Airbus Industrie A320-232 and Airbus Industrie A320-232 incident near Denver, Colorado, March 6, 2004
On March 6, 2004 at about 3:25 am local time, 2 aircraft, Airbus Industrie A320-232 (N467UA) and Airbus Industrie A320-232 (N482UA), were involved in the same incident near Denver, Colorado (Denver Intl airport). No one was hurt; 209 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the flight crew’s failure to maintain clearance from the other airplane and the ground crews' failure to follow proper pushback procedures. Factors contributing to the incident were the flight crew’s inadequate visual lookout, the other airplane ground crew's confusing visual signals to the flight crew, and the flight crew’s inability to understand the signals being given to them.
the failure of the other flight crew to maintain clearance from the airplane and the ground crews failure to follow proper pushback procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 2004 · about 3:25 am local time
- Place
- Denver, Colorado · Denver Intl · map
- Type
- Incident · collision on the ground
- Injuries
- No one was hurt; 209 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Airbus Industrie A320-232 · all A320-232s on the register
- Registration
- N467UA · registry record · serial 1359
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Airbus Industrie A320-232 · all A320-232s on the register
- Registration
- N482UA · registry record · serial 1584
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Airbus Industrie A320-232 final · quoted from the NTSB record
The captain on the United A320 said that during their pushback, a TED A320 was being pushed back at an angle from its gate toward their position. The captain said he relayed his concern to the ground crew, but did not receive a clear response. As the TED A320 approached, two persons from their push crew ran out, "apparently to get a better view. Both airplanes were finally stopped in close proximity. We were positioned to the east of our push line, toward the other aircraft." The captain said that he requested that his tug remain in place in case they had to return to the gate for a sick passenger. When it was determined the passenger could fly, they started engines and released the pushback crew. He said the crew disconnected and they received a salute and a release from guidance for a left turn out. The captain said the TED A320 was still connected to its tug and one of its ground crew was standing to the left front of the airplane facing aft. "He was looking toward us and holding his right hand overhead, and with his left arm out and slightly raised, indicating the wingtip clearance distance." The captain said, "I taxied slowly forward at idle thrust and eased toward the left." After a short distance, the wingtips collided causing minor damage to both airplanes. The United first officer said both he and the captain looked at a ground crew member standing in front and between the two airplanes, looking at us with wand raised and other arm held out horizontally indicating wing clearance. I called for taxi and we were cleared for a left turn out. With wing man guidance and a visual check I told the captain we were cleared on the right. We started to move and I glanced forward. When I looked back out to the right, the wing walker was gone, and then the wingtips made contact. One of the ground crew members on the TED A320 said he was wing walking for the airplane on the first officer's side. Another ground crew member was on the captain's side of the TED A320. The first ground crew member said the other ground crew member stopped the pushback. He said he went around to see what was happening. As he did, the first ground crew member saw the wings of the two airplanes "about 20 to 30 feet apart." The first ground crew member said he looked at the first officer on the United A320 and gave him "the hold sign." He said he then went to the tug operator to discuss the position of the airplane. As he was talking with the tug operator, the United A320 proceeded to move and clipped the wing of the TED A320. United Airlines pushback procedures for Gates A46 and A48 at the Denver International Airport cited, "The coordination of the pushback must include ... verbal agreement between gate crews ... on which aircraft is being moved first, [and] continual visual observance of the clearance between aircraft ..."
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 Industrie A320-232 final · quoted from the NTSB record
The captain on the United A320 said that during their pushback, a TED A320 was being pushed back at an angle from its gate toward their position. The captain said he relayed his concern to the ground crew, but did not receive a clear response. As the TED A320 approached, two persons from their push crew ran out, "apparently to get a better view. Both airplanes were finally stopped in close proximity. We were positioned to the east of our push line, toward the other aircraft." The captain said that he requested that his tug remain in place in case they had to return to the gate for a sick passenger. When it was determined the passenger could fly, they started engines and released the pushback crew. He said the crew disconnected and they received a salute and a release from guidance for a left turn out. The captain said the TED A320 was still connected to its tug and one of its ground crew was standing to the left front of the airplane facing aft. "He was looking toward us and holding his right hand overhead, and with his left arm out and slightly raised, indicating the wingtip clearance distance." The captain said, "I taxied slowly forward at idle thrust and eased toward the left." After a short distance, the wingtips collided causing minor damage to both airplanes. The United first officer said both he and the captain looked at a ground crew member standing in front and between the two airplanes, looking at us with wand raised and other arm held out horizontally indicating wing clearance. I called for taxi and we were cleared for a left turn out. With wing man guidance and a visual check I told the captain we were cleared on the right. We started to move and I glanced forward. When I looked back out to the right, the wing walker was gone, and then the wingtips made contact. One of the ground crew members on the TED A320 said he was wing walking for the airplane on the first officer's side. Another ground crew member was on the captain's side of the TED A320. The first ground crew member said the other ground crew member stopped the pushback. He said he went around to see what was happening. As he did, the first ground crew member saw the wings of the two airplanes "about 20 to 30 feet apart." The first ground crew member said he looked at the first officer on the United A320 and gave him "the hold sign." He said he then went to the tug operator to discuss the position of the airplane. As he was talking with the tug operator, the United A320 proceeded to move and clipped the wing of the TED A320. United Airlines pushback procedures for Gates A46 and A48 at the Denver International Airport cited, "The coordination of the pushback must include ... verbal agreement between gate crews ... on which aircraft is being moved first, [and] continual visual observance of the clearance between aircraft ..."
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 Airbus Industrie A320-232 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,937 hours in all; 2,000 in this make and model; 206 in the last 90 days; 85 in the last 30 days; 4,063 as pilot in command
- Last flight review: September 2, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,683 hours in all; 1,192 in this make and model; 197 in the last 90 days; 56 in the last 30 days
- Last flight review: November 1, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,929 hours
- Last inspection: continuous airworthiness programme, April 9, 2002; 6,554 hours since
- Maximum gross weight: 169,750 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: International Aero Engines V2500 (turbojet); 0 hours total
- Engine 2: International Aero Engines V2500 (turbojet); 0 hours total
The flight
- Departed from: DEN Denver CO at 3:25 am
- Destination: PHX Phoenix AZ
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 200° at 11 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 2,600 ft; a few clouds at 1,600 ft
- Temperature: 30°F (-1°C), dew point 28°F (-2°C)
- Altimeter: 29.62 inHg
- Observation at 2:53 am from DEN, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 67 |
The factual record for the Airbus Industrie A320-232 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,814 hours in all; 1,806 in this make and model
- Last flight review: September 1, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,401 hours in all; 1,490 in this make and model
- Last flight review: January 1, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme, May 15, 2002
- Maximum gross weight: 169,750 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: International Aero Engines V2500 (turbojet); 0 hours total
- Engine 2: International Aero Engines V2500 (turbojet); 0 hours total
The flight
- Departed from: DEN Denver CO at 3:25 am
- Destination: ONT Ontario CA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 130 |
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.