Boeing 737-7H4 and Boeing 737-3A4 accident near San Diego, California, December 27, 2006
On December 27, 2006 at about 2:12 am local time, 2 aircraft, Boeing 737-7H4 (N207WN) and Boeing 737-3A4 (N673AA), were involved in the same accident near San Diego, California (San Diego airport). No one was hurt; 208 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the captain, during taxi, to maintain adequate clearance from an occupied airplane stopped on the ramp.
Failure of the captain, during taxi, to maintain adequate clearance from an occupied airplane stopped on the ramp.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 27, 2006 · about 2:12 am local time
- Place
- San Diego, California · San Diego
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 208 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 737-7H4 · all 737-7H4s on the register
- Registration
- N207WN · registry record · serial 34012
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 737-3A4 · all 737-3A4s on the register
- Registration
- N673AA · registry record · serial 23251
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 737-7H4 final · quoted from the NTSB record
Flight 1092 was parked at gate 5. The crew received pushback clearance, and was advised of a company airplane taxiing from gate 1. Ground personnel pushed flight 1092 back, and the captain set the airplane's brakes. The crew of flight 1011 received clearance to taxi from gate 1 to runway 27, and was advised to use caution because of a company airplane pushing back from gate 5. The crew of the taxiing airplane performed taxi checklist items, and discussed using caution regarding the stopped airplane that had been pushed back from gate 5. The first officer (FO) of the taxiing airplane pointed out that there was an open area on his side of the airplane in case the captain needed to deviate to the right for clearance. Flight data recorder information indicated that the taxiing airplane turned to the right (away from the stationary airplane) about 26.5 degrees while moving at a maximum ground speed of 11 knots. It then turned about 2.5 degrees back to the left (towards the stationary airplane) while the brakes were applied, and it stopped. About 8 seconds after coming to a stop, it began moving forward. It collided with the other airplane about 2 seconds later at a recorded groundspeed of 3 knots. The crew of the taxiing airplane was not sure what they hit. The left winglet from the taxiing airplane struck the right horizontal stabilizer of the stopped airplane. The top half of the winglet sheared off, and imbedded itself in the horizontal stabilizer just outboard of the elevator.
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 737-3A4 final · quoted from the NTSB record
Flight 1092 was parked at gate 5. The crew received pushback clearance, and was advised of a company airplane taxiing from gate 1. Ground personnel pushed flight 1092 back, and the captain set the airplane's brakes. The crew of flight 1011 received clearance to taxi from gate 1 to runway 27, and was advised to use caution because of a company airplane pushing back from gate 5. The crew of the taxiing airplane performed taxi checklist items, and discussed using caution regarding the stopped airplane that had been pushed back from gate 5. The first officer (FO) of the taxiing airplane pointed out that there was an open area on his side of the airplane in case the captain needed to deviate to the right for clearance. Flight data recorder information indicated that the taxiing airplane turned to the right (away from the stationary airplane) about 26.5 degrees while moving at a maximum ground speed of 11 knots. It then turned about 2.5 degrees back to the left (towards the stationary airplane) while the brakes were applied, and it stopped. About 8 seconds after coming to a stop, it began moving forward. It collided with the other airplane about 2 seconds later at a recorded groundspeed of 3 knots. The crew of the taxiing airplane was not sure what they hit. The left winglet from the taxiing airplane struck the right horizontal stabilizer of the stopped airplane. The top half of the winglet sheared off, and imbedded itself in the horizontal stabilizer just outboard of the elevator.
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 737-7H4 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 27,000 hours in all; 23,500 in this make and model; 190 in the last 90 days; 85 in the last 30 days; 23,500 as pilot in command; 1,400 on instruments
- Last flight review: January 1, 2006
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,945 hours in all; 4,866 in this make and model; 252 in the last 90 days; 80 in the last 30 days; 2,614 as pilot in command; 968 on instruments
- Last flight review: April 1, 2006
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 154,500 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: Cfm International CFM-56 (turbofan); 0 hours total
- Engine 2: Cfm International CFM-56 (turbofan); 0 hours total
The flight
- Departed from: SAN San Diego CA
- Destination: LAS Las Vegas NV
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: at 0 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 20,000 ft
- Temperature: 61°F (16°C), dew point 46°F (8°C)
- Altimeter: 30.03 inHg
- Observation at 1:51 am from SAN
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 72 |
The factual record for the Boeing 737-3A4 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,000 hours in all; 6,500 in this make and model; 210 in the last 90 days; 85 in the last 30 days; 5,000 as pilot in command; 0 on instruments
- Last flight review: July 1, 2006
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 8,102 hours in all; 1,335 in this make and model; 206 in the last 90 days; 83 in the last 30 days; 4,707 as pilot in command; 1,596 on instruments
- Last flight review: March 1, 2006
- Medical certificate: Class 1
- Seat: rear
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 139,000 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: Cfm International CFM-56 (turbofan); 0 hours total
- Engine 2: Cfm International CFM-56 (turbofan); 0 hours total
The flight
- Departed from: SAN San Diego CA
- Destination: SJC San Jose CA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 126 |
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.