Boeing 737-832 and Boeing 787 accident near Seattle, Washington, February 5, 2025
On February 5, 2025 at about 6:15 pm local time, 2 aircraft, Boeing 737-832 (N3737C) and Boeing 787 (JA868J), were involved in the same accident near Seattle, Washington (Seattle-Tacoma Intl airport). No one was hurt; 335 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Japan Airlines flight crew’s failure to maintain adequate clearance from the parked Delta Air Lines aircraft while taxiing in congested ramp conditions.
The Japan Airlines flight crew’s failure to maintain adequate clearance from the parked Delta Air Lines aircraft while taxiing in congested ramp conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 5, 2025 · about 6:15 pm local time
- Place
- Seattle, Washington · Seattle-Tacoma Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 335 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 737-832, built 2000 · all 737-832s on the register
- Registration
- N3737C · registry record · serial 30799
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 787 9, built 2017 · all 787s on the register
- Registration
- JA868J · no longer on the register · serial 34845
- Damage
- Minor damage
- Flight
- Flight · foreign airline rules (Part 129)
The NTSB's narrative for the Boeing 737-832 final · quoted from the NTSB record
The accident occurred when the right wingtip of Japan Airlines flight 68 (JAL68), a Boeing 787-9 collided with the vertical stabilizer of Delta Air Lines flight 1921 (DL1921), a Boeing 737-832 while taxiing to the gate after landing at the Seattle-Tacoma International Airport (SEA), Seattle, Washington. There were no injuries to passengers or crew on either airplane and DL1921 sustained substantial damage to its empennage. The DL1921 flight crew reported that after pushback from gate A11 and taxiing via taxiway W, they were instructed to hold short of spot 99 and sequence for the south deice pad. DL1921 was stopped with the parking brake set abeam deice spot 1, waiting for marshalling and further clearance. According to the captain, the uncontrolled deice ramp was congested, slippery due to light snow and deicing fluid, and lacked defined hold points and marshalling guidance. The DL1921 flight crew stated that they were parked in position behind an Airbus A220 awaiting deice when they were struck from behind by a taxiing aircraft. The captain of DL1921 reported no prior indication that another aircraft was approaching from the rear and stated that he believed his aircraft was safely parked awaiting ground guidance. The first officer of DL1921 stated that he observed the approaching JAL68 aircraft’s wing moving uncomfortably close and alerted the captain, but the Delta aircraft could not move forward due to deice truck traffic and lack of a ground marshal. Moments later, the JAL68 aircraft’s right wingtip contacted the tail section of DL1921. According to statements from the JAL68 flight crew, they were taxiing toward gate S8 after landing on runway 16L. Due to congestion, the crew received multiple routing changes via ramp control, including taxi to spot 88 and subsequently back to spot 99 before re-entering the ramp toward S8. While maneuvering in the congested ramp near stands S15 and S16, the JAL68 captain (pilot flying) offset slightly left of centerline to maintain spacing with DL1921. The captain reported confirming with the first officer (pilot monitoring) whether the right wingtip was clear. The first officer responded that it appeared clear, but later recognized this was a misjudgment. The Japan Airlines crew estimated taxi speed at about 2 knots prior to contact. Both the captain and the observer crewmember reported they were aware of the proximity of the Delta aircraft but believed clearance would be maintained. The right wingtip of JAL68’s B-787 subsequently struck the tail of the parked DL1921. Following the collision, both crews initiated standard checklists. The Delta crew reported no injuries, secured the aircraft, and coordinated with Aircraft Rescue and Fire Fighting (ARFF) and airport operations for passenger deplaning via buses. The Japan Airlines crew stopped engines after receiving signals from Delta ground staff and reported the occurrence to ATC and company dispatch.
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 787 final · quoted from the NTSB record
The accident occurred when the right wingtip of Japan Airlines flight 68 (JAL68), a Boeing 787-9 collided with the vertical stabilizer of Delta Air Lines flight 1921 (DL1921), a Boeing 737-832 while taxiing to the gate after landing at the Seattle-Tacoma International Airport (SEA), Seattle, Washington. There were no injuries to passengers or crew on either airplane and DL1921 sustained substantial damage to its empennage. The DL1921 flight crew reported that after pushback from gate A11 and taxiing via taxiway W, they were instructed to hold short of spot 99 and sequence for the south deice pad. DL1921 was stopped with the parking brake set abeam deice spot 1, waiting for marshalling and further clearance. According to the captain, the uncontrolled deice ramp was congested, slippery due to light snow and deicing fluid, and lacked defined hold points and marshalling guidance. The DL1921 flight crew stated that they were parked in position behind an Airbus A220 awaiting deice when they were struck from behind by a taxiing aircraft. The captain of DL1921 reported no prior indication that another aircraft was approaching from the rear and stated that he believed his aircraft was safely parked awaiting ground guidance. The first officer of DL1921 stated that he observed the approaching JAL68 aircraft’s wing moving uncomfortably close and alerted the captain, but the Delta aircraft could not move forward due to deice truck traffic and lack of a ground marshal. Moments later, the JAL68 aircraft’s right wingtip contacted the tail section of DL1921. According to statements from the JAL68 flight crew, they were taxiing toward gate S8 after landing on runway 16L. Due to congestion, the crew received multiple routing changes via ramp control, including taxi to spot 88 and subsequently back to spot 99 before re-entering the ramp toward S8. While maneuvering in the congested ramp near stands S15 and S16, the JAL68 captain (pilot flying) offset slightly left of centerline to maintain spacing with DL1921. The captain reported confirming with the first officer (pilot monitoring) whether the right wingtip was clear. The first officer responded that it appeared clear, but later recognized this was a misjudgment. The Japan Airlines crew estimated taxi speed at about 2 knots prior to contact. Both the captain and the observer crewmember reported they were aware of the proximity of the Delta aircraft but believed clearance would be maintained. The right wingtip of JAL68’s B-787 subsequently struck the tail of the parked DL1921. Following the collision, both crews initiated standard checklists. The Delta crew reported no injuries, secured the aircraft, and coordinated with Aircraft Rescue and Fire Fighting (ARFF) and airport operations for passenger deplaning via buses. The Japan Airlines crew stopped engines after receiving signals from Delta ground staff and reported the occurrence to ATC and company dispatch.
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 737-832 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during standing (engine(s) operating) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › (general) › (general) › Effect on operation
- Environmental issues › Operating environment › Airport facilities/design › (general) › Contributed to outcome
Pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 11,757 hours in all; 6,444 in this make and model; 100 in the last 90 days; 32 in the last 30 days; 4,431 as pilot in command
- Last flight review: October 27, 2024
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,005 hours in all; 1,229 in this make and model; 150 in the last 90 days; 66 in the last 30 days; 4,634 as pilot in command
- Last flight review: November 25, 2024
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 68,606 hours
- Last inspection: continuous airworthiness programme, February 3, 2025
- Maximum gross weight: 174,900 lb
- Seats: 168
- Landing gear: retractable
- Engine 1: Cfm Intl. CFM56 -7B26 (turbofan); 63,377 hours total
- Engine 2: Cfm Intl. CFM56-7B26 (turbofan); 67,807 hours total
- Operator: Delta Air Lines INC
The flight
- Destination: MMPR Puerto Vallarta OF
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,600 ft; a few clouds at 1,000 ft
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 29.86 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 4 | |||
| Flight crew | 2 | |||
| Passengers | 144 |
The factual record for the Boeing 787 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi (from runway) defining event
The NTSB's findings
- Personnel issues › Psychological › Perception/orientation/illusion › Perception › Flight crew
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 12,040 hours in all; 6,059 in this make and model; 169 in the last 90 days; 39 in the last 30 days; 1,278 as pilot in command
- Last flight review: January 17, 2025
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,995 hours in all; 540 in this make and model; 203 in the last 90 days; 91 in the last 30 days; 18 as pilot in command; 0 on instruments
- Last flight review: February 2, 2025
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 34,830.3 hours
- Last inspection: continuous airworthiness programme, August 15, 2024
- Maximum gross weight: 547,000 lb
- Seats: 209
- Landing gear: retractable
- Engine 1: General Electric Genx-1B74/75/ (turbofan); 29,907 hours total
- Engine 2: General Electric GEnx-1B74/75/ (turbofan); 23,883 hours total
- Operator: Japan Air Lines
The flight
- Departed from: Narita OF at 9:16 am
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 10 | |||
| Flight crew | 3 | |||
| Passengers | 172 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on October 14, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Delta Air Lines | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Japan Airlines | PDF, 11 pages | View Download |
| 3 | Flight Crew Statements - DL1921 | PDF, 3 pages | View Download |
| 4 | Flight Crew Statements - JAL68 | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.