Embraer EMB-135-KL accident near Boston, Massachusetts, June 24, 2003
On June 24, 2003 at about 7:10 pm local time, a Embraer EMB-135-KL, registered N839AE, was substantially damaged in an accident near Boston, Massachusetts (Logan International Airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 34 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The tug driver's failure to maintain directional control of the tug, which caused the tug to impact the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 2003 · about 7:10 pm local time
- Place
- Boston, Massachusetts · Logan International Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 34 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB-135-KL · all EMB-135-KLs on the register
- Registration
- N839AE · no longer on the register · serial 145653
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
As the airplane was being pushed back from the gate by a tug, the tug began to jackknife and the nose of the airplane came to rest 135 degrees from the heading of the tug. The tug operator could no longer push the airplane and the wing walker, who had been supervising, took over. He put the tug into reverse; however, he failed to straighten the steering wheel. As he moved the accelerator handle, the tug reversed directly into and underneath the airplane, impacting the fuselage. Examination of the airplane revealed damage to the nose gear and a puncture to the underside of the fuselage, in the pressure vessel area. No mechanical deficiencies were noted with the tug.
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, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 16,435 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 8,589 hours in all
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Injury: no injuries
The aircraft
- Maximum gross weight: 44,092 lb
- Landing gear: retractable
- Engine: Allison AE3007A1/3 (turbofan); 0 hours total
The flight
- Departed from: BOS Boston MA
- Destination: BGR Bangor ME
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 100° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 11,000 ft
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.95 inHg
- Observation at 6:54 pm from BOS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 31 |
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.