Ground collision YMML - Virgin/Jetstar
So how many posting have actually pushed with a p.p.u or a tug and tow-bar and at those gates in particular?
Why would you need wing walkers when the wings are already clear of any fixed structure and at least 10 metres from the adj a/c, and as for pushing while not following the lead out line, is that a procedural/staffing issue that's virgins fault?
Why would you need wing walkers when the wings are already clear of any fixed structure and at least 10 metres from the adj a/c, and as for pushing while not following the lead out line, is that a procedural/staffing issue that's virgins fault?
I saw Virgin push off D2 today.
They used two wing walkers.
As soon as the Aircraft was nearly off the bay, the wing walkers vacated.
The tug driver got dangerously close with the tail to the wall as he swung around and had to pull forward and correct twice before disconnect.
The wing walkers should have stayed around for clearance on the tail.
Bit of a worry.
They used two wing walkers.
As soon as the Aircraft was nearly off the bay, the wing walkers vacated.
The tug driver got dangerously close with the tail to the wall as he swung around and had to pull forward and correct twice before disconnect.
The wing walkers should have stayed around for clearance on the tail.
Bit of a worry.
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The Golden Rivet So how many posting have actually pushed with a p.p.u or a tug and tow-bar and at those gates in particular?
Why would you need wing walkers when the wings are already clear of any fixed structure and at least 10 metres from the adj a/c, and as for pushing while not following the lead out line, is that a procedural/staffing issue that's virgins fault?
I can think of many reasons too.
Why would you need wing walkers when the wings are already clear of any fixed structure and at least 10 metres from the adj a/c, and as for pushing while not following the lead out line, is that a procedural/staffing issue that's virgins fault?
I can think of many reasons too.
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Even wing walkers don't guarantee a collision won't occur.
I remember an incident in the RAAF years ago when a P3 Orion was being towed in front of a 707, there was a groundie standing at the nose of the 707, ensuring clearance and holding his thumb up. He sheepishly rotated his hand to indicate thumbs down as the P3 wingtip sliced through the 707's nose.
I remember an incident in the RAAF years ago when a P3 Orion was being towed in front of a 707, there was a groundie standing at the nose of the 707, ensuring clearance and holding his thumb up. He sheepishly rotated his hand to indicate thumbs down as the P3 wingtip sliced through the 707's nose.
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I could start with about 3 million good reasons...
If you are operating IAW it, you have "a chair when the music stops".
Why would you need wing walkers when the wings are already clear of any fixed structure and at least 10 metres from the adj a/c
Arguing the pros and cons of wing-walkers v's no wing-walkers is moot don't you think?
The one and only reason we don't have wing-walkers is cost. Some accountants (rather simplistic) risk analysis has concluded that there is a boost to the bottom line and therefore it is safe.
If only someone qualified in some way had made the decision, we wouldn't have two needlessly bent aeroplanes. Nor would we have risked the lives of a hundred or so people.
This is a glimpse at how simplistic decisions, made years before, by bean counters can manifest themselves as accidents.
We aviation types with a direct interest in threat and error management might call these things "latent threats".
Just saying
The one and only reason we don't have wing-walkers is cost. Some accountants (rather simplistic) risk analysis has concluded that there is a boost to the bottom line and therefore it is safe.
If only someone qualified in some way had made the decision, we wouldn't have two needlessly bent aeroplanes. Nor would we have risked the lives of a hundred or so people.
This is a glimpse at how simplistic decisions, made years before, by bean counters can manifest themselves as accidents.
We aviation types with a direct interest in threat and error management might call these things "latent threats".
Just saying
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Alaea fed sec,
There is a line buddy, pull on your hi vis and get your ASIC renewed and go have a look.
Pay attention to the black and WHITE lines which are for pushes.
There is a line buddy, pull on your hi vis and get your ASIC renewed and go have a look.
Pay attention to the black and WHITE lines which are for pushes.
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Yellow and black is your taxi. Black and white is usually an inverse arc compared to the taxi turn. I could get my vest on and go for a walk and I admit that I haven't. Are you saying the black and white push line runs off and deviates between International gates 2 and 4? There was never a line there for the 12 years I worked the Mel tarmac.
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Righto. I may be the first ever union boss to say these words. I was wrong. Just had a look on google earth and there are lines everywhere.
and a little bit closer so you can all carry out the investigation from your lounge rooms.
and a little bit closer so you can all carry out the investigation from your lounge rooms.
Every hour aircraft are arriving at gates/bays where the NIGS haven't been configured or the marshaller isn't on-site. Why?
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Photo is from google maps so could be a couple of years old. It is different than my time there because of all the ongoing works. It does show how confusing it is though.
The D2 push would of been done by the Toll Dnata. The pull forward is apart of
the push.
the push.
In the situation that I witnessed there was 'multiple' pull forwards. Looked bad. The tail of the 73 swung around too far east and was way too close to the wall. The driver seemed to wander from the line quite a bit. I have pushed from this gate (on maintenance tows) and I pass no judgement on the driver as I know it can get tricky. Cheers.