Airbus A320 incident near Jacksonville, Florida, August 3, 2023
On August 3, 2023 at about 12:35 pm local time, a 2006 Airbus A320, registered N649JB, was involved in an incident during approach near Jacksonville, Florida (Jacksonville International Air airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 93 people were on board or involved. The weather was conditions the NTSB did not record.
The NTSB's probable cause their words, unchanged
The loss of both Integrated Drive Generators (IDG) due to worn fixed cylinder block bores, which caused the IDGs to be tripped offline and caused the airplane to enter an emergency electrical configuration.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 2023 · about 12:35 pm local time
- Place
- Jacksonville, Florida · Jacksonville International Air · map
- Type
- Incident
- Injuries
- No one was hurt; 93 people were on board or involved.
- Weather
- conditions the NTSB did not record
- Aircraft
- Airbus A320 232, built 2006 · all A320s on the register
- Registration
- N649JB · registry record · serial 2977
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
Information received from JetBlue maintenance and the download of the number 1 generator control unit (GCU) indicated that the number 1 integrated drive generator (IDG) had tripped offline twice over the five days before the incident flight. The digital flight data recorder (DFDR) and GCU data showed that, during the incident flight, the number 1 IDG tripped offline, followed by the number 2 IDG. The loss of both IDGs caused the airplane to enter the emergency electrical configuration and deploy the ram air turbine (RAT). Given the electrical configuration of the airplane at the loss of the number 2 IDG (the APU was not online), the emergency electrical configuration change would cause a temporary loss of the flight deck displays as the electrical system transitioned to power from the RAT. The examination of both the airplane’s IDGs revealed that all of the fixed cylinder block bores were worn beyond tolerance. The IDG manufacturer Collins Aerospace indicated that worn cylinder block bores would make it difficult for an IDG to maintain a constant and consistent frequency; fluctuations in the frequency of the IDG’s output power made it susceptible to faults that could cause the IDG to trip offline.
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
- Electrical system malf/failure during approach defining event
The NTSB's findings
- Aircraft › Aircraft systems › Electrical power system › AC generation system › Fatigue/wear/corrosion
The aircraft
- Airframe total time: 63,187 hours
- Seats: 170
- Landing gear: retractable
- Engine 1: Iae 4W5198 (turbofan); 67,528 hours total
- Engine 2: Iae 4W5198 (turbofan); 39,820 hours total
- Operator: Jetblue Airways CORP
The flight
- Departed from: FLL Fort Lauderdale FL
- Flight plan: IFR
- Runway 8, 10,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 | |||
| Passengers | 91 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
1 document, released by the NTSB on August 26, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Aircraft Systems - Group Chair's Factual Report | PDF, 39 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.