Saab-Scania Ab (Saab) 340B and Dassault Aviation DA-50 accident near Flushing, New York, May 22, 2003
On May 22, 2003 at about 2:10 am local time, 2 aircraft, Saab-Scania Ab (Saab) 340B (N277MJ) and Dassault Aviation DA-50 (N664B), were involved in the same accident near Flushing, New York (La Guardia Airport). 1 person had minor injuries; 17 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate visual lookout and inadequate crew coordination of the Dassault DA-50 flightcrew while taxiing, which resulted in an on ground collision with a taxing Saab 340B. A factor in the accident was the dark night.
The inadequate visual lookout and inadequate crew coordination of the Dassault DA-50 flightcrew while taxiing, which resulted in an on ground collision with a taxing Saab 340B. A factor in the accident was the dark night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2003 · about 2:10 am local time
- Place
- Flushing, New York · La Guardia Airport · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person had minor injuries; 17 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Saab-Scania Ab (Saab) 340B
- Registration
- N277MJ · no longer on the register · serial 340B-277
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Dassault Aviation DA-50
- Registration
- N664B · no longer on the register · serial 200
- Damage
- Minor damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative for the Saab-Scania Ab (Saab) 340B final · quoted from the NTSB record
The Dassault was issued taxi instructions from the ground controller, which included holding short of taxiway Echo. The PIC of the Dassault understood it as, "make two left turns and taxi to runway 13 for takeoff, via taxiways F and BB." While taxing north on taxiway BB, the Dassault collided with a Saab 340B at the intersections of taxiway's BB and E. The PIC added that both he and the co-pilot had their heads down in the cockpit as they were conducting checklists at the time of the collision. According to the captain of the Saab, he received instructions from the ground controller to cross runway 4, make a right hand turn onto "[taxiway] CC," and continue to runway 13. After crossing runway 4, the captain of the Saab "noted a Dassault airplane taxiing on '[taxiway] BB,' but had heard his 'hold short' instruction and called for the taxi checklist." As the Saab flightcrew was in the process of completing the taxi checklist, the Dassault struck their airplane from the left. Examination of taxiway BB, during the hours of darkness, by a Federal Aviation Administration (FAA) inspector revealed that there were no taxiway indicator markers informing a pilot that taxiway E was approaching. The inspector noted that taxiway BB, and its intersection with taxiway E, was dimly lit with ambient lighting, although centerline lighting was available. Review of FAA Advisory Circular 120-74, Part 91 Pilot and Flightcrew Procedures During Taxi Operations and Part 135 Single Pilot operations, revealed, "For aircraft operations where more than one pilot is in the cockpit/flight deck, the flightcrew should plan the timing and execution of aircraft checklists and company communications at the appropriate times and locations so the pilot who is not taxiing the aircraft can be available to participate in verbal coordination with the pilot who is taxiing the aircraft. This action is needed to confirm compliance with ATC taxi instructions at the appropriate times and locations. When planning these tasks, flightcrews should also consider the anticipated duration of the taxi operation, the locations of complex intersections and runway crossings, and the visibility along the taxi route. When conducting airport surface operations, you should always be aware of your situation as it relates to other aircraft operations going on around you as well as to other vehicles moving on the airport. You should know your aircraft's precise location on the movement area."
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 Dassault Aviation DA-50 final · quoted from the NTSB record
The Dassault was issued taxi instructions from the ground controller, which included holding short of taxiway Echo. The PIC of the Dassault understood it as, "make two left turns and taxi to runway 13 for takeoff, via taxiways F and BB." While taxing north on taxiway BB, the Dassault collided with a Saab 340B at the intersections of taxiway's BB and E. The PIC added that both he and the co-pilot had their heads down in the cockpit as they were conducting checklists at the time of the collision. According to the captain of the Saab, he received instructions from the ground controller to cross runway 4, make a right hand turn onto "[taxiway] CC," and continue to runway 13. After crossing runway 4, the captain of the Saab "noted a Dassault airplane taxiing on '[taxiway] BB,' but had heard his 'hold short' instruction and called for the taxi checklist." As the Saab flightcrew was in the process of completing the taxi checklist, the Dassault struck their airplane from the left. Examination of taxiway BB, during the hours of darkness, by a Federal Aviation Administration (FAA) inspector revealed that there were no taxiway indicator markers informing a pilot that taxiway E was approaching. The inspector noted that taxiway BB, and its intersection with taxiway E, was dimly lit with ambient lighting, although centerline lighting was available. Review of FAA Advisory Circular 120-74, Part 91 Pilot and Flightcrew Procedures During Taxi Operations and Part 135 Single Pilot operations, revealed, "For aircraft operations where more than one pilot is in the cockpit/flight deck, the flightcrew should plan the timing and execution of aircraft checklists and company communications at the appropriate times and locations so the pilot who is not taxiing the aircraft can be available to participate in verbal coordination with the pilot who is taxiing the aircraft. This action is needed to confirm compliance with ATC taxi instructions at the appropriate times and locations. When planning these tasks, flightcrews should also consider the anticipated duration of the taxi operation, the locations of complex intersections and runway crossings, and the visibility along the taxi route. When conducting airport surface operations, you should always be aware of your situation as it relates to other aircraft operations going on around you as well as to other vehicles moving on the airport. You should know your aircraft's precise location on the movement area."
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 Saab-Scania Ab (Saab) 340B 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: 4,837 hours in all; 1,317 in this make and model; 136 in the last 90 days; 54 in the last 30 days; 4,524 as pilot in command
- Last flight review: April 22, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,582 in this make and model; 143 in the last 90 days; 67 in the last 30 days; 1,461 as pilot in command
- Last flight review: August 2, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 367 hours
- Last inspection: continuous airworthiness programme, May 6, 2003; 72 hours since
- Maximum gross weight: 29,300 lb
- Seats: 37
- Landing gear: retractable
- Engine 1: General Electric CT7-9B (turboprop); 0 hours total
- Engine 2: General Electric CT7-9B (turboprop); 0 hours total
- Operator: Colgan Air Dba US Airways Express
The flight
- Departed from: LGA New York NY
- Destination: MHT Manchester NH
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 050° at 4 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,200 ft; a few clouds at 1,500 ft
- Temperature: 57°F (14°C), dew point 55°F (13°C)
- Altimeter: 30.18 inHg
- Observation at 1:51 am from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 | ||
| Passengers | 6 |
The factual record for the Dassault Aviation DA-50 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 12,684 hours in all; 1,500 in this make and model; 10,200 as pilot in command
- Last flight review: December 27, 2002
- 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: 4,000 hours in all; 200 in this make and model
- Last flight review: May 7, 2003
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,606 hours
- Last inspection: continuous airworthiness programme, January 23, 2003; 62 hours since
- Maximum gross weight: 40,780 lb
- Seats: 11
- Landing gear: retractable
- Engine 1: Garrett TFE 731 (turbofan); 0 hours total
- Engine 2: Garrett TFE 731 (turbofan); 0 hours total
- Engine 3: Garrett TFE 731 (turbofan); 0 hours total
- Operator: North American Air Charter, Inc.
The flight
- Departed from: LGA Flushing NY
- Destination: BIKF Keflavik
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 7 |
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.