Boeing B-737-832 and Mcdonnell Douglas MD-81 accident near Boston, Massachusetts, February 3, 2001
On February 3, 2001 at about 5:25 pm local time, 2 aircraft, Boeing B-737-832 (N3735D) and Mcdonnell Douglas MD-81 (N802US), were involved in the same accident near Boston, Massachusetts (Logan International Airport). No one was hurt; 135 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate visual lookout by the MD-81's tug driver during the pushback operation.
The inadequate visual lookout by theMD-81's tug driver during the pushback operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 2001 · about 5:25 pm local time
- Place
- Boston, Massachusetts · Logan International Airport · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 135 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing B-737-832
- Registration
- N3735D · registry record · serial 30381
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Mcdonnell Douglas MD-81
- Registration
- N802US · no longer on the register · serial 48036
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing B-737-832 final · quoted from the NTSB record
The Boeing had stopped behind a MD-81 on the yellow lead-in taxi line about 150 feet short of the jetway to await wing-walkers. A wing-walker soon arrived and instructed the Boeing to remain stationary. The MD-81 was then pushed back from its gate into the Boeing. The tug operator for the MD-81 stated that he began to start the pushback once he observed the Boeing pass by. During the pushback the tug operator was "watching the nosewheel and tow bar," and was distracted by other vehicle movements. The tug operator also lost sight of the Boeing at that time.
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 Mcdonnell Douglas MD-81 final · quoted from the NTSB record
The Boeing had stopped behind a MD-81 on the yellow lead-in taxi line about 150 feet short of the jetway to await wing-walkers. A wing-walker soon arrived and instructed the Boeing to remain stationary. The MD-81 was then pushed back from its gate into the Boeing. The tug operator for the MD-81 stated that he began to start the pushback once he observed the Boeing pass by. During the pushback the tug operator was "watching the nosewheel and tow bar," and was distracted by other vehicle movements. The tug operator also lost sight of the Boeing at that time.
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 B-737-832 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: 7,443 hours in all; 110 in this make and model; 28 in the last 90 days
- Last flight review: January 25, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,278 hours in all; 293 in this make and model; 95 in the last 90 days
- Last flight review: September 4, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 276 hours
- Last inspection: continuous airworthiness programme, January 21, 2001
- Maximum gross weight: 173,000 lb
- Seats: 162
- Landing gear: retractable
- Engine: Cfm International CFM56-7B (turbofan); 0 hours total
The flight
- Departed from: DCA Washington DC at 11:00 am
- Destination: BOS Boston MA
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 14°F (-10°C)
- Altimeter: 30.04 inHg
- Observation at 6:54 pm from BOS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 25 |
The factual record for the Mcdonnell Douglas MD-81 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 17,500 hours in all; 5,413 in this make and model
- Last flight review: February 13, 2000
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,295 hours in all; 1,312 in this make and model
- Last flight review: December 3, 1999
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 53,366 hours
- Last inspection: continuous airworthiness programme, January 16, 2001; 188 hours since
- Maximum gross weight: 140,000 lb
- Seats: 147
- Landing gear: retractable
- Engine: P&W JT8D-217 (turbofan); 0 hours total
The flight
- Departed from: BOS Boston MA at 5:24 pm
- Destination: PIT Pittsburgh PA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 98 |
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.