Embraer EMB-135 accident near Flushing, New York, September 27, 2003
On September 27, 2003 at about 3:00 pm local time, a Embraer EMB-135, registered N733KR, was substantially damaged in an accident near Flushing, New York (La Guardia Airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 30 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 driver of a ground vehicle, and by ground support personnel, which resulted in a subsequent collision between the airplane and ground vehicle. A factor related to the accident was the failure of the pilot-in-command and ground personnel to coordinate ground-handling procedures.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2003 · about 3:00 pm local time · cases in 2003
- Place
- Flushing, New York · La Guardia Airport · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 30 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Embraer EMB-135 · all EMB-135s on the register
- Registration
- N733KR · no longer on the register · serial 145-368
- 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 out from the gate area, with only one wing walker positioned off of the right wing, the left wing and a refuse truck collided. There was no communication established between the tug operator, and the cockpit crew due to the lack of interphone headsets. The refuse truck operator stated he positioned the refuse truck behind the left side of the airplane to allow an assistant to exit from the truck to assure that there was adequate clearance to proceed backwards and outboard of the left wing of the airplane. The refuse truck operator then pulled forward approximately 4 feet to allow the airplane to be pulled back to the gate, and parked the truck. According to the American Eagle Embraer EMB Airplane Operations Manual, "Hand signals may be used at the Captain's discretion (e.g. inoperative interphone, inoperative headset or lightning in the area). In these cases, when hand signals are used, the following is required, an additional ground agent will be required, to communicate hand signals to the cockpit, as the push-out vehicle operator cannot safely operate the push-out vehicle and maintain constant visual contact with the Captain during push-out. This additional ground agent will maintain constant visual contact with the Captain during the push-out. A pre-push-out briefing must be held, between the Captain and ground agent, to thoroughly brief the hand signals to be used during push-out. This will ensure that both parties understand what is to occur before, during and after push-out." The captain did not coordinate push-out procedures with ground personnel prior to the pushback, and the additional ground agent was not present.
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: 9,700 hours in all; 1,650 in this make and model
- Last flight review: September 6, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 4,100 hours in all; 1,000 in this make and model
- Last flight review: June 15, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Landing gear: retractable
- Engine 1: Rolls-Royce Ae3007A13 (turbofan); 0 hours total
- Engine 2: Rolls-Royce AE3007A13 (turbofan); 0 hours total
The flight
- Departed from: LGA Flushing NY
- Destination: RDU Raleigh NC
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 160° at 12 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,500 ft; scat at 1,500 ft
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 30.01 inHg
- Observation at 2:51 pm from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 27 |
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 N733KR the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N733KR: not on the register today · the record of its deregistration
- Embraer EMB-135 ERJ 135 and Legacy 119 registered today · the model family and its accident history
- Embraer 661 aircraft on the register
- Engine: Rolls-Royce Ae3007A13 7 aircraft carry this series today · as the NTSB recorded it
- Engine: Rolls-Royce AE3007A13 7 aircraft carry this series today · as the NTSB recorded it
- Laguardia Airport · nearest airport
- Raleigh-Durham International · bound for
- Accidents and incidents in New York 1,964 since 1982 · 249 in the last ten years
- New York 6,659 aircraft registered
- Other NTSB records under N733KR 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/NYC03LA208.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.