Mcdonnell Douglas MD90 - 30 accident near Boston, Massachusetts, May 12, 2014
On May 12, 2014 at about 11:30 pm local time, a 1997 Mcdonnell Douglas MD90 - 30, registered N933DN, was substantially damaged in an accident during pushback/tow (engine not oper) near Boston, Massachusetts (Boston Logan International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 166 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the captain's failure to verify the communications between himself and the tug operator, which resulted in him applying of brakes while the airplane was being pushed back from the gate by the tug with tow bar attached.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 2014 · about 11:30 pm local time
- Place
- Boston, Massachusetts · Boston Logan International · map
- Type
- Accident
- Injuries
- No one was hurt; 166 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD90 - 30 30, built 1997
- Registration
- N933DN · no longer on the register · serial 53543
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
On May 12, 2014, at about 1737 eastern daylight time (EDT), Delta Airlines flight 1612, a Boeing MD-90, N933DN, experienced a partially collapsed nose gear during pushback from the gate at Boston Logan International Airport (KBOS), Boston, Massachusetts. The passengers and crew exited the aircraft via the jet bridge and there were no injuries. The flight was operating as a 14 Code of Federal Regulations Part 121 regularly scheduled passenger flight between KBOS and Minneapolis-Saint Paul International Airport (KMSP), Minneapolis, Minnesota. According to the flight crew, during pushback they received a new route clearance due to weather along the route. The captain and first officer discussed how they would handle the associated tasks, and agreed they would load the new route and then contact dispatch after the engine start had been accomplished. The crew stated the interphone conversation quality was degraded due to low volume, and there was considerable radio traffic on both clearance delivery and ramp frequencies. As the flight crew finished coordinating tasks, the captain heard on the interphone what he believed was "set brakes" and, because he did not discern any aircraft motion, began to apply the brakes. The airplane immediately shook and several warnings went off in cockpit. According to the tug operator, while at the gate he received brakes released and clear to push from the flight crew, and he proceeded to push the airplane off of the gate and to the area where it was clear to start engines. As they airplane approached the engine start spot, the tug operator stated "cleared to start", and the airplane immediately stopped, and the tug operator saw the airplane nose immediately drop and the nose gear partially collapse. Further inspection revealed the airplane sustained substantial damage to the nose landing gear assembly.
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
What happened, in order
- Landing gear collapse during pushback/tow (engine not oper) defining event
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Monitoring communications › Pilot
- cause Personnel issues › Action/decision › Action › Incorrect action selection › Pilot
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine sea; instrument: airplane
- Flight time: 12,066 hours in all; 1,450 in this make and model; 172 in the last 90 days; 7,934 as pilot in command
- Last flight review: October 15, 2013
- 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
- Flight time: 3,575 hours in all; 773 in this make and model; 221 in the last 90 days
- Last flight review: July 19, 2013
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 31,006 hours
- Last inspection: continuous airworthiness programme, May 12, 2014
- Maximum gross weight: 166,500 lb
- Seats: 168
- Landing gear: retractable
- Engine 1: International Aero Engines V2500 (turbofan); 24,548 hours total
- Engine 2: International Aero Engines V2500 (turbofan); 30,886 hours total
- Operator: Drelat Air Lines, Inc.
The flight
- Departed from: KBOS Boston MA at 10:51 pm
- Destination: MSP Minneapolis MN
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 75°F (24°C), dew point 48°F (9°C)
- Altimeter: 29.96 inHg
- Observation at 10:54 pm from KBOS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 4 | |||
| Flight crew | 2 | |||
| Passengers | 160 |
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.