Boeing 767-200 and Cessna 150J accident near Seattle, Washington, May 25, 2000
On May 25, 2000, 2 aircraft, Boeing 767-200 (N767AX) and Cessna 150J (N60825), were involved in the same accident near Seattle, Washington (King CO Intl/Boeing Field). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the B-767 flight crew to ensure their aircraft's jet blast was not a hazard to the Cessna. A factor for the Cessna was the B-767 moving on the taxiway. A factor for the B-767 was the Cessna standing in the runup area. A factor for both aircraft was congested/confined taxiway conditions.
The failure of the B-767 flight crew to ensure their aircraft's jet blast was not a hazard to the Cessna. A factor for the Cessna was the B-767 moving on the taxiway. A factor for the B-767 was the Cessna standing in the runup area. A factor for both aircraft was congested/confined taxiway conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 25, 2000
- Place
- Seattle, Washington · King CO Intl/Boeing Field · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Boeing 767-200 · all 767-200s on the register
- Registration
- N767AX · registry record · serial 22785
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
- Aircraft 2
- Cessna 150J · all 150Js on the register
- Registration
- N60825 · registry record · serial 15070603
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Boeing 767-200 final · quoted from the NTSB record
The Boeing 767 (B-767) exited runway 31L at taxiway A4 after landing in accordance with the tower's instructions, and proceeded south on parallel taxiway A to its company ramp area. The company ramp area is across taxiway A from, and adjacent to, a light aircraft runup area for runway 31R at taxiway A8, requiring inbound aircraft to make an approximately 130-degree left turn into parking abeam this runup area. While the B-767 flight crew indicated they saw a small aircraft (a Cessna 150) in the 31R/A8 runup area as they approached it, they continued into the parking area with the Cessna still in the runup area, passing 'very close' laterally (according to the Cessna pilot) and initiating the left turn into the parking ramp 'with enough power to maintain forward progress for [the] turn' (according to the B-767 captain.) Jet blast from the turning B-767 upset the Cessna onto its nose and wingtip.
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 Cessna 150J final · quoted from the NTSB record
The Boeing 767 (B-767) exited runway 31L at taxiway A4 after landing in accordance with the tower's instructions, and proceeded south on parallel taxiway A to its company ramp area. The company ramp area is across taxiway A from, and adjacent to, a light aircraft runup area for runway 31R at taxiway A8, requiring inbound aircraft to make an approximately 130-degree left turn into parking abeam this runup area. While the B-767 flight crew indicated they saw a small aircraft (a Cessna 150) in the 31R/A8 runup area as they approached it, they continued into the parking area with the Cessna still in the runup area, passing 'very close' laterally (according to the Cessna pilot) and initiating the left turn into the parking ramp 'with enough power to maintain forward progress for [the] turn' (according to the B-767 captain.) Jet blast from the turning B-767 upset the Cessna onto its nose and wingtip.
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 767-200 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 16,000 hours in all; 30 in this make and model; 30 in the last 90 days
- Medical certificate: Unknown
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Landing gear: retractable
- Engine: Ge CF6-80 (turbofan); 0 hours total
The flight
- Departed from: ILN Wilmington OH at 7:38 pm
- Destination: BFI
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 9,000 ft
- Temperature: 66°F (19°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
The factual record for the Cessna 150J from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 362 hours in all; 351 in this make and model; 31 in the last 90 days; 16 in the last 30 days; 309 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: BFI
- Destination: FHR Friday Harbor WA
- Flight plan: none
- Runway 0
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.