Airbus A320-232 incident near Gulf of America, GM, October 30, 2025
On October 30, 2025 at about 5:48 pm local time, a 2005 Airbus A320-232, registered N605JB, suffered minor damage in an incident during enroute near Gulf of America, GM. It was flown under scheduled airline rules (Part 121). 22 people had minor injuries; 102 others were unhurt. 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 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 30, 2025 · about 5:48 pm local time · cases in 2025
- Place
- Gulf of America, GM · map
- Type
- Incident
- Injuries
- 22 people had minor injuries; 102 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus A320-232, built 2005 · all A320-232s on the register
- Registration
- N605JB · registry record · serial 02368
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative preliminary · quoted from the NTSB record
On October 30, 2025 at 1748 UTC, JetBlue Airways Flight 1230 (N605JB) experienced a pitch excursion while cruising at 35,000 feet in smooth air and clear weather over the Gulf of America. The pitch excursion resulted in an approximate altitude loss of 100 feet. The flight crew elected to divert to Tampa International Airport (KTPA), Tampa, FL, and the remainder of the flight was uneventful. As a result of the pitch excursion, four flight attendants and 18 passengers sustained minor injuries. The scheduled passenger flight was operating under Title 14 Code of Federal Regulations Part 121 from Cancun International Airport (MMUN) to Newark Liberty International Airport (KEWR). The NTSB was notified of this incident on October 30, 2025, and the investigation was formally opened on October 31, 2025. The flight data recorder (FDR) and cockpit voice recorder (CVR) were sent to the NTSB Vehicle Recorder Laboratory in Washington, D.C. for data retrieval. The elevator and aileron computers (ELACs) were sent to Thales in Chatellerault, France and examined in the presence of the NTSB investigators. Additional components were removed from the incident airplane and sent to their respective manufacturers for potential data recovery and functional testing. A preliminary technical assessment of the A320 flight control system architecture conducted by Airbus identified a concern with ELAC software design as a possible contributing factor to the incident. In response to this finding, Airbus released Alert Operators Transmission (AOT) A27N022-25 Revision 00 and Revision 01 on November 28, 2025, followed by Revision 02 on November 29, 2025. AOT A27N022-25 was subsequently mandated by European Union Aviation Safety Agency (EASA) Emergency Airworthiness Directive (EAD) 2025-0268-E on November 28, 2025, and by Federal Aviation Administration (FAA) EAD 2025-24-51 on November 28, 2025. The NTSB appointed the following organizations as qualified parties to the investigation: FAA, JetBlue Airways, and Air Line Pilots Association. Pursuant to International Civil Aviation Organization (ICAO) Annex 13, the Bureau d'Enquêtes et d'Analyses (BEA) was asked to provide an Accredited Representative. One was appointed, with Airbus, Thales, and EASA acting as technical advisors. Later, Bundesstelle für Flugunfalluntersuchung (BFU) was also notified, and an Accredited Representative was appointed with Northrop Grumman LITEF acting as their technical advisor. This NTSB led investigation is ongoing.
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
- Flight control sys malf/fail during enroute defining event
The aircraft
- Airframe total time: 76,785 hours
- Last inspection: continuous airworthiness programme, October 29, 2025
- Maximum gross weight: 172,842 lb
- Seats: 172
- Landing gear: retractable
- Operator: Jetblue Airways CORP
The flight
- Departed from: MMUN Cancun OF at 4:49 pm
- Destination: KEWR Newark NJ
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 243° at 101 knots
- Visibility: 11.5 statute miles
- Sky: clear
- Temperature: 10°F (-12°C), dew point 0°F (-18°C)
- Altimeter: 29.92 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 4 | |||
| Flight crew | 2 | |||
| Passengers | 18 | 100 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Other NTSB records under N605JB the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N605JB on the register today · the tail number may have moved to another aircraft since
- Airbus A320 795 registered today · the model family and its accident history
- Airbus 1,507 aircraft on the register
- Newark Liberty International · bound for
- Other NTSB records under N605JB 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/ENG26LA004.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.