A Delta Airlines Airbus A319-100, registration N328NB performing flight DL-2351 from Dallas Ft. Worth,TX to Boston,MA (USA) with 131 passengers and 5 crew, was on final approach to Boston's runway 33L cleared to land with the information that traffic was holding on (crossing) runway 27.
About a minute after clearing DL-2351 to land on runway 33L tower cleared an American Airlines Boeing 737-800, registration N316PF performing flight AA-3161 from Boston,MA to Charlotte,NC (USA) with 175 passengers and 6 crew, for takeoff from runway 27.
About a minute later the Delta crew reported going around (from very low height), tower at the same time queried the American where they were going, the crew responded they had been cleared for takeoff.
The American continued the flight and reached Charlotte without further incident, the Delta A319 positioned for another approach to runway 33L and landed without further incident about 10 minutes later.
The FAA reported they are investigating the close call.
On Jun 23rd 2026 the NTSB announced they have opened an investigation into the runway incursion, too, stating: "NTSB has opened an investigation into the June 20 runway incursion involving a Delta (A319) and an American Airlines (B737) aircraft at Boston Logan Airport. Additional information will be released as it becomes available."
On Jul 23rd 2026 the NTSB released their preliminary report stating: "A preliminary estimate of the closest proximity between DAL2351 and AAL3161 determined they were about 670 ft apart."
The key transmissions from ATC were provided:
Time (EDT) Event
1132:21 LCW instructed AAL3161 to line up and wait on runway 27 and advised that traffic was landing on runway 33L. Crew of AAL3161 subsequently
acknowledged instruction.
1132:35 LCW provided landing clearance to DAL2351 for runway 33L and that traffic is holding on runway 27. Crew of DAL2351 subsequently acknowledged instruction.
1133:14 AAL3161 positioned at the threshold of runway 27.
1133:33 Tradewind Aviation flight 82 (GPD82), a Pilatus PC-12, crossed the threshold of runway 33L and subsequently landed.
1133:43 LCW provided takeoff clearance to AAL3161 for runway 27.
1133:46 Crew of AA3161 acknowledged the takeoff clearance. Additionally, GPD82 crossed the intersection of runways 33L and 27.
1134:02 LCW instructed GPD82 to turn left on taxiway T and to expedite its taxi because traffic was on a 1.25-mile final. Crew of GPD82 subsequently acknowledged.
1134:06 AAL3161 velocity began to increase from zero, but then decreased to zero 8 seconds later.
1134:20 LCW instructed GPD82 to continue on runway 27 and turn left on taxiway T.
1134:31 LCW provided GPD82 with additional taxi instructions.
1134:33 GPD82 exited runway 27 onto taxiway T.
1134:37 AAL3161 velocity began to increase.
1134:45 Crew of DAL2351 began to communicate to the LCW that they were initiating a go-around due to AAL3161.
1134:50 LCW queried AAL3161 on where they are going. Crew of AAL3161 subsequently replied to the LCW that they had been cleared for takeoff.
1135:05 LCW provided go-around instructions for DAL2351.
The NTSB summarized the interview with ATC controllers:
Postincident interviews of the BOS ATC tower LCW, LCE, and OS revealed that there were no notable distractions or anomalies within the tower cab during the time leading up to the runway incursion. The controllers interviewed characterized both the traffic and complexity as moderate-to-low at the time of the incident. The LCW recalled that, after seeing GPD82 land, he cleared AAL3161 for takeoff and thought he saw the airplane begin its takeoff roll. Believing that AAL3161 would continue its takeoff, and not receiving further communication from the crew of AAL3161, the LCW stated he subsequently focused his attention back on GPD82 to ensure they would vacate runway 33L in time for DAL2351 to land.
The LCW recalled hearing the ASDE-X alert, looked out the tower cab window, and recalled feeling confused since GPD82 was exiting runway 33L at that time. The LCW stated he normally canted the flight strip on the strip bay after giving a takeoff clearance, but saw the flight strip for AAL3161 was not canted when the runway incursion occurred, leading him to believe that he must not have cleared them for takeoff. The LCE recalled that, during the time leading up to the runway incursion, he was writing flight strips for the LCW and was also monitoring GPD82 as the LCW was providing them multiple taxi instructions.
The LCE stated he became aware of the runway incursion when DAL2351 began to communicate they were going around, after which the ASDE-X alerted, and he saw DAL2351 performing a go-around while AAL3161 was rolling down runway 27. The OS stated that, prior to the incident, he was contacted by a supervisor at the Boston Consolidated Terminal Radar Approach Control (TRACON) about a prior pilot deviation. The OS was looking through their logs to research this prior pilot deviation when he heard the LCW instruct GPD82 to expedite their taxi on runway 33L. The OS recalled looking at the intersection of runway 33L and taxiway T when he saw the nose of DAL2351 rise up, after which the ASDE-X alerted.
https://flightaware.com/live/flight/DAL2351/history/20260620/1215Z/KDFW/KBOS
https://flightaware.com/live/flight/AAL3161/history/20260620/1531Z/KBOS/KCLT
Metars:
KBOS 201654Z 31017G29KT 10SM FEW055 SCT070 26/11 A2960 RMK AO2 PK WND 30029/1646 SLP022 T02560111 $=
KBOS 201554Z 28015G29KT 10SM FEW060 SCT070 24/11 A2960 RMK AO2 PK WND 27030/1533 SLP024 T02390111 $=
KBOS 201454Z 27012G30KT 10SM FEW050 SCT060 24/11 A2960 RMK AO2 PK WND 29030/1445 SLP023 T02390111 51008 $=
KBOS 201354Z 27013G26KT 10SM SCT049 23/11 A2959 RMK AO2 PK WND 27028/1305 SLP020 T02280111 $=
KBOS 201254Z 26017G27KT 10SM FEW035 FEW090 FEW250 22/11 A2959 RMK AO2 PK WND 28029/1220 SLP019 T02170106 $=
KBOS 201154Z 26013G25KT 10SM FEW035 FEW090 FEW250 21/10 A2958 RMK AO2 PK WND 28028/1120 SLP015 T02060100 10206 20183 51006 $=
About a minute after clearing DL-2351 to land on runway 33L tower cleared an American Airlines Boeing 737-800, registration N316PF performing flight AA-3161 from Boston,MA to Charlotte,NC (USA) with 175 passengers and 6 crew, for takeoff from runway 27.
About a minute later the Delta crew reported going around (from very low height), tower at the same time queried the American where they were going, the crew responded they had been cleared for takeoff.
The American continued the flight and reached Charlotte without further incident, the Delta A319 positioned for another approach to runway 33L and landed without further incident about 10 minutes later.
The FAA reported they are investigating the close call.
On Jun 23rd 2026 the NTSB announced they have opened an investigation into the runway incursion, too, stating: "NTSB has opened an investigation into the June 20 runway incursion involving a Delta (A319) and an American Airlines (B737) aircraft at Boston Logan Airport. Additional information will be released as it becomes available."
On Jul 23rd 2026 the NTSB released their preliminary report stating: "A preliminary estimate of the closest proximity between DAL2351 and AAL3161 determined they were about 670 ft apart."
The key transmissions from ATC were provided:
Time (EDT) Event
1132:21 LCW instructed AAL3161 to line up and wait on runway 27 and advised that traffic was landing on runway 33L. Crew of AAL3161 subsequently
acknowledged instruction.
1132:35 LCW provided landing clearance to DAL2351 for runway 33L and that traffic is holding on runway 27. Crew of DAL2351 subsequently acknowledged instruction.
1133:14 AAL3161 positioned at the threshold of runway 27.
1133:33 Tradewind Aviation flight 82 (GPD82), a Pilatus PC-12, crossed the threshold of runway 33L and subsequently landed.
1133:43 LCW provided takeoff clearance to AAL3161 for runway 27.
1133:46 Crew of AA3161 acknowledged the takeoff clearance. Additionally, GPD82 crossed the intersection of runways 33L and 27.
1134:02 LCW instructed GPD82 to turn left on taxiway T and to expedite its taxi because traffic was on a 1.25-mile final. Crew of GPD82 subsequently acknowledged.
1134:06 AAL3161 velocity began to increase from zero, but then decreased to zero 8 seconds later.
1134:20 LCW instructed GPD82 to continue on runway 27 and turn left on taxiway T.
1134:31 LCW provided GPD82 with additional taxi instructions.
1134:33 GPD82 exited runway 27 onto taxiway T.
1134:37 AAL3161 velocity began to increase.
1134:45 Crew of DAL2351 began to communicate to the LCW that they were initiating a go-around due to AAL3161.
1134:50 LCW queried AAL3161 on where they are going. Crew of AAL3161 subsequently replied to the LCW that they had been cleared for takeoff.
1135:05 LCW provided go-around instructions for DAL2351.
The NTSB summarized the interview with ATC controllers:
Postincident interviews of the BOS ATC tower LCW, LCE, and OS revealed that there were no notable distractions or anomalies within the tower cab during the time leading up to the runway incursion. The controllers interviewed characterized both the traffic and complexity as moderate-to-low at the time of the incident. The LCW recalled that, after seeing GPD82 land, he cleared AAL3161 for takeoff and thought he saw the airplane begin its takeoff roll. Believing that AAL3161 would continue its takeoff, and not receiving further communication from the crew of AAL3161, the LCW stated he subsequently focused his attention back on GPD82 to ensure they would vacate runway 33L in time for DAL2351 to land.
The LCW recalled hearing the ASDE-X alert, looked out the tower cab window, and recalled feeling confused since GPD82 was exiting runway 33L at that time. The LCW stated he normally canted the flight strip on the strip bay after giving a takeoff clearance, but saw the flight strip for AAL3161 was not canted when the runway incursion occurred, leading him to believe that he must not have cleared them for takeoff. The LCE recalled that, during the time leading up to the runway incursion, he was writing flight strips for the LCW and was also monitoring GPD82 as the LCW was providing them multiple taxi instructions.
The LCE stated he became aware of the runway incursion when DAL2351 began to communicate they were going around, after which the ASDE-X alerted, and he saw DAL2351 performing a go-around while AAL3161 was rolling down runway 27. The OS stated that, prior to the incident, he was contacted by a supervisor at the Boston Consolidated Terminal Radar Approach Control (TRACON) about a prior pilot deviation. The OS was looking through their logs to research this prior pilot deviation when he heard the LCW instruct GPD82 to expedite their taxi on runway 33L. The OS recalled looking at the intersection of runway 33L and taxiway T when he saw the nose of DAL2351 rise up, after which the ASDE-X alerted.
https://flightaware.com/live/flight/DAL2351/history/20260620/1215Z/KDFW/KBOS
https://flightaware.com/live/flight/AAL3161/history/20260620/1531Z/KBOS/KCLT
Metars:
KBOS 201654Z 31017G29KT 10SM FEW055 SCT070 26/11 A2960 RMK AO2 PK WND 30029/1646 SLP022 T02560111 $=
KBOS 201554Z 28015G29KT 10SM FEW060 SCT070 24/11 A2960 RMK AO2 PK WND 27030/1533 SLP024 T02390111 $=
KBOS 201454Z 27012G30KT 10SM FEW050 SCT060 24/11 A2960 RMK AO2 PK WND 29030/1445 SLP023 T02390111 51008 $=
KBOS 201354Z 27013G26KT 10SM SCT049 23/11 A2959 RMK AO2 PK WND 27028/1305 SLP020 T02280111 $=
KBOS 201254Z 26017G27KT 10SM FEW035 FEW090 FEW250 22/11 A2959 RMK AO2 PK WND 28029/1220 SLP019 T02170106 $=
KBOS 201154Z 26013G25KT 10SM FEW035 FEW090 FEW250 21/10 A2958 RMK AO2 PK WND 28028/1120 SLP015 T02060100 10206 20183 51006 $=
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