Boeing 777-2Q8 incident near Mexico City, Mx, February 25, 2008
On February 25, 2008 at about 7:30 am local time, a Boeing 777-2Q8, registered N774AM, suffered minor damage in an incident near Mexico City. It was flown under non-U.S. commercial rules. No one was hurt; 403 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 25, 2008 · about 7:30 am local time
- Place
- Mexico City, Mexico · map
- Type
- Incident
- Injuries
- No one was hurt; 403 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 777-2Q8 · all 777-2Q8s on the register
- Registration
- N774AM · registry record · serial 28689
- Damage
- Minor damage
- Flight
- Flight · non-U.S. commercial rules
The NTSB's narrative preliminary · quoted from the NTSB record
On February 25, 2008, at 0130 central standard time, a Boeing 777-200, N774AM, was damaged while taxiing from the new terminal 2 to runway 05R Licenciado Benito Juarez International Airport, Mexico City D.F., in the Republic of Mexico. The passenger airplane, serial number 28689, is owned by International Lease Finance Corporation, Los Angeles, California and operated by Aeromexico of Mexico City, Mexico. THe flight was initiating an international scheduled passenger flight destined for Rio De Janeiro, Brazil. None of crew and passengers were injured. Visual meteorological conditions prevailed for the flight. The airplane was cleared from ground control to taxi to runway 05R using taxiway B3 and A1. According to a statement made by the pilot he indicated that he had doubt about sufficient ground clearance for the Boeing 777 using taxiway B3. The Captain turned on to taxiway B3 and was on the centerline when he felt a "hard strike" and stopped the airplane. The left wing had stuck a light pole. The flight was originating at the time of the mishap. The investigation is under the jurisdiction and control of the Government of the Republic of Mexico. Any further information may be obtained from: Secretaria de Comunicaciones y Trasportes Direccion General de Aeronautica Civil (DGAC) Providencia 807, Cuarto Piso Colonia del Valle, Codigo Postal 03100 Mexico, D.F. This report is for informational purposes only and contains only information released by, or obtained from the DGAC of the Republic of Mexico.
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
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 656,000 lb
- Seats: 400
- Landing gear: retractable
- Engine 1: General Electric GE90-94B (turbofan); 0 hours total
- Engine 2: General Electric GE90-94B (turbofan); 0 hours total
- Operator: Aero Mexico
The flight
- Departed from: MEX
- Destination: GIG Rio De Janeiro
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 45°F (7°C)
- Altimeter: 30.39 inHg
- Observation at 7:45 am from MEX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 3 | |||
| Passengers | 400 |
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.