The captain of the first airplane said that during pushback, he had observed the second airplane being pushed back from its gate toward his air-plane’s position and that he relayed his concern to ground personnel “but did not receive a clear response.”He said that as the second airplane ap-proached, two people from that airplane’s push crew ran out “apparently to get a better view.”
AIR CARRIER
“Both airplanes were finally stopped in close
proximity,” he said. “We were positioned to the east of our push line, toward the other aircraft.”
He and his first officer started their airplane’s en-gines, and the ground crew disconnected their tug with a salute and a “release from guidance for a left turn out.”
He said that a member of the second airplane’s ground crew “was looking toward us and hold-ing his right hand overhead and with his left arm out and slightly raised, indicating the wing tip clearance distance.”The captain said that he taxied the airplane forward slowly at idle thrust and that after a short distance, the wing tips of the two airplanes collided. He said that commu-nications with the tug had been difficult because of “language and nonstandard phraseology” used by the pushback crew.
The first officer on the same airplane said that he also observed the ground crewmember “stand-ing in front [of ] and between the two airplanes, looking at us with wand raised and other arm held out horizontally indicating wing clearance. … With wingman guidance and a visual check, I told the captain we were cleared on the right. We started to move, and I glanced forward. When I looked back out to the right, the wing walker was gone, and then the wing tips made contact.”
A ground crewmember from the other airplane said that he had walked the wing on the same side as the first officer and that after the push-back was stopped by a ground crewmember on the captain’s side of the airplane, he “went around to see what was happening.” He ob-
served the wings of the airplanes 20 feet to 30
feet (six meters to nine meters) apart. He said that he “looked at the first officer … and gave him the hold sign.” He then walked toward the tug operator, and as they discussed the airplanes’positions, the airplane“proceeded to move and clipped the wing,” he said.
Smoke Prompts Crew’s Mayday Declaration
BAE Systems BAE 146. No damage. No injuries.
T
he airplane was being flown from England to France and was about 40 nautical miles (74 kilometers) from its destination when the first officer smelled smoke and saw “a faint haze” on his side of the flight deck. The crew declared mayday, a distress condition, and received radar vectors to the destination airport, where they conducted an uneventful landing.
The airplane was taxied to the gate, and pas-sengers disembarked normally. An examination by maintenance personnel found that oil had leaked from the no. 1 air-conditioning pack be-cause of an oil-seal failure in the auxiliary power unit (APU) and that there had been a “smoky oven” in the galley. The APU was removed for further examination and an overhaul.
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