# NTSB NYC07LA017: Boeing 747-400, Newark, NJ, October 31, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 31, 2006, 18:30 local (23:30 UTC) - Place: Newark, NJ - Coordinates: 40.692501, -74.168609 - Nearby events: https://openairdocs.org/map.md?lat=40.6925&lon=-74.1686&mi=10 - Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 312 uninjured - Status: Completed, report September 26, 2008 - Report: Approved by Office Director - Parties: Lufthansa (Advisor to German Acc Rep), Accredited Representative (BFU Germany), FAA/FSDO - Safety recommendations: Yes - NTSB case key (mKey): 64793 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC07LA017 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64793/pdf - Page: https://openairdocs.org/ntsb/NYC07LA017 ## Probable cause The failure of the Boeing 747 crew to maintain an adequate visual lookout. Contributing to the accident were the night lighting conditions, the back lighting from the apron lights, and the crew's diverted attention in focusing on a Boeing 757 that they were instructed to follow. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - On ground/water collision with object, taxi - visual lookout - inadequate, flightcrew (cause) - diverted attention, flightcrew (contributing factor) - light condition - night (contributing factor) - light condition - other (contributing factor) ## Analysis During a night taxi, the leading edge left wingtip of a Boeing 747 (B747) impacted the trailing edge right wingtip of a Boeing 757 (B757) in tow, but stopped, near the intersection of diverging taxiways. The B747 crew was not aware of the B757 in tow. The captain indicated that the accident occurred in an area where the B757 in tow was backlit by apron lights, and that the crew's attention was diverted to another B757 ahead that they had been instructed to follow. The B757 in tow, which had been taxiing ahead of the B747 prior to reaching the diverging taxiways, had received its taxi instructions prior to the B747 crew being on the frequency. Some taxiways were mislabeled on a Federal Aviation Administration airport diagram; however, the mislabeling did not affect the outcome of the accident. ## Factual narrative HISTORY OF FLIGHT On October 31, 2006, at 1830 eastern standard time, a Boeing (B) 747-400, German registry D-ABVY, operated by Lufthansa German Airlines (LH) as flight 403 (LH403), incurred substantial damage when its left wingtip impacted the right wingtip of a Continental Airlines (CO) B757-200 that was under tow, but stopped, at Newark Liberty International Airport (KEWR), Newark, New Jersey. None of the 18 crewmembers and 294 passengers onboard LH403 were injured. There was no one onboard the B757 and the tug driver and radio operator were not injured. Night visual meteorological conditions prevailed. An instrument flight rules flight plan was on file for the flight, from Newark, to Frankfurt Airport (EDDF), Frankfurt, Germany. The scheduled international passenger flight was conducted under 14 Code of Federal Regulations Part 129. The accident occurred in the vicinity of the intersection of taxiways A and S. Taxiway A paralleled runway 4L/22R in the vicinity of Terminal B, and further northeast, split off to the left to curve around Terminal C. Where the split occurred, the pavement continued to parallel the runway, but was then designated taxiway S. A voice communications recording from the tower ground control frequency was provided by the Federal Aviation Administration (FAA). The recording began at 1820, with subsequent transmission times determined by timing from that point. The times listed below also represent when the most significant parts of each transmission or action commenced. In addition, because of the number of airplanes involved, it was uncertain whether a specific transmission was made by a captain or a first officer, so the generic terms "crew", "they", or the flight number were utilized. Further information, such as airplane type, was gathered from other sources to enhance clarity. Unless otherwise noted, all instructions were read back by the receiving entity. At 1823:15, CO1792, a B757, was instructed to taxi on taxiway B, hold short of S. At 1823:25, CO312 a B737 that had just landed on runway 22L, was crossing runway 22R at taxiway E, and requested taxi to the ramp via taxiway RG. The controller instructed the crew to taxi via taxiway A to the ramp. At 1823:48, CO466 was on taxiway V, and was instructed to taxi to the ramp via PA and A. At 1824:14, Supertug 117 (ST117), a two-man tug that was initiating a tow of an unmanned CO B757 from gate 86 to Westpark Bay 1, was instructed to follow CO312 that was approaching from the right, on taxiway A, hold short of M. ST117 subsequently proceeded onto taxiway A via RF. At 1826:00, LH403 was instructed to taxi via taxiway A, and hold short of S. The controller then advised CO466 to give way to LH403 on its left. Air traffic strip markings indicated that LH403 exited the Terminal B ramp at taxiway RE. At 1826:25, CO312 advised the controller that it was on taxiway A, short of RG, and that the gate was changed, requiring an entry at RF, which they already passed. The controller instructed the crew to make a right turn on taxiway RG and hold short of B. At 1827:02, the controller advised ST117 that the CO 737 (CO312) would be out of their way in a moment. The ST117 crew did not respond. At 1827:13, the controller instructed CO1190 (B737) to follow an American MD-80 via taxiways K and R. At 1827:31, the controller advised CO1792 that coming from the opposite direction, they should have seen an American MD-80 pass by, and a B737-500 [CO1190] should be "moving on up" on taxiway R. When the crew confirmed seeing the B737-500, the controller instructed CO1792 to taxi via taxiways J and R, and to "follow your company." At 1828:04, the controller advised CO312 that a B757 was to its left, and once it passed by, and then after LH403 passed by, CO312 would be cleared to the gate. At 1828:21, LH403 was instructed to continue straight ahead and hold short of taxiway J. At 1828:50, the controller asked LH403 if they saw a CO 757 moving left to right. The crew advised that they did, and the controller instructed them to make a right turn on taxiway J, R, follow the CO 757, and when at W, monitor the tower on 118.3 At 1829:12, the controller instructed CO312 to give way to LH403, then turn right on taxiway B, and proceed S, A, to the ramp. At 1829:47, CO466 advised the ground controller that LH403 had "just impacted the seven five seven on alpha." After a query by the controller, CO466 confirmed the impact, as well as the fact "that it knocked the winglet off." At 1830:03, the controller advised CO1792 that LH403 had just hit them, and a crewmember responded that they had not felt a thing, and that they were on taxiway R, approaching M. At 1830:17, the controller asked LH403 to hold position, and the response was that they had "felt something" but weren't sure what it was. At 1830:25, CO466 advised that LH403 had hit the CO 757 under tow, that the ST was holding short of RG, and when LH403 impacted the airplane, it knocked the winglet off. At 1830:43, the controller advised CO1792 "it was not you" and that they could continue and monitor tower At 1830:51, the controller advised ST117 that LH403 had "hit" the B757 in tow. At 1831:27, CO466 advised that they had watched the accident, and confirmed that the B757 under tow was stopped when it was hit. At 1832:07, CO312 reported that they also saw it, confirmed that LH403 also had damage, and that the impact was winglet to winglet. PERSONNEL INFORMATION The captain held a German airline transport pilot certificate, with a Boeing 747-400 type rating. His latest first class medical certificate was issued in May 2006. The pilot indicated 18,300 hours of flight time with 6,346 hours in type. The captain had flown into Newark "about 10 times." The first officer held a German airline transport pilot certificate with a Boeing 747-400 type rating. His latest first class medical certificate was issued in July 2006. The pilot indicated 8,692 hours of flight time with 4,960 hours in type. The first officer had flown into Newark six times during the previous 6 years. AIRCRAFT INFORMATION The LH Boeing 747-400 with winglets had a total wingspan of 213 feet when fully fueled. The CO Boeing 757 with winglets had a wingspan of 134 feet, 9 inches. METEROLOGICAL INFORMATION Weather, reported at 1851, included winds from 260 degrees true, at 9 knots, 10 statute miles visibility, and a broken cloud layer at 25,000 feet. According to data from the U.S. Naval Observatory, sunset was at 1654, and civil twilight ended at 1723. The phase of the moon was "waxing gibbous" with 70 percent of the visible disk illuminated. RECORDERS A CO gate security camera captured parts of the event. The camera revealed that the CO 757 in tow was displaying its position lights. The cockpit voice recorder from LH403 was forwarded to the National Transportation Safety Board for download. The recorder was good; however, the power to it had not been secured after the accident, and it continued to record over itself, negating any communications leading up to, during, or immediately after the accident. German Federal Bureau of Aircraft Accident Investigation (BFU) investigators downloaded the flight data recorder and provided a copy of the raw data to the Safety Board; however, it could not be decoded. LH personnel downloaded the Quick Access Recorder (QAR), and according to flight safety personnel, LH403 impacted the stopped CO 757 in tow at 8 knots. According to an FAA inspector, an interview with the ST117 radio operator revealed that the B757 was stopped at the time of the accident, and could not move forward due to a company airplane ahead of it [CO312] to clear the area. The tug driver could not see the approaching LH403 as he was facing forward. WRECKAGE AND IMPACT INFORMATION There was substantial damage to the winglet, outboard leading edge, and a ## Aircraft - Registration: D-ABVY (not matched to a registry record) - Reported make and model: Boeing 747-400 - Category: Airplane - Serial number: 29869 - Airframe hours: 32204 - Engines: General Electric CF6-80C2B1F 57000 lbs thrust turbo fan; General Electric CF6-80C2B1F 57000 lbs thrust turbo fan; General Electric CF6-80C2B1F 57000 lbs thrust turbo fan; General Electric CF6-80C2B1F 57000 lbs thrust turbo fan - Damage: Substantial damage - Flight: Part 129 - Registered owner: Lufthansa German Airlines - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, October 1, 2006 - Departed: KEWR, Newark, NJ - Destination: EDDF, Frankfurt - Flight plan: IFR - Airport: KEWR, Newark Liberty Intl ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1; last flight review March 1, 2006; seat: left; flight hours: 18,300 total, 6,346 in this make and model, 236 in the last 90 days, 90 in the last 30 days, 9 in the last 24 hours - Co-pilot; age 38; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1; last flight review September 1, 2006; seat: right; flight hours: 8,692 total, 4,960 in this make and model, 91 in the last 90 days, 69 in the last 30 days, 9 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 260° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 66 °F, dew point 46 °F - Altimeter: 29.88 inHg - Observed at: KEWR From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.