Boeing 737-300 accident near Pittsburgh, Pennsylvania, July 27, 2006
On July 27, 2006 at about 1:45 pm local time, a Boeing 737-300, registered N529AU, was substantially damaged in an accident near Pittsburgh, Pennsylvania (Pittsburgh International airport). It was flown under scheduled airline rules (Part 121). 3 people had minor injuries; 75 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane tug driver's inadvertent movement of the tug gear shift lever from forward to reverse, which resulted in the nose landing gear collapse. Contributing to the accident was the defective gear shift lever.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 27, 2006 · about 1:45 pm local time
- Place
- Pittsburgh, Pennsylvania · Pittsburgh International · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 75 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737-300 · all 737-300s on the register
- Registration
- N529AU · no longer on the register · serial 24411
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During pushback, the airplane was seen to "bounce" up and down both at the nose and the tail, before the nose gear collapsed. Examination of the airplane revealed a broken lower drag brace that was buckled in compression, and fractured due to overstress. The tug was examined and the gear shift lever was found to be defective. It would not lock in the neutral gate, and could be moved easily through the gate between the forward and reverse gears. In addition, the tug experienced "hesitation and hard jerks" when shifting from forward to reverse. Skid marks at the scene were the same width as the tug's wheelbase, and were consistent with sudden engagement of the transmission.
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: 18,227 hours in all; 1,933 in this make and model
- Last flight review: March 1, 2006
- Medical certificate: Class 1
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 12,505 hours in all; 2,306 in this make and model
- Last flight review: May 1, 2006
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Maximum gross weight: 79,000 lb
- Seats: 128
- Landing gear: retractable
- Engine 1: Cfm International (turbofan); 0 hours total
- Engine 2: Cfm International (turbofan); 0 hours total
- Operator: US Airways INC
The flight
- Departed from: PIT Pittsburgh PA at 1:45 pm
- Destination: PBI West Palm Beach FL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 220° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 11,000 ft; a few clouds at 6,000 ft
- Temperature: 77°F (25°C), dew point 68°F (20°C)
- Altimeter: 29.96 inHg
- Observation at 1:51 pm from KPIT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 4 | ||
| Passengers | 2 | 71 |
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.