NTSB Factual Report

On December 15, 2005, at 1805 central standard time (CST), a Boeing 767-300ER cargo-configured airplane, N319UP, operated by United Parcel Service (UPS) as flight 2774 sustained minor left wing damage when it struck the tail cone of a Boeing 737-924 passenger-configured airplane, N32404, operated by Continental Airlines, Inc. (COA) as flight 1423, while taxing after landing at the George Bush Intercontinental Airport (IAH), near Houston, Texas. N32404, which also sustained minor damage to its tail cone and left horizontal stabilizer, was holding short of its gate area. There were no reported injuries to the two pilots of N319UP or to the two pilots, five flight attendants, and 167 passengers of N32404. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the scheduled flights conducted under 14 Code of Federal Regulations Part 121. The last departure airport for N319UP was the Louisville International Airport-Standiford Field (SDF), near Louisville, Kentucky. The last departure airport for N32404 was the Sacramento International Airport (SMF), near Sacramento, California.

The UPS Captain stated that Houston Intercontinental (IAH) Ground Control had cleared N319UP to the ramp via taxiway "SF," after it landed on runway 27. As N310UP was taxiing along "SF," with the flight crew monitoring IAH Ground Control frequency, both pilots noticed the Continental 737 ahead and to their left, well inside the double yellow lines. They "felt the 737 was clear of our path."

The COA Captain stated that N32404 had been holding short of their assigned gate for about five minutes, with the parking brake set and one engine running, waiting to enter gate E-23. The ramp was congested and two other COA 737s were trying to exit the area. N32404 was monitoring Continental's East Ramp Control frequency for clearance to proceed to the gate. After the collision, the passengers were deplaned through the forward left passenger entry door via an air stair to the ramp and then into the terminal.

A letter of agreement between the Bush Intercontinental Tower and the Bush Intercontinental Airport effective March 12, 2004, established "non-movement areas" as: all ramps, aircraft parking areas, Taxiway SF from the south ramp to Taxiway NB, Taxiway NR from WW to Taxiway WB, Taxiway SD, Taxiway SE, Taxiway SC north of Taxiway SD, and the North Ramp connector. The pilot/controller glossary from the FAA's Air Traffic Control Manual (7110.65J) defines a "non-movement area" as: taxiways and apron (ramp) areas not under the control of air traffic.

Representatives from both operators stated that neither had issued any special notice to airmen (NOTAM) about the non-movement area; and the Jeppesen Information Services, a subscription service purchased by both airlines and provided to its pilots, did not depict taxiway SF as being a non-movement area. Jeppesen chart 70-9 (IAH airport diagram dated June 17, 2005) states, "Twys SD, SE, & SE North of Twy SD are designated non-movement areas operated by COA ramp control."

At 1653, the automated surface observing system at IAH reported wind from 290 at 3 knots, visibility of 10 statute miles, clear skies, temperature 12 degrees Celsius, dew point minus 02 degrees, and an altimeter setting of 30.13 inches of Mercury.

NTSB Probable Cause

The captain's failure to maintain clearance from a parked airplane awaiting for a gate. A contributing factor was that taxi procedures were not issued by ground control to advise the captain that the ramp area where he was taxing was designated as a non-movement area and not under the tower's control. Another factor was that company notices to airmen (NOTAMS) were not issued to advise their pilots that tarmac markings in that particular ramp area were not accurate, and that the area was a non-movement area not under the control of the tower.