Boeing 737-322 and Boeing 767-223 accident near San Francisco, California, June 7, 1996
On June 7, 1996 at about 5:05 am local time, 2 aircraft, Boeing 737-322 (N371UA) and Boeing 767-223 (N335AA), were involved in the same accident near San Francisco, California (San Francisco Intl airport). No one was hurt; 220 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
inadequate visual lookout by the United Airlines tug driver during the pushback operation. Contributing factors were: the driver's reduced ability to observe the American B-767 due to the nighttime condition, and United Airlines management's failure to ensure that safety procedures were followed.
inadequate visual lookout by the United Airlines tug driver during the pushback operation. Contributing factors were: the driver's reduced ability to observe the American B-767 due to the nighttime condition, and United Airlines management's failure to ensure that safety procedures were followed.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 1996 · about 5:05 am local time
- Place
- San Francisco, California · San Francisco Intl · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 220 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 737-322 · all 737-322s on the register
- Registration
- N371UA · no longer on the register · serial 24540
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 767-223 · all 767-223s on the register
- Registration
- N335AA · registry record · serial 22333
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 737-322 final · quoted from the NTSB record
At night, a tail-to-tail ground collision occurred in an alleyway between an outbound United Boeing 737, N371UA, and an outbound American Boeing 767, N335AA. At the time, the B-737 was under tug control while being pushed back without the aid of wing walkers from gate number 77. The United B-767 was beginning to taxi from the same alleyway following its earlier uneventful pushback with the aid of wing walkers from gate number 63. According to the B-737's tug driver, during pushback she had observed a nearby food service truck and had initially slowed her speed to ensure its passage. Thereafter, she continued pushing the B-737 toward the designed alleyway location. Suddenly, an impact occurred and the tug driver for the first time observed an American B-767 was already located in the alleyway. United management reported that during pushback operations it was the tug driver's responsibility to ensure that adequate clearance existed. Nine months earlier United management was aware that aircraft utilizing its gate number 77 did not have the minimum 25-foot aircraft wing tip clearance as required by the City of San Francisco. City personnel agreed to allow United gate usage provided United 'guarantee the use of wing walkers.'
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 767-223 final · quoted from the NTSB record
At night, a tail-to-tail ground collision occurred in an alleyway between an outbound United Boeing 737, N371UA, and an outbound American Boeing 767, N335AA. At the time, the B-737 was under tug control while being pushed back without the aid of wing walkers from gate number 77. The United B-737 was beginning to taxi from the same alleyway following its earlier uneventful pushback with the aid of wing walkers from gate number 63. According to the B-737's tug driver, during pushback she had observed a nearby food service truck and had initially slowed her speed to ensure its passage. Thereafter, she continued pushing the B-737 toward the designed alleyway location. Suddenly, an impact occurred and the tug driver for the first time observed an American B-767 was already located in the alleyway. United management reported that during pushback operations it was the tug driver's responsibility to ensure that adequate clearance existed. Nine months earlier United management was aware that aircraft utilizing its gate number 77 did not have the minimum 25-foot aircraft wing tip clearance as required by the City of San Francisco. City personnel agreed to allow United gate usage provided United 'guarantee the use of wing walkers.'
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 737-322 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 14,469 hours in all; 2,660 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 18,843 hours
- Last inspection: continuous airworthiness programme, October 17, 1995
- Maximum gross weight: 130,000 lb
- Seats: 133
- Landing gear: retractable
- Engine: Ge CFM56-3-C1 (turbofan); 0 hours total
- Operator: United Airlines, INC.
The flight
- Departed from: SFO at 5:05 am
- Destination: SEA Seattle WA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 280° at 12 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 50 |
The factual record for the Boeing 767-223 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 25,000 hours in all; 2,942 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 352,200 lb
- Seats: 173
- Landing gear: retractable
- Engine: Ge CF6-80A (turbofan); 0 hours total
- Operator: American Airlines, INC.
The flight
- Departed from: SFO at 5:00 am
- Destination: JFK New York City NY
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 11 | |||
| Passengers | 154 |
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.
Other NTSB records under N371UA the same tail number, which may have belonged to a different aircraft at the time
1999-09-02LAX99LA291 · accident near Santa Barbara, CA · minor damage · serious injuries
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.