Lockheed L-1011-385 and amateur-built SD3-60 accident near San Juan, Puerto Rico, March 12, 1995
On March 12, 1995 at about 5:05 pm local time, 2 aircraft, Lockheed L-1011-385 (N724DA) and amateur-built SD3-60 (N376MQ), were involved in the same accident near San Juan, Puerto Rico (Luis Munoz Marin Intl. airport). No one was hurt; 339 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
THE FAILURE OF THE TUG OPERATOR TO FOLLOW CORRECT PUSHBACK PROCEDURES BY COMMENCING PUSHBACK WITHOUT CLEARANCE, RESULTING IN AN ON-GROUND COLLISION WITH ANOTHER AIRPLANE.
THE TUG OPERATOR OF ANOTHER AIRPLANE COMMENCING PUSHBACK PROCEDURES WITHOUT CLEARANCE TO DO SO FROM THE DISPATCHING AGENT, RESULTING IN AN ON-GROUND COLLISION BETWEEN BOTH AIRPLANES.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 12, 1995 · about 5:05 pm local time
- Place
- San Juan, Puerto Rico · Luis Munoz Marin Intl.
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 339 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Lockheed L-1011-385
- Registration
- N724DA · registry record · serial L1011385115
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
- Aircraft 2
- Amateur-built SD3-60
- Registration
- N376MQ · no longer on the register · serial SH3685
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative for the Lockheed L-1011-385 final · quoted from the NTSB record
The tug operator was cleared by the dispatching agent to commence pushback procedures at a departure gate on a Delta L- 1011. The lead wing walker observed an American SD3-60 taxiing to the ramp and signaled the tug operator to terminate the pushback, which was complied with. The tug operator observed the SD3-60 taxi past the L-1011, and commenced pushback procedures without clearance from the dispatching agent. The right wing tip of the L-1011 collided with the rudder of the SD3-60. Delta Airlines SOP states, the tug operator is responsible for following the signals of the dispatching agent.
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 amateur-built SD3-60 final · quoted from the NTSB record
THE AMERICAN SD3-60 WAS CLEARED TO THE RAMP BEHIND A DELTA L-1011 THAT HAD COMMENCED PUSHBACK PROCEDURES FROM A DEPARTURE GATE. THE LEAD WING WALKER OF THE DELTA L-1011 OBSERVED THE AMERICAN SD3-60, AND SIGNALLED THE TUG OPERATOR TO STOP THE PUSHBACK WHICH WAS COMPLIED WITH. THE SD3-60 TAXIED PAST THE L- 1011 AND STOPPED ON THE RAMP. THE DELTA TUG OPERATOR COMMENCED PUSHBACK PROCEDURES WITHOUT CLEARANCE FROM THE DISPATCHING AGENT. THE RIGHT WING TIP OF THE L-1011 COLLIDED WITH THE RUDDER OF THE SD3-60. DELTA AIRLINES SOP STATES, THE TUG OPERATOR IS RESPONSIBLE FOR FOLLOWING THE SIGNALS OF THE DISPATCHING AGENT.
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 Lockheed L-1011-385 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,000 hours in all; 547 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 58,199 hours
- Last inspection: continuous airworthiness programme, February 17, 1995; 217 hours since
- Maximum gross weight: 450,000 lb
- Seats: 305
- Landing gear: retractable
- Engine: Rolls-Royce RB-211-22B (turbofan); 0 hours total
The flight
- Destination: ATL Atlanta GA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 030° at 14 knots
- Visibility: 13 statute miles
- Sky: scat at 4,800 ft
- Temperature: 82°F (28°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from SJU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 11 | |||
| Passengers | 302 |
The factual record for the amateur-built SD3-60 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,560 hours in all; 1,190 in this make and model; 110 in the last 90 days; 25 in the last 30 days; 1,570 as pilot in command; 300 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,273 hours
- Last inspection: continuous airworthiness programme, March 7, 1995; 17 hours since
- Maximum gross weight: 26,453 lb
- Seats: 36
- Landing gear: retractable
- Engine: P&W PT6A65AR (turboprop); 0 hours total
- Operator: Executive Airlines INC.
The flight
- Departed from: STT St. Thomas
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 23 |
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 N724DA the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA95LA086.