Boeing B747-433BCF and Embraer EMB-190 accident near New York, New York, December 14, 2007
On December 14, 2007 at about 5:00 am local time, 2 aircraft, Boeing B747-433BCF (B2477) and Embraer EMB-190 (N184JB), were involved in the same accident near New York, New York (John F. Kennedy International airport). No one was hurt; 5 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The infringement of the parked EMB-190 into the airport movement area, and the B-747 crew's failure to maintain separation between the airplanes in conditions of darkness. Contributing to the accident was the contaminated ramp, which obscured airport markings.
The infringement of the parked EMB-190 into the airport movement area, and the B-747 crew's failure to maintain separation between the airplanes in conditions of darkness. Contributing to the accident was the contaminated ramp, which obscured airport markings.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 2007 · about 5:00 am local time
- Place
- New York, New York · John F. Kennedy International · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft 1
- Boeing B747-433BCF
- Registration
- B2477 · no longer on the register · serial 24998
- Damage
- Substantial damage
- Flight
- Positioning flight · foreign airline rules (Part 129)
- Aircraft 2
- Embraer EMB-190
- Registration
- N184JB · registry record · serial 19000008
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing B747-433BCF final · quoted from the NTSB record
The passenger airline's EMB-190 was operated on a positioning flight, and landed at its destination in night instrument meteorological conditions. Due to ramp space limitations, the flight crew was instructed by company personnel to temporarily park on a cargo ramp that was unfamiliar to them. They taxied to the designated ramp, and were advised that a marshalling crew would be sent out as soon as one was available, but that they could expect a significant delay. The ramp markings were at least partially obscured due to several hours of freezing precipitation earlier in the day. The crew shut down the engines, but kept the cabin, navigation, beacon and logo lights illuminated. Shortly thereafter, a B-747 cargo airplane on an active taxiway attempted to pass behind the parked EMB-190. The B-747 crew noticed that the EMB-190 was "very close to the taxiway," and deviated approximately 12 feet from the taxiway centerline to avoid contacting the EMB-190. The B-747 crew believed that they had successfully cleared the EMB-190, but after they parked their airplane, they were advised that the right winglet of the B-747 struck the EMB-190 rudder, separated from the wing, and remained embedded in the other airplane. Subsequent to the accident, it was determined that the tail of the EMB-190 extended approximately 50 feet beyond the demarcation line of the non-movement area. The B-747 could have deviated further from the taxiway centerline to avoid the EMB-190 and still retain a 15 to 20 foot wheel clearance from the taxiway edge.
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-190 final · quoted from the NTSB record
The passenger airline's EMB-190 was operated on a positioning flight, and landed at its destination in night instrument meteorological conditions. Due to ramp space limitations, the flight crew was instructed by company personnel to temporarily park on a cargo ramp that was unfamiliar to them. They taxied to the designated ramp, and were advised that a marshalling crew would be sent out as soon as one was available, but that they could expect a significant delay. The ramp markings were at least partially obscured due to several hours of freezing precipitation earlier in the day. The crew shut down the engines, but kept the cabin, navigation, beacon and logo lights illuminated. Shortly thereafter, a B-747 cargo airplane on an active taxiway attempted to pass behind the parked EMB-190. The B-747 crew noticed that the EMB-190 was "very close to the taxiway," and deviated approximately 12 feet from the taxiway centerline to avoid contacting the EMB-190. The B-747 crew believed that they had successfully cleared the EMB-190, but after they parked their airplane, they were advised that the right winglet of the B-747 struck the EMB-190 rudder, separated from the wing, and remained embedded in the other airplane. Subsequent to the accident, it was determined that the tail of the EMB-190 extended approximately 50 feet beyond the demarcation line of the non-movement area. The B-747 could have deviated further from the taxiway centerline to avoid the EMB-190 and still retain a 15 to 20 foot wheel clearance from the taxiway edge.
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 Boeing B747-433BCF from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Seat: rgt
- Injury: no injuries
The aircraft
- Landing gear: retractable
- Operator: Air China Airlines
The flight
- Departed from: ANC Anchorage AK
- Destination: JFK New York NY
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 020° at 4 knots
- Visibility: 9 statute miles
- Sky: overcast at 800 ft; ovct at 800 ft
- Temperature: 32°F (0°C), dew point 28°F (-2°C)
- Altimeter: 30.04 inHg
- Observation at 4:51 am from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
The factual record for the Embraer EMB-190 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: 8,300 hours in all; 889 in this make and model; 2,988 as pilot in command
- Last flight review: November 14, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 707 in this make and model
- Last flight review: November 10, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 5,486 hours
- Last inspection: continuous airworthiness programme, December 13, 2007
- Maximum gross weight: 114,550 lb
- Seats: 106
- Landing gear: retractable
- Engine 1: General Electric CF34-10E (turbofan); 0 hours total
- Engine 2: General Electric CF34-10E (turbofan); 0 hours total
The flight
- Departed from: BNA Nashville TN at 1:57 am
- Destination: JFK New York NY
- Flight plan: IFR
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.