Mcdonnell Douglas MD-88 accident near Denver, Colorado, April 22, 2003
On April 22, 2003 at about 6:52 pm local time, a Mcdonnell Douglas MD-88, registered N974DL, was substantially damaged in an accident near Denver, Colorado (Denver International airport). It was flown under scheduled airline rules (Part 121). 1 person had minor injuries; 60 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the flight crew's failure to maintain aircraft control, which resulted in engine start with the throttles advanced and the subsequent impact with the tug. Contributing factors include, the flight crew's improper procedures/directives and failure to re-accomplish the before start checklist, the captain's diverted attention, the manufacturer's inadequate MEL procedures, the manufacturer's insufficiently defined conditions/steps, and the tug.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 22, 2003 · about 6:52 pm local time
- Place
- Denver, Colorado · Denver International · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 60 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Mcdonnell Douglas MD-88
- Registration
- N974DL · no longer on the register · serial 53242
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
According to Delta Air Lines, the airplane arrived at 0951. The airplane was scheduled to depart at 1100, but was delayed due to the previous flight crews' report of a take off slat warning light indication problem. A maintenance check was completed and pushback for the next flight occurred at 1206. At 1224, while the crew was completing the pre-take off checks during the taxi, the captain reported another take off slat warning light indication problem. Maintenance requested that the captain return the airplane to the gate so a technician could reexamine the fault. At 1241, a maintenance technician assessed the problem and stated to the captain that "were gonna [sic] have to mess up with your takeoff condition here and you know after we do this, you're not supposed to move anything." The captain stated "right." The maintenance check procedures required that "either or both" engine throttles to be advanced to verify the operation of the warning horn. The operation of the system was verified and the slats were set in the takeoff configuration. During the entire maintenance check, the captain and first officer remained seated. At 1251, the first officer called for and received pushback clearance. The engines were started during pushback, and the captain stated that "prior to the engine start sequence, I did not direct re-accomplishment of the before start checklist." The captain said "the pushback and initial stages of the engine start sequence appeared normal." However, shortly after engine start and with the tug still attached, the airplane began to move forward under its own power. At that time, the captain noticed that the throttles were still advanced. The captain and first officer both reached to pull the engine throttles back to idle, but the airplane had moved forward enough to cause the tug and tow bar to jackknife to the left, striking the airplane and leaving a 4-foot long gash in the fuselage. The captain shut down the engines, secured the cockpit, and assessed the situation.
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
- Ratings: multi-engine land; instrument: airplane
- Flight time: 2,941 hours in all; 2,112 in this make and model; 190 in the last 90 days
- Last flight review: August 1, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 33,331.5 hours
- Last inspection: continuous airworthiness programme, April 18, 2003; 10.9 hours since
- Maximum gross weight: 149,500 lb
- Seats: 149
- Landing gear: retractable
- Engine 1: Pratt & Whitney JT8D219 (turbofan); 0 hours total
- Engine 2: Pratt & Whitney JT8D219 (turbofan); 0 hours total
The flight
- Departed from: DEN Denver at 6:45 pm
- Destination: LUK Cincinnati OH
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 150 ft; scat at 70 ft
- Temperature: 57°F (14°C), dew point 39°F (4°C)
- Altimeter: 29.75 inHg
- Observation at 6:45 pm from DEN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 4 | ||
| Passengers | 56 |
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.