Boeing 767-383ER and Boeing 737-500 incident near Newark, New Jersey, May 20, 1995
On May 20, 1995, 2 aircraft, Boeing 767-383ER (LNRCK) and Boeing 737-500 (N13624), were involved in the same incident near Newark, New Jersey (Newark International airport). No one was hurt; 288 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot of the B-767, LNRCK, misjudged clearance between his airplane and the B-737, N13624, resulting in an on-ground collision.
the pilot of the B-767, LNRCK, misjudged clearance between his airplane and the B-737, N13624, resulting in an on-ground collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 1995
- Place
- Newark, New Jersey · Newark International
- Type
- Incident · collision on the ground
- Injuries
- No one was hurt; 288 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 767-383ER · all 767-383ERs on the register
- Registration
- LNRCK · no longer on the register
- Damage
- Minor damage
- Flight
- Flight · foreign airline rules (Part 129)
- Aircraft 2
- Boeing 737-500 · all 737-500s on the register
- Registration
- N13624 · no longer on the register · serial 27528
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative for the Boeing 767-383ER final · quoted from the NTSB record
The B-737, N13624, was parked on taxiway D waiting for departure clearance. The B-767, LNRCK, was behind the B-737 but had received its departure clearance first. The B-767 was instructed by ATC to taxi past the B-737 and to the active runway. In the process of doing this maneuver, the left wing tip of the B-767 impacted the right horizontal stabilizer and elevator of the B-737. According to the B-737 captain the configuration of the airplane at the time of impact was, '...On [the] taxiway centerline, parking brake set, #1 engine running only (due to atc delays), and apu running.' After impact the B-737 captain shut down the engine and the auxillary power unit. There were no fuel leaks, and neither airplane required evacuation of the passengers. The B-767 flightcrew did not provide an account of the accident, despite several requests.
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 Boeing 737-500 final · quoted from the NTSB record
The B-737, N13624, was parked on taxiway D waiting for departure clearance. The B-767, LNRCK, was behind the B-737 but had received it's departure clearance first. The B-767 was instructed by ATC to taxi past the B-737 and to the active runway. In the process of doing this maneuver, the left wing tip of the B-767 impacted the right horizontal stabilizer and elevator of the B-737. According to the B-737 captain the configuration of the airplane at the time of impact was, '...On [the] taxiway centerline, parking brake set, #1 engine running only (due to atc delays), and apu running.' After impact the B-737 captain shut down the engine and the auxillary power unit. There were no fuel leaks, and neither airplane required evacuation of the passengers. The B-767 flightcrew did not provide an account of the accident, despite several requests.
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 767-383ER from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 19,133 hours
- Last inspection: continuous airworthiness programme, April 28, 1995; 294 hours since
- Maximum gross weight: 407,143 lb
- Seats: 209
- Landing gear: retractable
- Engine: P&W 4060 (turbofan); 0 hours total
The flight
- Departed from: EWR
- Destination: OSL Oslo OF
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 310° at 5 knots
- Visibility: 20 statute miles
- Sky: scat at 13,000 ft
- Temperature: 59°F (15°C), dew point 48°F (9°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 13 | |||
| Passengers | 206 |
The factual record for the Boeing 737-500 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 11,500 hours in all; 6,000 in this make and model
- Medical certificate: Class 1
- Seat: left
The aircraft
- Airframe total time: 502 hours
- Last inspection: continuous airworthiness programme, April 13, 1995; 104 hours since
- Maximum gross weight: 129,500 lb
- Seats: 104
- Landing gear: retractable
- Engine: Ge CFM-56-3-1 (turbofan); 0 hours total
The flight
- Departed from: EWR
- Destination: STL St Louis MO
- Flight plan: IFR
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 6 | |||
| Passengers | 63 |
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.