Boeing 737-8 accident near Dulles, Virginia, March 24, 2026

The NTSB's narrative final · quoted from the NTSB record

On March 24, 2026, about 1815 eastern daylight time (EDT), United Airlines flight 1303, was involved in an accident while taxiing for departure at Washington Dulles International Airport (IAD), Dulles, Virginia. The 167 passengers and crew onboard were uninjured. One maintenance technician was seriously injured. The flight was operating under Title 14 Code of Federal Regulations Part 121 as a regularly scheduled domestic passenger flight from IAD to Seattle-Tacoma International Airport (SEA), Seattle, Washington. According to the flight crew, preflight preparations were normal, and no abnormalities were observed with either the airplane or ground personnel. The airplane was parked at Gate C6 between two aircraft undergoing preflight and post-flight activities. Departure was delayed several minutes to accommodate connecting international passengers. They were cleared to push back with the airplane's tail-oriented east to facilitate a westbound taxi on taxiway Echo (E), abeam Gate C8. During the pushback, the tug driver made two unsuccessful attempts to properly position the airplane. A nearby ramp worker joined the right-wing walker on the headset communications and appeared to discuss the situation with the tug driver. The captain asked over the intercom if everything was alright. After receiving no response, he repeated the inquiry, and the tug driver advised that they would attempt to reposition the airplane one more time. Following the final repositioning attempt, the airplane remained north of the taxiway E centerline on the terminal side. The flight crew was then instructed to set the parking brake. Before disconnecting the headset, the tug driver stated, "Sorry for the wonky pushback," to which the captain replied, "Glad you figured it out." The ground personnel then moved clear of the airplane, and the marshaller signaled that the area was clear. The captain acknowledged the signal by flashing the taxi light, indicating the airplane was ready to taxi. Air traffic control subsequently cleared the flight to taxi via taxiways E, E2, and F to Spot 86. The captain advanced the thrust levers to breakaway thrust, and the airplane began taxiing. The remainder of the flight was uneventful. According to the pushback driver, before brake release the flight crew instructed him to position the aircraft for a west taxiway departure and align it with taxiway C8. He stated that the pushback was unusual due to construction near gate C2 and the presence of widebody aircraft at adjacent gates. During the maneuver, he had difficulty achieving a 90-degree alignment and was concerned about over-rotating the nose gear. After several attempts, he repositioned the aircraft beyond gate C6 and asked the captain if the aircraft was in position for brake set. Following completion of the pushback, he observed a maintenance technician on the ground near gate C4 and summoned assistance. United Airlines had issued Flight Operations, Ops Alert, Washington Dulles (IAD) Taxiway Echo Construction, Revision 1, that was effective and available to the pilots at the time of the accident (see figure 1). The Ops Alert stated in part: Why: Beginning March 16, the Metropolitan Washington Airport Authority (MWAA) will continue the renovation of Taxiway E to support the Terminal 2 Extension (T2E) project. Construction hours are daily from 2100-1300L. This work will impact access to Gates C2 and C4, prevent entering Taxiway E from the East, and close Taxiway J between Taxiways E and F. Figure 1. Graphic included in United Airlines Flight Operations, Ops Alert, Washington Dulles (IAD) Taxiway Echo Construction, Revision 1. Airport surveillance video showed the airplane was not released from the tug at the designated location abeam Gate C8 on taxiway E, but rather about abeam Gate C6 and north of the taxiway E centerline. As the airplane began to taxi and turned to position on the taxiway centerline its jet blast was directed toward an airplane parked at Gate C4, see figure 2. Shortly thereafter, a ladder was observed sliding across the ramp’s surface behind the parked airplane's No. 2 (right) engine. Figure 2. Pushback and taxi illustration based on surveillance video. The yellow dot indicates the approved drop location. (Source: United Airlines) After the flight, the flight crew was informed that a maintenance technician had sustained serious injuries after falling from a ladder displaced by their airplane’s jet blast . Safety Actions Since the accident, United Airlines has implemented the following mitigations to prevent recurrence: A safety standdown was held in station regarding the proper push path related to this gate during the construction period with all pushback qualified personnel. Policy related to the final positioning of aircraft, specifically, that an aircraft must be pushed to a location where jet blast can pose no harm to personnel or equipment was played on ramp information displays throughout employee areas of the station as a reminder of that policy. A revised Ops Alert, requiring Mandatory 2 engine taxi was implemented for the duration of the construction to ensure that engine power settings are kept as low as reasonably practicable.

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.

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