Boeing 717-200 incident near Boston, Massachusetts, December 21, 2005
On December 21, 2005, a Boeing 717-200, registered N924ME, suffered minor damage in an incident near Boston, Massachusetts (Logan International Airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 91 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Water dilution of the grease, which resulted in the failure of the number 4 wheel bearing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 21, 2005
- Place
- Boston, Massachusetts · Logan International Airport · map
- Type
- Incident
- Injuries
- No one was hurt; 91 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 717-200 · all 717-200s on the register
- Registration
- N924ME · no longer on the register · serial 55190
- Damage
- Minor damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During takeoff, air traffic controllers observed sparks coming from the rear of the Boeing 717-200, and shortly thereafter, the pilot reported a problem with the right main landing gear and gear door, with the landing gear in the retracted position. The airplane circled for about an hour and a half to burn fuel, and the captain subsequently performed an uneventful landing. Examination of the airplane revealed that the number 4 wheel bearing failed, and the wheel race welded to the axle. As the wheel continued to rotate, the remaining races and bearings fragmented and separated from the wheel. Examination of the remaining three wheel hubs revealed the presence of water. A similar incident occurred approximately 10 months prior involving another Boeing 717-200; however, due to the catastrophic damage to the tire and bearings, it could not be determined whether or not water was present. As a result of the second incident, the manufacturer incorporated a hubcap gasket to prevent moisture from becoming trapped in the wheels.
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
- Last flight review: October 1, 2005
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Last flight review: June 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 355 hours
- Last inspection: continuous airworthiness programme, December 1, 2005; 355 hours since
- Maximum gross weight: 114,000 lb
- Seats: 94
- Landing gear: retractable
- Engine: Rolls-Royce BR700-715A1 (turbofan); 0 hours total
- Operator: Midwest Airlines Inc.
The flight
- Departed from: BOS Boston MA
- Destination: MKE Milwaukee WI
- Flight plan: IFR
- Runway 27, 7,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 270° at 14 knots, gusting 21
- Visibility: 10 statute miles
- Sky: a few clouds at 25,000 ft
- Temperature: 28°F (-2°C), dew point 12°F (-11°C)
- Altimeter: 29.95 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 87 |
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.