Airbus Industrie A-319-112 accident near Tampa, Florida, October 16, 2003
On October 16, 2003 at about 9:12 pm local time, a Airbus Industrie A-319-112, registered N764US, was involved in an accident near Tampa, Florida (Tampa International Airport). It was flown under scheduled airline rules (Part 121). 1 person was seriously injured and 2 people had minor injuries; 103 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
An intermittent fault with the airplane's Brake Steering Control Unit (BSCU) for undetermined reasons, which resulted in a momentary loss of brakes and steering, and a serious injury to a flight attendant during the resultant sudden stop during taxi for takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 16, 2003 · about 9:12 pm local time
- Place
- Tampa, Florida · Tampa International Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries; 103 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Airbus Industrie A-319-112 · all A-319-112s on the register
- Registration
- N764US · registry record · serial 1369
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The captain said that while taxiing to runway 36L, the airplane simultaneously lost steering, and he and his first officer received two electronic centralized aircraft monitor (ECAM) messages related to steering, flight controls, and brakes. The airplane veered left and the captain said he had to brake abruptly to avoid exiting the taxiway. U.S Airways maintenance personnel performed operational tests on the brakes and steering system and faults were found to exist with the Brake Steering Control Unit (BCDU). Messier-Bugatti, manufacturer of the BSCU, inspected and tested the effected BSCU, and according to their report, the BCDU was found not to be fully functional.
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
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 20,812 hours in all; 1,217 in this make and model
- Last flight review: June 1, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 16,944 hours in all; 359 in this make and model
- Last flight review: April 1, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 8,630 hours
- Last inspection: continuous airworthiness programme, October 1, 2003; 154 hours since
- Maximum gross weight: 167,300 lb
- Seats: 126
- Landing gear: retractable
- Engine 1: Cfm International CFM56-5B6/P (turbofan); 0 hours total
- Engine 2: Cfm International CFM56-5B6/P (turbofan); 0 hours total
The flight
- Departed from: TPA Tampa FL at 11:15 pm
- Destination: PIT Pittsburgh PA
- Flight plan: IFR
- Runway 36L, 11,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 110° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 15,000 ft
- Temperature: 82°F (28°C), dew point 61°F (16°C)
- Altimeter: 30.04 inHg
- Observation at 9:53 pm from TPA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | 2 | |
| Passengers | 101 |
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.