Airbus Industrie A319-114 and Canadair CL-600-2B19 incident near Manchester, New Hampshire, June 30, 2004
On June 30, 2004 at about 10:25 am local time, 2 aircraft, Airbus Industrie A319-114 (N348NB) and Canadair CL-600-2B19 (N668BR), were involved in the same incident near Manchester, New Hampshire (Manchester airport). No one was hurt; 141 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Airbus captain's misjudged clearance, which resulted the left wing of the Airbus contacting the rudder of the stationary Canadair.
The Airbus captain's misjudged clearance, which resulted the left wing of the Airbus contacting the rudder of the stationary Canadair.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2004 · about 10:25 am local time
- Place
- Manchester, New Hampshire · Manchester · map
- Type
- Incident · collision on the ground
- Injuries
- No one was hurt; 141 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Airbus Industrie A319-114 · all A319-114s on the register
- Registration
- N348NB · registry record · serial 1810
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Canadair CL-600-2B19 · all CL-600-2B19s on the register
- Registration
- N668BR · no longer on the register · serial 7544
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Airbus Industrie A319-114 final · quoted from the NTSB record
The two airplanes were cleared to taxi to runway 35 by air traffic control. The Canadair was cleared via taxiway "A" and "P." The Airbus was cleared via taxiway "A". Taxiway "A" extended parallel to runway 35/17, and taxiway "P" intersected taxiway "A," at a 45 degree angle, at the approach end of runway 35. The captain of the Airbus stated he observed the Canadair holding short of runway 35, on taxiway "P." He felt there was adequate clearance to safely taxi past the airplane, and in addition, he positioned the Airbus 2 to 3 feet to the right of the taxiway "A" centerline. The captain further stated that he thought the airplanes were clear of each other when the Airbus's left wing struck the Canadair's rudder. The Canadair flight crew reported that they were parked on taxiway "P," with the parking brake set, when they felt a "jolt." The trailing edge of the Canadair's rudder was struck near it's mid-point, and was penetrated forward about 90 percent of it's width. The Airbus sustained damage to it's left winglet and the strobe/navigation light assembly. A Federal Aviation Administration inspector reported that he measured the length of the Canadair back from the taxiway "P" hold-short line, and then measured perpendicular to the taxiway "A" centerline, half of the wing span of the Airbus. He noted that the Airbus would have required about an additional 8 feet, to clear the Canadair.
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 Canadair CL-600-2B19 final · quoted from the NTSB record
The two airplanes were cleared to taxi to runway 35 by air traffic control. The Canadair was cleared via taxiway "A" and "P." The Airbus was cleared via taxiway "A". Taxiway "A" extended parallel to runway 35/17, and taxiway "P" intersected taxiway "A," at a 45 degree angle, at the approach end of runway 35. The captain of the Airbus stated he observed the Canadair holding short of runway 35, on taxiway "P." He felt there was adequate clearance to safely taxi past the airplane, and in addition, he positioned the Airbus 2 to 3 feet to the right of the taxiway "A" centerline. The captain further stated that he thought the airplanes were clear of each other when the Airbus's left wing struck the Canadair's rudder. The Canadair flight crew reported that they were parked on taxiway "P," with the parking brake set, when they felt a "jolt." The trailing edge of the Canadair's rudder was struck near it's mid-point, and was penetrated forward about 90 percent of it's width. The Airbus sustained damage to it's left winglet and the strobe/navigation light assembly. A Federal Aviation Administration inspector reported that he measured the length of the Canadair back from the taxiway "P" hold-short line, and then measured perpendicular to the taxiway "A" centerline, half of the wing span of the Airbus. He noted that the Airbus would have required about an additional 8 feet, to clear the Canadair.
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 Airbus Industrie A319-114 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 17,180 hours in all; 3,647 in this make and model; 233 in the last 90 days; 78 in the last 30 days; 7,755 as pilot in command
- Last flight review: September 14, 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: 4,600 hours in all; 3,385 in this make and model; 235 in the last 90 days; 78 in the last 30 days
- Last flight review: February 24, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 35,591 hours
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 142,000 lb
- Seats: 130
- Landing gear: retractable
- Engine 1: Cfm International CFM56 (turbofan); 0 hours total
- Engine 2: Cfm International CFM56 (turbofan); 0 hours total
The flight
- Departed from: MHT Manchester NH
- Destination: DTW Detroit MI
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 54°F (12°C)
- Altimeter: 30.06 inHg
- Observation at 10:53 am from MHT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 95 |
The factual record for the Canadair CL-600-2B19 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: 6,650 hours in all; 1,412 in this make and model
- Last flight review: May 24, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,300 hours in all; 1,832 in this make and model
- Last flight review: May 26, 2004
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 6,783 hours
- Last inspection: continuous airworthiness programme, June 30, 2004
- Maximum gross weight: 53,000 lb
- Seats: 54
- Landing gear: retractable
- Engine 1: General Electric CF-34-381 (turbofan); 0 hours total
- Engine 2: General Electric CF-34-381 (turbofan); 0 hours total
- Operator: Atlantic Coast Airlines Inc.
The flight
- Departed from: MHT Manchester NH
- Destination: IAD Dulles VA
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 38 |
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.