Boeing 737-400 accident near Flushing, New York, September 21, 1989
On September 21, 1989 at about 3:21 am local time, a Boeing 737-400, registered N416US, was destroyed in an accident near Flushing, New York (La Guardia airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 2 people were killed, 3 people were seriously injured and 18 people had minor injuries; 40 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE CAPTAIN'S FAILURE TO EXERCISE HIS COMMAND AUTHORITY IN A TIMELY MANNER TO REJECT THE TAKEOFF OR TAKE SUFFICIENT CONTROL TO CONTINUE THE TAKEOFF, WHICH WAS INITIATED WITH A MISTRIMMED RUDDER. ALSO CAUSAL WAS THE CAPTAIN'S FAILURE TO DETECT THE MISTRIMMED RUDDER BEFORE THE TAKEOFF WAS ATTEMPTED.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 1989 · about 3:21 am local time
- Place
- Flushing, New York · La Guardia · map
- Type
- Accident
- Injuries
- 2 people were killed, 3 people were seriously injured and 18 people had minor injuries; 40 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Boeing 737-400 · all 737-400s on the register
- Registration
- N416US · registry record
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
AS THE FIRST OFFICER BEGAN THE TAKEOFF HE FELT THE AIRPLANE DRIFT RIGHT. THE CAPT NOTICED THE DRIFT ALSO & USED NOSEWHEEL TILLER TO HELP STEER. THE CREW THEN HEARD A 'BANG' AND A CONTINUAL RUMBLING NOISE. THE CAPT THEN TOOK OVER & REJECTED THE TAKEOFF BUT DID NOT STOP THE AIRPLANE BEFORE RUNNING OFF THE END OF THE RWY AND COLLIDING WITH A WOODEN APPROACH LIGHTING PIER. THE AIRPLANE CAME TO REST PARTIALLY SUBMERGED IN WATER. THE RUDDER TRIM POSITION WAS FOUND TO BE 16 DEG, OR FULL, LEFT DEFLECTION OF RUDDER. THE DFDR RECORDED THIS POSITION FROM ENGINE START AT THE GATE. (NTSB/AAR-90/03)
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
Pilot
- Certificate: airline transport pilot, commercial pilot, flight engineer, military
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,525 hours in all; 2,625 in this make and model; 122 in the last 90 days; 23 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,235 hours
- Last inspection: continuous airworthiness programme, August 3, 1989
- Maximum gross weight: 129,600 lb
- Landing gear: retractable
- Engine: Cfm CFM-56-3B2 (turbofan); 0 hours total
The flight
- Destination: Charlotte NC
- Flight plan: IFR
- Runway 31, 7,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 210° at 4 knots
- Visibility: 5 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 73°F (23°C), dew point 73°F (23°C)
- Altimeter: 30.00 inHg
- Observation at 4:34 am from LGR, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 2 | 3 | 12 | 40 |
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.