Boeing 787 and Airbus Canada LP BD-500-1A11 accident near North Charleston, South Carolina, July 19, 2025
On July 19, 2025 at about 1:40 am local time, 2 aircraft, Boeing 787 (JA986A) and Airbus Canada LP BD-500-1A11 (N247BZ), were involved in the same accident near North Charleston, South Carolina (Charleston Afb/Intl airport). 2 people had minor injuries; 101 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The ground crews improper parking of N247BZ, which left its tail protruding into the taxiway, and the JA986A flight crew’s failure to maintain adequate clearance while taxiing.
The ground crews improper parking of N247BZ, which left its tail protruding into the taxiway, and the JA986A flight crew’s failure to maintain adequate clearance while taxiing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2025 · about 1:40 am local time
- Place
- North Charleston, South Carolina · Charleston Afb/Intl · map
- Type
- Accident · collision on the ground
- Injuries
- 2 people had minor injuries; 101 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 787 10, built 2025 · all 787s on the register
- Registration
- JA986A · no longer on the register · serial 67000
- Damage
- Substantial damage
- Flight
- Ferry flight · foreign airline rules (Part 129)
- Aircraft 2
- Airbus Canada LP BD-500-1A11, built 2025
- Registration
- N247BZ · registry record · serial 55341
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 787 final · quoted from the NTSB record
All Nippon Airways flight 9397, JA986A, a Boeing B787-10, collided with Breeze Airways flight 509, N247BZ, an Airbus Canada BD-500-1A11 (A220), while taxiing for takeoff at Charleston International Airport (CHS), Charleston, South Carolina. There were no crew injuries and two minor passenger injuries onboard N247BZ and no injuries to crew onboard JA986A. The left wingtip of NH9397 contacted the rudder of the N247BZ, resulting in substantial damage to both airplanes. Breeze Airways flight 509 was scheduled to operate from Harry Reid International Airport (LAS), Las Vegas, Nevada, to Norfolk International Airport (ORF), Norfolk, VA. Due to weather in the vicinity of ORF, the flight crew of flight 509 coordinated with the Breeze Airways dispatch team and a decision was made to divert to CHS. Dispatch coordinated with the ground service provider and CHS airport operations and was granted permission for flight 509 to park on the remain overnight (RON) ramp, spot R1, see figure 1. Figure 1. Excerpt of Jeppesen 10-9 Airport Diagram Chart. After landing, the N247BZ flight crew taxied to the RON ramp and was marshalled by ground personnel into spot R6. After shutting down the engines and starting the auxiliary power unit, the flight crew observed ground personnel approaching with air stairs and turned OFF the fasten seatbelt sign. The captain opened the cockpit door and used the public address (PA) system to inform the passengers of the plan to refuel. Upon returning to the cockpit, the ground personnel contacted the flight crew and stated they needed to reposition the aircraft to allow a Boeing aircraft to taxi behind them. At that time, the captain turned the seatbelt sign ON, coordinated with the flight attendants, and made a PA announcement for the passengers to return to their seats for aircraft movement. The captain kept the parking brake engaged while waiting for passengers to be seated and the ramp personnel connected the tug. At that time, the flight crew felt the aircraft suddenly and violently “jolt”. The captain queried the ground personnel and was informed that the wing of JA986A hit their tail. JA986A was a ferry flight from CHS to Tokyo International Airport (HND), Tokyo, Japan, with a stop at Los Angeles International Airport (LAX), Los Angeles, California. The flight crew consisted of two captain qualified pilots; the pilot flying (PF) was seated in the left seat, and the pilot monitoring (PM) was seated in the right seat. The PF had operated out of CHS before, but at a different time of day. The PM had not flown out of CHS. The JA986A flight crew reported they received clearance to taxi to runway 15 via taxiway M. While taxiing on taxiway M, the flight crew observed good visibility but noted that it was dark and there was no taxiway centerline lighting guidance. The flight crew observed N247BZ parked ahead of them, facing West in the RON parking area (nose in), and the other airplanes were parked facing East (tail in). The flight crew assumed that the aircraft was parked for the night and was positioned in a “normal” parking spot, however as they taxied closer to the parked airplane, they thought it was “closer than normal”. The PF stated he was going to offset to the right, “just to be safe”. The PM indicated that he was attempting to monitor the right wing, by pressing his face against the windshield. While passing behind N247BZ, the flight crew felt a light vibration, similar to taxiing over an uneven surface. The JA986A flight crew stopped the airplane and requested airport personnel inspect their wing for potential damage, see figures 2 and 3. Figure 2. Photograph of N247BZ (left) and JA986A (right) after the collision. (Source: Breeze Airways) Figure 3. The left photo shows the damage to the vertical stabilizer and rudder of N247BZ The right photo shows the damage to the left wing on JA986A. (Source: Breeze Airways) JA986A sustained damage to the left raked wing tip and removable tip assembly. The removable wing tip is not considered a primary structure however the upper and lower panels of the raked wing tip are, and this damage adversely affects the structural strength requiring a major repair or replacement. Therefore, this was considered substantial damage. Charleston Regional Aviation Authority (CRAA) provided a RON ramp parking diagram, which indicated that all odd numbered parking spots were to be tail-in parking spots and R1 was designed to hold an A220 airplane. All even spots were to be nose-in parking spots and R6 was designated for smaller airplanes. The diagram also depicts a clearance line, indicating the boundary of the ramp area and taxiway M. Photographs provided by the CRAA depicted the nose gear of N247BZ on the lead-in line to spot R6 and main landing gear beyond the clearance line, see figures 4 and 5. Figure 4. Excerpt of CHS RON parking diagram. (Source: CRAA) Figure 5. N247BZ nose wheel positioned prior to the RON ramp spot R6 stop bar. (Source: CRAA) A postaccident review was conducted between Breeze Airways, CRAA, and the ground service provider. According to Breeze Airways, the ground service provider manager elected to park N247BZ on R6 due to ramp spacing for ground service equipment and the fuel truck. Additionally, they had previously parked an A220 on R6 for “gas and go” situations and had no issues. Prior to arrival, ground personnel had not cleared the ramp area of equipment and stopped the airplane with the tail beyond the ramp clearance line. Furthermore, N247BZ flight crew were unfamiliar with the RON ramp and the appropriate orientation of airplanes. They stated that the Jeppesen charts did not indicate parking directions, only spot locations. Lastly, CHS airport operations did not have prior knowledge of Boeing aircraft movements, therefore they were unaware of the potential for traffic on taxiway M.
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 Canada LP BD-500-1A11 final · quoted from the NTSB record
All Nippon Airways flight 9397, JA986A, a Boeing B787-10, collided with Breeze Airways flight 509, N247BZ, an Airbus Canada BD-500-1A11 (A220), while taxiing for takeoff at Charleston International Airport (CHS), Charleston, South Carolina. There were no crew injuries and two minor passenger injuries onboard N247BZ and no injuries to crew onboard JA986A. The left wingtip of NH9397 contacted the rudder of the N247BZ, resulting in substantial damage to both airplanes. Breeze Airways flight 509 was scheduled to operate from Harry Reid International Airport (LAS), Las Vegas, Nevada, to Norfolk International Airport (ORF), Norfolk, VA. Due to weather in the vicinity of ORF, the flight crew of flight 509 coordinated with the Breeze Airways dispatch team and a decision was made to divert to CHS. Dispatch coordinated with the ground service provider and CHS airport operations and was granted permission for flight 509 to park on the remain overnight (RON) ramp, spot R1, see figure 1. Figure 1. Excerpt of Jeppesen 10-9 Airport Diagram Chart. After landing, the N247BZ flight crew taxied to the RON ramp and was marshalled by ground personnel into spot R6. After shutting down the engines and starting the auxiliary power unit, the flight crew observed ground personnel approaching with air stairs and turned OFF the fasten seatbelt sign. The captain opened the cockpit door and used the public address (PA) system to inform the passengers of the plan to refuel. Upon returning to the cockpit, the ground personnel contacted the flight crew and stated they needed to reposition the aircraft to allow a Boeing aircraft to taxi behind them. At that time, the captain turned the seatbelt sign ON, coordinated with the flight attendants, and made a PA announcement for the passengers to return to their seats for aircraft movement. The captain kept the parking brake engaged while waiting for passengers to be seated and the ramp personnel connected the tug. At that time, the flight crew felt the aircraft suddenly and violently “jolt”. The captain queried the ground personnel and was informed that the wing of JA986A hit their tail. JA986A was a ferry flight from CHS to Tokyo International Airport (HND), Tokyo, Japan, with a stop at Los Angeles International Airport (LAX), Los Angeles, California. The flight crew consisted of two captain qualified pilots; the pilot flying (PF) was seated in the left seat, and the pilot monitoring (PM) was seated in the right seat. The PF had operated out of CHS before, but at a different time of day. The PM had not flown out of CHS. The JA986A flight crew reported they received clearance to taxi to runway 15 via taxiway M. While taxiing on taxiway M, the flight crew observed good visibility but noted that it was dark and there was no taxiway centerline lighting guidance. The flight crew observed N247BZ parked ahead of them, facing West in the RON parking area (nose in), and the other airplanes were parked facing East (tail in). The flight crew assumed that the aircraft was parked for the night and was positioned in a “normal” parking spot, however as they taxied closer to the parked airplane, they thought it was “closer than normal”. The PF stated he was going to offset to the right, “just to be safe”. The PM indicated that he was attempting to monitor the right wing, by pressing his face against the windshield. While passing behind N247BZ, the flight crew felt a light vibration, similar to taxiing over an uneven surface. The JA986A flight crew stopped the airplane and requested airport personnel inspect their wing for potential damage, see figures 2 and 3. Figure 2. Photograph of N247BZ (left) and JA986A (right) after the collision. (Source: Breeze Airways) Figure 3. The left photo shows the damage to the vertical stabilizer and rudder of N247BZ The right photo shows the damage to the left wing on JA986A. (Source: Breeze Airways) JA986A sustained damage to the left raked wing tip and removable tip assembly. The removable wing tip is not considered a primary structure however the upper and lower panels of the raked wing tip are, and this damage adversely affects the structural strength requiring a major repair or replacement. Therefore, this was considered substantial damage. Charleston Regional Aviation Authority (CRAA) provided a RON ramp parking diagram, which indicated that all odd numbered parking spots were to be tail-in parking spots and R1 was designed to hold an A220 airplane. All even spots were to be nose-in parking spots and R6 was designated for smaller airplanes. The diagram also depicts a clearance line, indicating the boundary of the ramp area and taxiway M. Photographs provided by the CRAA depicted the nose gear of N247BZ on the lead-in line to spot R6 and main landing gear beyond the clearance line, see figures 4 and 5. Figure 4. Excerpt of CHS RON parking diagram. (Source: CRAA) Figure 5. N247BZ nose wheel positioned prior to the RON ramp spot R6 stop bar. (Source: CRAA) A postaccident review was conducted between Breeze Airways, CRAA, and the ground service provider. According to Breeze Airways, the ground service provider manager elected to park N247BZ on R6 due to ramp spacing for ground service equipment and the fuel truck. Additionally, they had previously parked an A220 on R6 for “gas and go” situations and had no issues. Prior to arrival, ground personnel had not cleared the ramp area of equipment and stopped the airplane with the tail beyond the ramp clearance line. Furthermore, N247BZ flight crew were unfamiliar with the RON ramp and the appropriate orientation of airplanes. They stated that the Jeppesen charts did not indicate parking directions, only spot locations. Lastly, CHS airport operations did not have prior knowledge of Boeing aircraft movements, therefore they were unaware of the potential for traffic on taxiway M.
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 787 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during taxi defining event
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Flight crew
- Environmental issues › Conditions/weather/phenomena › Light condition › Dark › Effect on operation
Pilot
- Certificate: airline transport pilot, commercial pilot, private
- Ratings: multi-engine land; instrument: airplane
- Flight time: 15,551 hours in all; 2,694 in this make and model; 6,401 as pilot in command
- Medical certificate: Unknown
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot, private
- Ratings: multi-engine land
- Flight time: 11,282 hours in all; 8,149 in this make and model; 4,569 as pilot in command
- Medical certificate: Unknown
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7 hours
- Last inspection: continuous airworthiness programme, July 17, 2025
- Maximum gross weight: 535,000 lb
- Seats: 444
- Landing gear: retractable
- Engine 1: Ge Aviation GEnx-1B67P2 (turbofan); 7 hours total
- Engine 2: Ge Aviation GEnx-1B67P2 (turbofan); 7 hours total
- Operator: All Nippon Airways Co., Ltd.
The flight
- Destination: LAX Los Angeles CA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 180° at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 10,000 ft
- Temperature: 79°F (26°C), dew point 75°F (24°C)
- Altimeter: 30.15 inHg
- Observation at 9:56 pm from KCHS
Weather report (METAR): METAR KCHS 190156Z 18003KT 10SM FEW100 SCT200 26/24 A3015 RMK AO2 SLP208 T02610239=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 3 |
The factual record for the Airbus Canada LP BD-500-1A11 from the NTSB's investigation tables, in plain English
What happened, in order
- Ground collision during standing defining event
The NTSB's findings
- Personnel issues › Experience/knowledge › Knowledge › Knowledge of procedures › Ground crew
- Aircraft › Aircraft handling/service › Parking/securing › Parking/storage › Incorrect use/operation
The aircraft
- Seats: 153
- Landing gear: retractable
- Engine 1: P & W PW1521G SERIE (turbofan); 0 hours total
- Engine 2: P & W PW1521G SERIE (turbofan); 0 hours total
The flight
- Departed from: Las Vegas NV
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 3 | |||
| Flight crew | 2 | |||
| Passengers | 2 | 91 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on July 16, 2026. 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 | PDF, 10 pages | View Download |
| 2 | Ana NH9897 Pilot Statements | PDF, 6 pages | View Download |
| 3 | MX509 Pilot Statements | PDF, 8 pages | View Download |
| 4 | Breeze Airways Preliminary Summary | PDF, 9 pages | View Download |
| 5 | Ana NH9897 Aircraft Damage Assessment | PDF, 9 pages | View Download |
| 6 | Charleston Regional Aviation Authority Report | PDF, 10 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.