Embraer EMB 145XR and Boeing 737 824 incident near Newark, New Jersey, April 24, 2014
On April 24, 2014 at about 7:03 pm local time, 2 aircraft, Embraer EMB 145XR (N11176) and Boeing 737 824 (N77520), were involved in the same incident near Newark, New Jersey (Newark Liberty Intl airport). The NTSB record does not give the injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The local controller’s failure to comply with Federal Aviation Administration separation requirements for aircraft operating on intersecting runways.
The local controller’s failure to comply with Federal Aviation Administration separation requirements for aircraft operating on intersecting runways.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 24, 2014 · about 7:03 pm local time
- Place
- Newark, New Jersey · Newark Liberty Intl · map
- Type
- Incident
- Injuries
- The NTSB record does not give the injuries.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Embraer EMB 145XR XR, built 2004 · all EMB 145XRs on the register
- Registration
- N11176 · registry record · serial 14500881
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
- Aircraft 2
- Boeing 737 824 824, built 2010 · all 737 824s on the register
- Registration
- N77520 · registry record · serial 31658
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative for the Embraer EMB 145XR final · quoted from the NTSB record
A near midair collision occurred at Newark Liberty International Airport (EWR), Newark, New Jersey, when an Embraer ERJ145 departing from runway 4R passed in close proximity to a Boeing 737-800 arriving to land on runway 29. Both aircraft were on regularly scheduled Title 14 Code of Federal Regulations Part 121 passenger flights and under control of the EWR airport traffic control tower (ATCT) at the time of the incident. Neither aircraft sustained damage, and no passengers or crewmembers sustained injuries. The Boeing 737 pilot contacted the ATCT while on the visual approach to runway 29. The local controller instructed the pilot to follow a Boeing 717 ahead and then cleared the pilot to land on runway 29. When the Boeing 717 was on short final, the local controller instructed the Embraer pilot to line up and wait on runway 4R. After the Boeing 717 crossed runway 4R, the local controller cleared the Embraer for takeoff. At that time, the Boeing 737 was about 3 miles from the runway 29 threshold; however, the Embraer did not actually begin its takeoff roll until the Boeing 737 was about 1 mile from the runway 29 threshold at 200 ft. The local controller recognized that the spacing between the Boeing 737 and the Embraer was insufficient and instructed the Boeing 737 pilot to go around. The Embraer continued its takeoff. The controller then provided traffic advisories to both the Boeing 737 and Embraer pilots and instructed the Embraer pilot to maintain visual separation from the Boeing 737. The Boeing 737 subsequently overflew the Embraer at the intersection of runways 29 and 4R. According to recorded Federal Aviation Administration radar data, the closest lateral and vertical proximity between the airplanes was about 0.03 mile and 400 ft, respectively, which is less than the minimum separation requirements for aircraft operating on intersecting runways.
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 737 824 final · quoted from the NTSB record
A near midair collision occurred at Newark Liberty International Airport (EWR), Newark, New Jersey, when an Embraer ERJ145 departing from runway 4R passed in close proximity to a Boeing 737-800 arriving to land on runway 29. Both aircraft were on regularly scheduled Title 14 Code of Federal Regulations Part 121 passenger flights and under control of the EWR airport traffic control tower (ATCT) at the time of the incident. Neither aircraft sustained damage, and no passengers or crewmembers sustained injuries. The Boeing 737 pilot contacted the ATCT while on the visual approach to runway 29. The local controller instructed the pilot to follow a Boeing 717 ahead and then cleared the pilot to land on runway 29. When the Boeing 717 was on short final, the local controller instructed the Embraer pilot to line up and wait on runway 4R. After the Boeing 717 crossed runway 4R, the local controller cleared the Embraer for takeoff. At that time, the Boeing 737 was about 3 miles from the runway 29 threshold; however, the Embraer did not actually begin its takeoff roll until the Boeing 737 was about 1 mile from the runway 29 threshold at 200 ft. The local controller recognized that the spacing between the Boeing 737 and the Embraer was insufficient and instructed the Boeing 737 pilot to go around. The Embraer continued its takeoff. The controller then provided traffic advisories to both the Boeing 737 and Embraer pilots and instructed the Embraer pilot to maintain visual separation from the Boeing 737. The Boeing 737 subsequently overflew the Embraer at the intersection of runways 29 and 4R. According to recorded Federal Aviation Administration radar data, the closest lateral and vertical proximity between the airplanes was about 0.03 mile and 400 ft, respectively, which is less than the minimum separation requirements for aircraft operating on intersecting runways.
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 Embraer EMB 145XR from the NTSB's investigation tables, in plain English
What happened, in order
- Air traffic event during takeoff defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › ATC personnel
- cause Personnel issues › Task performance › Communication (personnel) › Issuing instructions › ATC personnel
- Personnel issues › Action/decision › Info processing/decision › Expectation/assumption › ATC personnel
- Environmental issues › Operating environment › Air traffic/operating proc › Visual approach procedure › Ability to respond/compensate
The aircraft
- Landing gear: fixed
- Engine 1: Rolls-Royc AE3007 SER; 0 hours total
- Engine 2: Rolls-Royc AE3007 SER; 0 hours total
The flight
- Departed from: EWR Newark NJ
- Destination: MEM Memphis TN
- Flight plan: IFR
- Runway 04R, 10,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 320° at 24 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 250 ft
- Temperature: 63°F (17°C), dew point 12°F (-11°C)
- Altimeter: 29.87 inHg
- Observation at 6:51 pm from KEWR, 1 miles away
The factual record for the Boeing 737 824 from the NTSB's investigation tables, in plain English
What happened, in order
- Near midair/TCAS alert/loss of separation during approach (IFR missed approach) defining event
- Air traffic event during approach (IFR missed approach)
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › ATC personnel
- cause Personnel issues › Action/decision › Action › Incorrect action performance › ATC personnel
- cause Personnel issues › Task performance › Communication (personnel) › Issuing instructions › ATC personnel
The aircraft
- Maximum gross weight: 174,200 lb
- Landing gear: fixed
- Engine 1: Cfm Intl CFM56-7B26/3; 0 hours total
- Engine 2: Cfm Intl CFM56-7B26/3; 0 hours total
The flight
- Departed from: SFO San Francisco CA
- Destination: EWR Newark NJ
- Flight plan: IFR
- Runway 29, 6,726 ft by 150 ft
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.
Other NTSB records under N11176 the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number OPS14IA005.