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Accident and Serious Incident Reports: GND

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Article Information
Category: Ground Operations Ground Operations
Content source: SKYbrary About SKYbrary
Content control: EUROCONTROL EUROCONTROL

Definition

Reports relating to accidents associated with Ground Operations.

The accident reports are grouped together below in subcategories.

Dangerous Goods

  • B744, vicinity Dubai UAE, 2010 (On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of undeclared Dangerous Goods originally loaded in Hong Kong.)
  • B744, en-route, East China Sea, 2011 (On 28 July 2011, 50 minutes after take off from Incheon, the crew of an Asiana Boeing 747-400F declared an emergency advising a main deck fire and an intention to divert to Jeju. The effects of the rapidly escalating fire eventually made it impossible to retain control and the aircraft crashed into the sea. The Investigation concluded that the origin of the fire was two adjacent pallets towards the rear of the main deck which contained Dangerous Goods shipments including Lithium ion batteries and flammable substances and that the aircraft had broken apart in mid-air following the loss of control.)
  • B742, Halifax Canada, 2004 (On 14 October 2004, a B742 crashed on take off from Halifax International Airport, Canada, and was destroyed by impact forces and a post-crash fire. The crew had calculated incorrect V speeds and thrust setting using an EFB.)
  • DC93, en-route, north west of Miami USA, 1996 (On 11 May 1996, the crew of a ValuJet DC9-30 were unable to keep control of their aircraft after fire broke out. The origin of the fire was found to have been live chemical oxygen generators loaded contrary to regulations. The Investigation concluded that, whilst the root cause was poor practices at SabreTech (the maintenance contractor which handed over oxygen generators in an unsafe condition), the context for this was oversight failure at successive levels - Valujet over SabreTech and the FAA over Valujet. Failure of the FAA to require fire suppression in Class 'D' cargo holds was also cited.)
  • DC87, Philadelphia USA, 2006 (On 7 February 2006, towards the end of a flight to Philadelphia, the crew of a DC8-71F detected possible signs of a fire and eventually a system warning confirming that a fire may be developing in part of the main deck cargo. During the subsequent landing, thick black smoke entered the flight deck and an emergency evacuation was performed immediately after the aircraft stopped. Despite the efforts of the emergency services, the aircraft was subsequently destroyed by fire which the Investigation traced to containers which it was suspected but not proved had been loaded with goods which included lithium batteries.)
  • … further results


De-Icing/Anti-Icing of Aircraft on the Ground

  • B744 / A321, London Heathrow UK, 2004 (On 23 March 2004, an out of service British Airways Boeing 747-400, under tow passed behind a stationary Airbus A321-200 being operated by Irish Airline Aer Lingus on a departing scheduled passenger service in good daylight visibility and the wing tip of the 747 impacted and seriously damaged the rudder of the A321. The aircraft under tow was cleared for the towing movement and the A321 was holding position in accordance with clearance. The towing team were not aware of the collision and initially, there was some doubt in the A321 flight deck about the cause of a ‘shudder’ felt when the impact occurred but the cabin crew of the A321 had felt the impact shudder and upon noticing the nose of the 747 appearing concluded that it had struck their aircraft. Then the First Officer saw the damaged wing tip of the 747 and informed ATC about the possible impact. Later another aircraft, positioned behind the A321, confirmed the rudder damage. At the time of the collision, the two aircraft involved were on different ATC frequencies.)
  • B737, Gran Canaria Spain, 2016 (On 7 January 2016, a Boeing 737-700 was inadvertently cleared by ATC to take off on a closed runway. The take-off was commenced with a vehicle visible ahead at the runway edge. When ATC realised the situation, a 'stop' instruction was issued and the aircraft did so after travelling approximately 740 metres. Investigation attributed the controller error to "lost situational awareness". It also noted prior pilot and controller awareness that the runway used was closed and that the pilots had, on the basis of the take-off clearance crossed a lit red stop bar to enter the runway without explicit permission.)
  • B738/B738, Girona Spain, 2010 (On 14 January 2010, two Ryanair Boeing 737-800 aircraft were operating scheduled passenger flights from Girona to Las Palmas and Turin respectively and had taxied from adjacent gates at Girona in normal day visibility in quick succession. The Turin-bound aircraft taxied first but because it was early at the holding point for its CTOT, the other aircraft was designated first for take off and during the overtaking manoeuvre in the holding area, the wing tip of the moving Las Palmas aircraft hit the horizontal stabiliser of the Turin bound aircraft causing minor and substantial damage to the respective aircraft. None of the respective 81 and 77 occupants were injured and both aircraft taxied back to their gates.)
  • DC3, vicinity Yellowknife Canada, 2013 (On 19 August 2013, a fire occurred in the right engine of a Douglas DC3-C on take off from Yellowknife. After engine shutdown, a right hand circuit was made in an attempt to land back on another runway but trees were struck and the aircraft crash-landed south of it. Emergency evacuation was successful. The Investigation found that a pre-existing cylinder fatigue crack had caused the engine failure/fire and that the propeller feathering pump had malfunctioned. It was found that an overweight take off had occurred and that various unsafe practices had persisted despite the regulatory approval of the Operator's SMS.)
  • B744, en-route, East China Sea, 2011 (On 28 July 2011, 50 minutes after take off from Incheon, the crew of an Asiana Boeing 747-400F declared an emergency advising a main deck fire and an intention to divert to Jeju. The effects of the rapidly escalating fire eventually made it impossible to retain control and the aircraft crashed into the sea. The Investigation concluded that the origin of the fire was two adjacent pallets towards the rear of the main deck which contained Dangerous Goods shipments including Lithium ion batteries and flammable substances and that the aircraft had broken apart in mid-air following the loss of control.)
  • … further results

"Ground de/anti icing" is not in the list of possible values (Taxiway collision, On gate collision, Aircraft / Aircraft conflict, Aircraft / Person conflict, Aircraft / Vehicle conflict, Aircraft / Object or Structure conflict, ATC clearance error, Ground de/anti icing ineffective, Ground de/anti icing not available, Failure to De/anti Ice, Jet Blast / Prop wash, Surface Friction, Towed aircraft involved, Aircraft Push Back, Incorrect Parking Position, Airbridge Positioning, Both objects moving, Wingtip clearance, Centreline obscured, Accepted ATC clearance not followed, Surface Lighting control, Hold Loading, Passenger Loading, Cargo Loading, Fuel Loading, Dangerous Goods, Engine Ground Running, Engine Powered Systems Test, No Flight Crew on Board, Charting Error) for this property.

Aircraft Push Back

  • B735, Newark NJ USA, 2006 (On 21 August 2006, a Boeing 737-500 suffered a nose landing gear collapse during towing at the Newark Liberty International Airport. A technical crew was repositioning the aircraft in visual meteorological conditions during the occurrence. No persons were injured and minor aircraft damage occurred.)
  • B738, London Stansted UK, 2008 (On 13 November 2008, a Boeing 737-800 with an unserviceable APU was being operated by Ryanair on a passenger flight at night was in collision with a tug after a cross-bleed engine start procedure was initiated prior to the completion of a complex aircraft pushback in rain. As the power was increased on the No 1 engine in preparation for the No 2 engine start, the resulting increase in thrust was greater than the counter-force provided by the tug and the aircraft started to move forwards. The towbar attachment failed and subsequently the aircraft’s No 1 engine impacted the side of the tug, prior to the aircraft brakes being applied.)
  • ATP, Jersey Channel Islands, 1998 (On 9 May 1998, a British Regional Airlines ATP was being pushed back for departure at Jersey in daylight whilst the engines were being started when an excessive engine power setting applied by the flight crew led to the failure of the towbar connection and then to one of the aircraft's carbon fibre propellers striking the tug. A non standard emergency evacuation followed. All aircraft occupants and ground crew were unnjured.)
  • CRJ7 / CRJ2, Charlotte NC USA, 2008 (On 28 June 2008, a Bombardier CRJ 700 operated by PSA Airlines, during daytime pushback collided with a stationary CRJ 200 of the same company at Douglas International Airport Charlotte, North Carolina.)
  • B742, Stockholm Arlanda Sweden, 2007 (On 25 June 2007, a Boeing 747-200F being operated by Cathay Pacific on a scheduled cargo flight from Stockholm to Dubai had completed push back for departure in normal daylight visibility and the parking brakes had been set. The tow vehicle crew had disconnected the tow bar but before they and their vehicle had cleared the vicinity of the aircraft, it began to taxi and collided with the vehicle. The flight crew were unaware of this and continued taxiing for about 150 metres until the flight engineer noticed that the indications from one if the engines were abnormal and the aircraft was taxied back to the gate. The tow vehicle crew and the dispatcher had been able to run clear and were not injured physically injured although all three were identified as suffering minor injury (shock). The aircraft was “substantially damaged” and the tow vehicle was “damaged”.)
  • … further results


Jet Blast/Prop Wash

  • B734, Aberdeen UK, 2005 (Significant damage was caused to the tailplane and elevator of a Boeing 737-400 after the pavement beneath them broke up when take off thrust was applied for a standing start from the full length of the runway at Aberdeen. Although in this case neither outcome applied, the Investigation noted that control difficulties consequent upon such damage could lead to an overrun following a high speed rejected takeoff or to compromised flight path control airborne. Safety Recommendations on appropriate regulatory guidance for marking and construction of blast pads and on aircraft performance, rolling take offs and lead-on line marking were made.)


Taxiway Collision

  • A343 / B752, London Heathrow UK, 1995 (On 23 November 1995, in normal daylight visibility, an Airbus A340-300 being operated by Gulf Air on a scheduled international passenger flight from London Heathrow taxied past a Boeing 757-200 being operated by British Airways on a scheduled domestic passenger flight and also departing from London Heathrow which had stopped on a diverging taxiway within the departure holding area for Runway 27R such that the wing tip of the Airbus impacted the tail fin of other aircraft. Two of the 378 occupants of the two aircraft suffered minor injuries and both aircraft were damaged. Passengers were deplaned uneventfully from both aircraft.)
  • B744 / A321, London Heathrow UK, 2004 (On 23 March 2004, an out of service British Airways Boeing 747-400, under tow passed behind a stationary Airbus A321-200 being operated by Irish Airline Aer Lingus on a departing scheduled passenger service in good daylight visibility and the wing tip of the 747 impacted and seriously damaged the rudder of the A321. The aircraft under tow was cleared for the towing movement and the A321 was holding position in accordance with clearance. The towing team were not aware of the collision and initially, there was some doubt in the A321 flight deck about the cause of a ‘shudder’ felt when the impact occurred but the cabin crew of the A321 had felt the impact shudder and upon noticing the nose of the 747 appearing concluded that it had struck their aircraft. Then the First Officer saw the damaged wing tip of the 747 and informed ATC about the possible impact. Later another aircraft, positioned behind the A321, confirmed the rudder damage. At the time of the collision, the two aircraft involved were on different ATC frequencies.)
  • B738/A321, Prague Czech Republic, 2010 (On 18 June 2010 a Sun Express Boeing 737-800 taxiing for a full length daylight departure from runway 06 at Prague was in collision with an Airbus 321 which was waiting on a link taxiway leading to an intermediate take off position on the same runway. The aircraft sustained damage to their right winglet and left horizontal stabiliser respectively and both needed subsequent repair before being released to service.)
  • MD82 / MD11, Anchorage AK USA, 2002 (On 17 March 2002, at Ted Stevens Anchorage Airport, a McDonnell Douglas MD82 operated by Alaska Airlines, on a night pushback in snow conditions collided with an inbound taxiing McDonnell Douglas MD-11. The MD82 suffered substantial rudder damage although the impacting MD11 winglet was undamaged.)
  • B772 / A321, London Heathrow UK, 2007 (On 27 July 2007, a British Airways Boeing 777-200ER collided, during pushback, with a stationary Airbus A321-200. The A321 was awaiting activation of the electronic Stand Entry Guidance (SEG) and expecting entry to its designated gate.)
  • … further results


Related Articles

For all accident reports held on SKYbrary, see the main section on Accident Reports.