Boeing 737 incident near Kuching, My, October 2, 2009
On October 2, 2009 at about 8:18 am local time, a Boeing 737, registered N9MMMR, suffered minor damage in an incident during pushback/towing near Kuching (Kuching International Airport). It was flown under rules the NTSB did not record. No one was hurt; 149 people were on board or involved.
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
- October 2, 2009 · about 8:18 am local time
- Place
- Kuching, Malaysia · Kuching International Airport
- Type
- Incident
- Injuries
- No one was hurt; 149 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Boeing 737 4HC · all 737s on the register
- Registration
- N9MMMR · no longer on the register · serial 26468
- Damage
- Minor damage
- Flight
- Flight · rules the NTSB did not record
The NTSB's narrative preliminary · quoted from the NTSB record
On October 2, 2009, about 0818 Coordinated Universal Time (UTC) a Malaysia Airlines, Boeing 737-400 airplane, registration 9M-MMR, suffered a collapsed left main landing gear during pushback from the gate at Kuching International Airport, Kuching, Sarawak, Malaysia. The airplane came to rest on the left engine nacelle. The incident investigation investigation is under the jurisdiction of the government of Malaysia. Further information pertaining to this incident may be obtained from: DEPARTMENT OF CIVIL AVIATION, MALAYSIA No. 27, Persiaran Perdana, Level 1 - 4, Block Podium, Precinct 4, 62618 Putrajaya, MALAYSIA Tel : +60-3-8871 4000 Fax : +60-3-8890 1640 www.dca.gov.my This report is for informational purposes only and contains only information obtained for, or released by, the Government of Malaysia.
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
What happened, in order
- Aircraft structural failure during pushback/towing defining event
Pilot
- Certificate: airline transport pilot
- Ratings: instrument: airplane
- Last flight review: September 10, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: instrument: airplane
- Last flight review: May 20, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 39,740 hours
- Last inspection: approved inspection programme, September 8, 2009
- Maximum gross weight: 138,498 lb
- Seats: 154
- Landing gear: retractable
- Engine: Cfm CFM-56-3C-1 (turbofan); 0 hours total
- Operator: Malaysian Airlines System Berhad
The flight
- Departed from: KCH Kuching at 8:18 am
- Destination: WMKK Sepang
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 276° at 5 knots
- Visibility: 6 statute miles
- Sky: not recorded; not recorded
- Temperature: 91°F (33°C), dew point 0°F (-18°C)
- Observation at 7:00 am from WBGG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 147 |
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.