Boeing 777-22B and Boeing 777-281 accident near San Francisco, California, October 7, 2003
On October 7, 2003 at about 6:57 pm local time, 2 aircraft, Boeing 777-22B (N222UA) and Boeing 777-281 (JA709A), were involved in the same accident near San Francisco, California (San Francisco International airport). No one was hurt; 450 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the taxiing Boeing 777's flight crew to maintain clearance from a Boeing 777 that was being pushed back from the gate. Contributing to the accident was the failure of the local ramp controller to caution either aircrew of a possible movement conflict.
the failure of the taxiing Boeing 777's flight crew to maintain clearance from a Boeing 777 that was being pushed back from the gate. Contributing to the accident was the failure of the local ramp controller to caution either aircrew of a possible movement conflict.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2003 · about 6:57 pm local time
- Place
- San Francisco, California · San Francisco International · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 450 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 777-22B · all 777-22Bs on the register
- Registration
- N222UA · registry record · serial 30553
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 777-281 · all 777-281s on the register
- Registration
- JA709A · no longer on the register · serial 28278
- Damage
- Substantial damage
- Flight
- Flight · foreign airline rules (Part 129)
The NTSB's narrative for the Boeing 777-22B final · quoted from the NTSB record
An All Nippon Airways (ANA) Boeing 777-281 and a United Airlines (UAL) Boeing 777-22B both sustained substantial damage during an on-ground collision between both airplanes' right wing tips. The collision occurred in a nonmovement area ramp surrounding the G terminal. This ramp area is under the control of a local ground control tower operated by United Airlines. Both aircraft were under the control of the ramp control tower at the time of the collision. The transfer of ground control responsibility from the ramp control tower to the Federal Aviation Administration Air Traffic Control Tower for an aircraft arriving or departing the G terminal is Spot 10. Spot 10 is where the G-ramp intersects taxiway A. Gate G-102 is the closest terminal gate to Spot 10 and is along the southern boundary of taxiway A. The ANA 777 had been cleared to taxi to Spot 10 by the ramp control tower was taxing outbound past gate G-102. The UAL 777 had been cleared by the ramp control tower to push back from gate G-102. Review of the recorded radio communications revealed that the ramp controller did not issue a cautionary advisory to either crew regarding the movements of the respective airplanes. The UAL 777 push back tractor driver saw the ANA 777 approach and stopped the push back just moments before the collision. The ANA flight crew saw the UAL 777 and maneuvered slightly to the left, away from the airplane, in an attempt to ensure wing tip clearance just prior to contact. None of the pilots on the ANA 777 could visually see their airplane's wingtips from the cockpit. The UAL 777's wing walker was on the left side of the airplane blocking traffic and noticed the ANA 777's approach and collision just moments after the UAL 777's push back was halted.
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 Boeing 777-281 final · quoted from the NTSB record
An All Nippon Airways (ANA) Boeing 777-281 and an United Airlines (UAL) Boeing 777-22B both sustained substantial damage during an on-ground collision between both airplanes' right wing tips. The collision occurred in a nonmovement area ramp surrounding the G terminal. This ramp area is under the control of a local ground control tower operated by United Airlines. Both aircraft were under the control of the ramp control tower at the time of the collision. The transfer of ground control responsibility from the ramp control tower to the Federal Aviation Administration Air Traffic Control Tower for an aircraft arriving or departing the G terminal is Spot 10. Spot 10 is where the G-ramp intersects taxiway A. Gate G-102 is the closest terminal gate to Spot 10 and is along the southern boundary of taxiway A. The ANA 777 had been cleared to taxi to Spot 10 by the ramp control tower was taxing outbound past gate G-102. The UAL 777 had been cleared by the ramp control tower to push back from gate G-102. Review of the recorded radio communications revealed that the ramp controller did not issue a cautionary advisory to either crew regarding the movements of the respective airplanes. The UAL 777 push back tractor driver saw the ANA 777 approach and stopped the push back just moments before the collision. The ANA flight crew saw the UAL 777 and maneuvered slightly to the left, away from the airplane, in an attempt to ensure wing tip clearance just prior to contact. None of the pilots on the ANA 777 could visually see their airplane's wingtips from the cockpit. The UAL 777's wing walker was on the left side of the airplane blocking traffic and noticed the ANA 777's approach and collision just moments after the UAL 777's push back was halted.
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 Boeing 777-22B from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 12,724 hours in all; 524 in this make and model; 131 in the last 90 days; 73 in the last 30 days
- Last flight review: July 1, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,641 hours in all; 117 in this make and model; 126 in the last 90 days; 84 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 8,627 hours
- Last inspection: continuous airworthiness programme, July 6, 2003; 964.6 hours since
- Maximum gross weight: 535,000 lb
- Seats: 253
- Landing gear: retractable
- Engine 1: Pratt Whitney 4090 (turbofan); 0 hours total
- Engine 2: Pratt Whitney 4090 (turbofan); 0 hours total
- Operator: United Airlines INC
The flight
- Departed from: KSFO San Francisco CA at 7:00 pm
- Destination: JKIX Osaka
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 15 knots
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 29.85 inHg
- Observation at 7:56 pm from KFSO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 18 | |||
| Passengers | 253 |
The factual record for the Boeing 777-281 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: multi-engine land; instrument: airplane
- Flight time: 6,600 hours in all; 2,388 in this make and model; 133 in the last 90 days; 44 in the last 30 days; 1,960 as pilot in command
- Last flight review: October 2, 2003
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, foreign licence
- Ratings: multi-engine land; instrument: airplane
- Flight time: 6,127 hours in all; 3,193 in this make and model; 171 in the last 90 days; 54 in the last 30 days; 105 as pilot in command
- Last flight review: December 5, 2002
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
Other crew
- Certificate: airline transport pilot
- Flight time: 8,759 hours in all
- Injury: no injuries
The aircraft
- Airframe total time: 15,969 hours
- Last inspection: continuous airworthiness programme, September 24, 2003; 218 hours since
- Maximum gross weight: 650,000 lb
- Seats: 163
- Landing gear: retractable
- Engine 1: Pratt & Whitney PW4090 (turbofan); 0 hours total
- Engine 2: Pratt & Whitney PW4090 (turbofan); 0 hours total
The flight
- Departed from: KSFO San Francisco CA at 7:57 pm
- Destination: JRAA Tokyo
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 15 | |||
| Passengers | 164 |
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.