Airbus Industrie A319-112 and Embraer EMB-170 accident near New York, New York, September 8, 2006
On September 8, 2006 at about 11:23 pm local time, 2 aircraft, Airbus Industrie A319-112 (CGJTA) and Embraer EMB-170 (N864RW), were involved in the same accident near New York, New York (La Guardia Airport). No one was hurt; 179 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The Airbus first officer's misjudged clearance from the EMB-170. Also causal was the ground controller's decision to issue a taxi clearance for the Airbus to pass behind the EMB-170. A factor to the accident was the light condition.
The Airbus first officer's misjudged clearance from the EMB-170. Also causal was the ground controller's decision to issue a taxi clearance for the Airbus to pass behind the EMB-170. A factor to the accident was the light condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2006 · about 11:23 pm local time
- Place
- New York, New York · La Guardia Airport · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 179 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Airbus Industrie A319-112 · all A319-112s on the register
- Registration
- CGJTA · no longer on the register · serial 1673
- Damage
- Minor damage
- Flight
- Flight · foreign airline rules (Part 129)
- Aircraft 2
- Embraer EMB-170
- Registration
- N864RW · registry record · serial 17000117
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Airbus Industrie A319-112 final · quoted from the NTSB record
The Airbus A319 was cleared to cross an active runway by a ground controller while an airplane was on short final. An Embraer EMB-170 was stopped 16th in line for takeoff with the parking brake engaged, on a perpendicular taxiway with its tail in close proximity to the taxiway the A319 just entered. While taxiing, the captain of the Airbus realized that the Embraer, which was stopped on the perpendicular taxiway, would be in close proximity on his right side. After crossing the active runway, and while approaching the EMB-170, both the captain and first officer became concerned as to whether the tail of their A319 had actually passed inside the hold short line for the active runway they just crossed. As the A319 approached the EMB-170 the captain slowed his airplane to approximately 2 knots, and taxied well to the left of the centerline. The captain of the A319 then lost sight of the EMB-170 and asked the first officer to "confirm clear of the Embraer." The first officer gave a verbal response along with a "thumbs up." Approximately 2 seconds later the captain asked the first officer "confirm still clear?" and the first officer responded "clear but close." Moments later as the captain was getting ready to ask the first officer for confirmation for a third time, the right wingtip of their airplane made contact with the EMB-170 airplane's right elevator. Sunset had occurred approximately 6 minutes prior and there was no lunar illumination. According to recorded voice data, the ground controller had instructed the A319 to, "keep his speed up" while crossing the runway since he had an airplane on a two mile final and then to join a taxiway which was past the stationary EMB-170. This required the A319 to pass behind it, despite its 111-foot wingspan. At approximately the time that the collision occurred the controller asked the EMB-170 if they could "pull up just a little bit" but, the first officer of the EMB-170 moments later asked over the radio if they had just been struck. A review of the airport layout plan and satellite imagery revealed, that the hold short line was located approximately 245 feet from the shoulder of the runway and the width of the taxiway was 75 feet.
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 Embraer EMB-170 final · quoted from the NTSB record
The Airbus A319 was cleared to cross an active runway by a ground controller while an airplane was on short final. An Embraer EMB-170 was stopped 16th in line for takeoff with the parking brake engaged, on a perpendicular taxiway with its tail in close proximity to the taxiway the A319 just entered. While taxiing, the captain of the Airbus realized that the Embraer, which was stopped on the perpendicular taxiway, would be in close proximity on his right side. After crossing the active runway, and while approaching the EMB-170, both the captain and first officer became concerned as to whether the tail of their A319 had actually passed inside the hold short line for the active runway they just crossed. As the A319 approached the EMB-170 the captain slowed his airplane to approximately 2 knots, and taxied well to the left of the centerline. The captain of the A319 then lost sight of the EMB-170 and asked the first officer to "confirm clear of the Embraer." The first officer gave a verbal response along with a "thumbs up." Approximately 2 seconds later the captain asked the first officer "confirm still clear?" and the first officer responded "clear but close." Moments later as the captain was getting ready to ask the first officer for confirmation for a third time, the right wingtip of their airplane made contact with the EMB-170 airplane's right elevator. Sunset had occurred approximately 6 minutes prior and there was no lunar illumination. According to recorded voice data, the ground controller had instructed the A319 to, "keep his speed up" while crossing the runway since he had an airplane on a two mile final and then to join a taxiway which was past the stationary EMB-170. This required the A319 to pass behind it, despite its 111-foot wingspan. At approximately the time that the collision occurred the controller asked the EMB-170 if they could "pull up just a little bit" but, the first officer of the EMB-170 moments later asked over the radio if they had just been struck. A review of the airport layout plan and satellite imagery revealed, that the hold short line was located approximately 245 feet from the shoulder of the runway and the width of the taxiway was 75 feet.
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 A319-112 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,839 hours in all; 4,207 in this make and model
- Last flight review: July 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,499 hours in all; 1,100 in this make and model
- Last flight review: June 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 13,215.5 hours
- Last inspection: approved inspection programme, September 1, 2006
- Maximum gross weight: 141,090 lb
- Seats: 145
- Landing gear: retractable
- Engine 1: Cfm International CFM56-5B6/P (turbofan); 0 hours total
- Engine 2: Cfm International CFM56-5B6/P (turbofan); 0 hours total
- Operator: Air Canada
The flight
- Departed from: LGA New York NY at 10:30 pm
- Destination: CYYZ Toronto
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 250° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; a few clouds at 5,000 ft
- Temperature: 81°F (27°C), dew point 54°F (12°C)
- Altimeter: 30.04 inHg
- Observation at 10:51 pm from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 103 |
The factual record for the Embraer EMB-170 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,500 hours in all; 740 in this make and model; 224 in the last 90 days; 78 in the last 30 days; 5,000 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,000 hours in all; 1,013 in this make and model; 232 in the last 90 days; 92 in the last 30 days; 100 as pilot in command
- Last flight review: June 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,119 hours
- Last inspection: continuous airworthiness programme, September 1, 2006
- Maximum gross weight: 82,364 lb
- Seats: 70
- Landing gear: retractable
- Engine 1: Cfm International CF34-8E (turbofan); 0 hours total
- Engine 2: Cfm International CF34-8E (turbofan); 0 hours total
The flight
- Departed from: LGA New York NY at 10:53 pm
- Destination: ORD Chicago IL
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 66 |
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.