Boeing 777 and Airbus A330 accident near Jamaica, New York, November 28, 2017
On November 28, 2017, 2 aircraft, Boeing 777 (SUGDL) and Airbus A330 (GVRAY), were involved in the same accident near Jamaica, New York (John F Kennedy International airport). The NTSB record does not give the injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The air traffic controller's improper instruction to the Egypt Air airplane flight crew to pass in an area where passing is prohibited, which led to a ground collision.
The air traffic controller's improper instruction to the Egypt Air airplane flight crew to pass in an area where passing is prohibited, which led to a ground collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 2017
- Place
- Jamaica, New York · John F Kennedy International · map
- Type
- Accident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 777 36NER, built 2010 · all 777s on the register
- Registration
- SUGDL · no longer on the register · serial 38284
- Damage
- Substantial damage
- Flight
- Flight · foreign airline rules (Part 129)
- Aircraft 2
- Airbus A330 343 · all A330s on the register
- Registration
- GVRAY · no longer on the register · serial L1296
- Damage
- Substantial damage
- Flight
- Flight · foreign airline rules (Part 129)
The NTSB's narrative for the Boeing 777 final · quoted from the NTSB record
The flight crew of Virgin Atlantic flight 4C stated that they taxied on taxiway K for takeoff at John F. Kennedy International Airport (JFK), Jamaica, New York. While starting the right engine, a fault message appeared, and ATC instructed them to stop in the runup area adjacent to K1 and K2. The captain stated that the area was poorly lit and unmarked, and that they stopped well to the right of centerline and set the parking brake. He stated that, as they were about to check the minimum equipment list and flight crew operating manual, their airplane was struck and sustained substantial damage. According to the pilot of Egypt Air flight 986, the airplane was taxiing to runway 04L when the Virgin Atlantic crew requested to hold. After ATC directed the Virgin Atlantic airplane to stop in the runup area, ATC instructed the Egypt Air airplane to line up. The Egypt Air captain stated that they were taxiing on the centerline and as they tried to pass the stopped Virgin Atlantic airplane, the right wing of the Egypt Air airplane impacted the left wing of Virgin Atlantic airplane and sustained substantial damage. The investigation revealed that a Federal Aviation Administration (FAA) JFK air traffic control tower supplemental hot clipboard notice stipulated that, on taxiway K in the areas of K1 and K2, two heavy airplanes are not permitted to pass. Therefore, ATC should not have directed the Egypt Air airplane to pass the Virgin Atlantic airplane.
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 A330 final · quoted from the NTSB record
The flight crew of Virgin Atlantic flight 4C stated that they taxied on taxiway K for takeoff at John F. Kennedy International Airport (JFK), Jamaica, New York. While starting the right engine, a fault message appeared, and ATC instructed them to stop in the runup area adjacent to K1 and K2. The captain stated that the area was poorly lit and unmarked, and that they stopped well to the right of centerline and set the parking brake. He stated that, as they were about to check the minimum equipment list and flight crew operating manual, their airplane was struck and sustained substantial damage. According to the pilot of Egypt Air flight 986, the airplane was taxiing to runway 04L when the Virgin Atlantic crew requested to hold. After ATC directed the Virgin Atlantic airplane to stop in the runup area, ATC instructed the Egypt Air airplane to line up. The Egypt Air captain stated that they were taxiing on the centerline and as they tried to pass the stopped Virgin Atlantic airplane, the right wing of the Egypt Air airplane impacted the left wing of Virgin Atlantic airplane and sustained substantial damage. The investigation revealed that a Federal Aviation Administration (FAA) JFK air traffic control tower supplemental hot clipboard notice stipulated that, on taxiway K in the areas of K1 and K2, two heavy airplanes are not permitted to pass. Therefore, ATC should not have directed the Egypt Air airplane to pass the Virgin Atlantic airplane.
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 from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during taxi (to runway) defining event
- Ground collision during taxi (to runway)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 16,977 hours in all; 6,001 in this make and model
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: multi-engine land; instrument: airplane
- Flight time: 5,327 hours in all; 1,219 in this make and model
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 30,090 hours
- Last inspection: continuous airworthiness programme, October 25, 2017
- Maximum gross weight: 775,000 lb
- Seats: 367
- Landing gear: retractable
- Engine 1: General Electric GE90-115B (turbofan); 25,029 hours total
- Engine 2: General Electric GE90-115B (turbofan); 23,586 hours total
- Operator: Egypt Airlines
The flight
- Departed from: JFK Jamaica NY
- Destination: HECA Cairo OF
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: dusk
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
The factual record for the Airbus A330 from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during standing (engine(s) operating) defining event
- Ground collision during standing (engine(s) operating)
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
Pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: multi-engine land; instrument: airplane
- Flight time: 16,450 hours in all; 11,700 in this make and model
- Last flight review: June 11, 2017
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,062 hours in all; 2,000 in this make and model
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 27,517 hours
- Last inspection: approved inspection programme
- Maximum gross weight: 513,677 lb
- Seats: 283
- Landing gear: retractable
- Engine 1: Rolls Royce Trent 772B60-16 (turbofan); 27,523 hours total
- Engine 2: Rolls Royce Trent 772B60-16 (turbofan); 27,523 hours total
- Operator: Virgin Atlantic Airways LTD
The flight
- Departed from: JFK Jamaica NY
- Destination: London OF
- Flight plan: IFR
- A second pilot was aboard
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.