Boeing 777 - 300 and Airbus A340 - 300 accident near Miami, Florida, January 17, 2013
On January 17, 2013 at about 10:42 pm local time, 2 aircraft, Boeing 777 - 300 (FGZNI) and Airbus A340 - 300 (LVBMT), were involved in the same accident near Miami, Florida (Miami Intl airport). No one was hurt; 397 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
LV-BMT flight crew's incorrect evaluation of the clearance between the two aircraft, leading to the inadvertent collision of the left winglet with the horizontal stabilizer and elevator of F-GNZI. Contributing to the accident were the incorrect instructions given by the Miami Gates controller to the LV-BMT flight crew.
LV-BMT flight crew's incorrect evaluation of the clearance between the two aircraft, leading to the inadvertent collision of the left winglet with the horizontal stabilizer and elevator of F-GNZI. Contributing to the accident were the incorrect instructions given by the Miami Gates controller to the LV-BMT flight crew.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 2013 · about 10:42 pm local time
- Place
- Miami, Florida · Miami Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 397 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 777 - 300 · all 777 - 300s on the register
- Registration
- FGZNI · no longer on the register · serial 39973
- Damage
- Substantial damage
- Flight
- Flight · foreign airline rules (Part 129)
- Aircraft 2
- Airbus A340 - 300 · all A340 - 300s on the register
- Registration
- LVBMT · no longer on the register · serial 0048
- Damage
- Minor damage
- Flight
- Flight · foreign airline rules (Part 129)
The NTSB's narrative for the Boeing 777 - 300 final · quoted from the NTSB record
After arriving from Ministro Pistarini International Airport (SAEZ), Buenos Aires, Argentina, LV-BMT was directed by Miami ground control to taxi to the passenger terminal via taxiway Q. According to recorded data, LV-BMT was directed to spot 14W and cleared to gate H8A by Miami-Dade Aviation Department Aircraft Gate Control (Miami Gates). About 3 minutes later, the Miami Gates controller attempted to contact LV-BMT three times but used the incorrect flight number. On the third attempt, the crew of LV-BMT responded and were told they were "on the wrong line." The crew responded "14 Whiskey" but did not stop their taxi. While taxiing from spot 14W the left winglet of LV-BMT struck F-GNZI, which was parked at gate H10.
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 Airbus A340 - 300 final · quoted from the NTSB record
After arriving from Ministro Pistarini International Airport (SAEZ), Buenos Aires, Argentina, LV-BMT was directed by Miami ground control to taxi to the passenger terminal via taxiway Q. According to recorded data, LV-BMT was directed to spot 14W and cleared to gate H8A by Miami-Dade Aviation Department Aircraft Gate Control (Miami Gates). About 3 minutes later, the Miami Gates controller attempted to contact LV-BMT three times but used the incorrect flight number. On the third attempt, the crew of LV-BMT responded and were told they were "on the wrong line." The crew responded "14 Whiskey" but did not stop their taxi. While taxiing from spot 14W the left winglet of LV-BMT struck F-GNZI, which was parked at gate H10.
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 - 300 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during prior to flight defining event
The NTSB's findings
- factor Personnel issues › Task performance › Communication (personnel) › Accuracy of communication › Other/unknown
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot of other aircraft
Pilot
- Certificate: airline transport pilot, foreign licence
- Flight time: 15,096 hours in all; 1,614 in this make and model; 168 in the last 90 days; 40 in the last 30 days; 7,234 as pilot in command
- Last flight review: June 22, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: single-engine land
- Flight time: 7,454 hours in all; 1,635 in this make and model; 152 in the last 90 days; 29 in the last 30 days; 0 as pilot in command; 0 on instruments
- Last flight review: August 28, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,084 hours
- Last inspection: approved inspection programme, January 17, 2013
- Maximum gross weight: 761,600 lb
- Seats: 401
- Landing gear: retractable
- Engine 1: General Electric GE90-115B (turbofan); 8,084 hours total
- Engine 2: General Electric GE90-115B (turbofan); 8,084 hours total
- Operator: Air France
The flight
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,000 ft
- Temperature: 77°F (25°C), dew point 63°F (17°C)
- Altimeter: 30.02 inHg
- Observation at 9:53 pm from MIA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 14 | |||
| Passengers | 383 |
The factual record for the Airbus A340 - 300 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi defining event
The NTSB's findings
- factor Personnel issues › Task performance › Communication (personnel) › Accuracy of communication › Other/unknown
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: multi-engine land; instructor: instrument airplane; instrument: airplane
- Flight time: 22,248 hours in all; 90 in the last 90 days; 40 in the last 30 days
- Last flight review: December 23, 2012
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, foreign licence
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 3,985 hours in all; 73 in this make and model; 73 in the last 90 days; 29 in the last 30 days; 2,149 as pilot in command; 836 on instruments
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 360,000 lb
- Landing gear: fixed
- Engine 1: (turbofan); 0 hours total
- Engine 2: (turbofan); 0 hours total
- Engine 3: (turbofan); 0 hours total
- Engine 4: (turbofan); 0 hours total
The flight
- Departed from: SAEZ Buenos Aires at 2:03 pm
- Destination: MIA Miami FL
- Flight plan: IFR
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.