: Rolls Royce TRENT772B (turbofan); 0 hours total
The flight
- Departed from: IAD Dulles VA
- Destination: FRA Frankfurt
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds; a few clouds
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 11 | |||
| Flight crew | 2 | |||
| LapC | 2 | |||
| Passengers | 185 |
The factual record for the Bombardier INC DHC-8-402 from the NTSB's investigation tables, in plain English
What happened, in order
- Miscellaneous/other during standing (engine(s) operating) 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
- Seats: 70
- Landing gear: retractable
- Engine 1: P&W Canada PW150A (turboprop); 0 hours total
- Engine 2: P&W Canada PW150A (turboprop); 0 hours total
- Operator: Colgan Air INC
The flight
- Departed from: PIT Pittsburgh PA
- Destination: IAD Dulles VA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 2 | |||
| Flight crew | 2 | |||
| Passengers | 68 |
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 DCA12CA122.