Delta planes collide at Logan
Joined: Aug 2008
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From: Spain
I love the difference between the media report and the official statement. The media considered it a 'collision' and a 'crash' whereas the official report stated 'came into contact with'.
Shades of 'rocket' for going up and 'plummet' for coming down!
Shades of 'rocket' for going up and 'plummet' for coming down!
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From: NNW of Antipodes
NTSB Media Release
The National Transportation Safety Board has opened an investigation into last night's collision of two jetliners on a taxiway at Boston Logan Airport.
On July 14, 2011, about 7:33 P.M. EDT, a Delta Air Lines B767-300ER, N185DN, operating as Delta flight 266, was taxiing on taxiway B for departure on runway 04 at Boston Logan International Airport (BOS), when its left winglet struck the horizontal stabilizer of an Atlantic Southeast Airlines CRJ900, N132EV, operating as ASA flight 4904, which was number three in line on taxiway M waiting for departure on runway 09.
As the B767 approached and passed the intersection with taxiway M, the left winglet of the B767 struck the horizontal tail of the CRJ900. The CRJ900 sustained substantial damage, which included damage to the horizontal tail and vertical tail; the airplane lost fluid in all three hydraulic systems. Parts of the B767 winglet were sheared off and embedded in the tail of the CRJ900. The passengers on the CRJ900 were deplaned on the taxiway, and the B767 taxied back to the terminal.
Flight data recorders from both airplanes are en route to NTSB headquarters. Air Safety Investigator Dan Bower is the Investigator-In-Charge. Parties to the investigation include Delta Air Lines, Atlantic Southeast Airlines, the Federal Aviation Administration, and the Air Line Pilots Association.
On July 14, 2011, about 7:33 P.M. EDT, a Delta Air Lines B767-300ER, N185DN, operating as Delta flight 266, was taxiing on taxiway B for departure on runway 04 at Boston Logan International Airport (BOS), when its left winglet struck the horizontal stabilizer of an Atlantic Southeast Airlines CRJ900, N132EV, operating as ASA flight 4904, which was number three in line on taxiway M waiting for departure on runway 09.
As the B767 approached and passed the intersection with taxiway M, the left winglet of the B767 struck the horizontal tail of the CRJ900. The CRJ900 sustained substantial damage, which included damage to the horizontal tail and vertical tail; the airplane lost fluid in all three hydraulic systems. Parts of the B767 winglet were sheared off and embedded in the tail of the CRJ900. The passengers on the CRJ900 were deplaned on the taxiway, and the B767 taxied back to the terminal.
Flight data recorders from both airplanes are en route to NTSB headquarters. Air Safety Investigator Dan Bower is the Investigator-In-Charge. Parties to the investigation include Delta Air Lines, Atlantic Southeast Airlines, the Federal Aviation Administration, and the Air Line Pilots Association.
Joined: Dec 2007
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From: East of Texas
Another captain's side wingtip mishap. I wonder if that data is out there - which wing hits more often? I know the numbers are out there that more landing incidents occur on captains landings, I wonder if statistics are kept for things like this?
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From: us
Update on what happened, including that about the time the metal crumpled, a US Air flight had declared an emergency with possible hydraulic problems and was needing to land on the runway the 767 intended to use.
From photos of the RJ's VS, it was not a gentle touch.
Federal investigators give Logan crash highest priority - The Boston Globe
From photos of the RJ's VS, it was not a gentle touch.
Federal investigators give Logan crash highest priority - The Boston Globe
Joined: Jul 2011
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From: UK
I'm surprised it doesn't happen more often. Even in a smaller airport such as the one that I work at, if the pilot is unfamiliar or we are in LVPs, then there is a good chance they'll take a wrong turn or mishear GMC. I've heard it a fair few times, where someone's gone down the wrong link, or to the wrong holding point.
In fact a few weeks ago I had to assist a 738 from a certain budget airline that had gone down the wrong cul-de-sac and got stuck. I helped him turn around and get back out on the taxiway to head in the right direction. No damage was done as it was quiet but it happens quite a lot.
In fact a few weeks ago I had to assist a 738 from a certain budget airline that had gone down the wrong cul-de-sac and got stuck. I helped him turn around and get back out on the taxiway to head in the right direction. No damage was done as it was quiet but it happens quite a lot.
Joined: May 2011
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From: Madison, WI
The news article quotes:
Would it really matter much if you could see your wingtip or not at those distances and with perspective distortions etc. factored in? Isn't it all based mostly on following the center-line and hoping that the designers got their calculations correct?
Are taxi clearances issued where there is a chance of a conflict with a different taxiway were a second aircraft on the second taxiway? Or are all taxiways designed to be interference-free of other taxiway aircraft except at intersections?
“From the cockpit, it’s almost impossible to see your own wingtip,’’ said Greg Reinhardt, a veteran commercial airline pilot with 41 years of flying experience, including six years in 767s for United Airlines. The wings start at the middle of the aircraft, well back behind you’’ and are difficult to see because of the curvature of the airplane’s cockpit, he said.
Former United pilot Bob Rossi, who has flown many wide-body jets, including the 767, said aircraft are not supposed to stop on taxiways without authorization, referring to the report that the smaller plane halted abruptly.
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From: Fife, Scotland
As a non-flyer, I commented on another such incident by asking why there were not video cameras on the wingtips which could be viewed on the main digital screens whilst taxying.
I got shot down but without giving any technical reasons why this was not feasible.
Any comments here? (Not trolling, just interested).
I got shot down but without giving any technical reasons why this was not feasible.
Any comments here? (Not trolling, just interested).
Last edited by A A Gruntpuddock; 16th July 2011 at 16:57.
Joined: Jan 2005
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From: France
Once upon a time, we had 'gendarmes' with white sticks and a whistle for 'traffic control' on all major town cross-sections. Now we have traffic lights (not always better, in case anybody wants to make that point).
We have autopilots, we have automatic landing, we have TCAS. Isn't it about time, that airport ground movement control made it out of the stone age as well?
Or do we need another Tenerife to wake up everybody?
We have autopilots, we have automatic landing, we have TCAS. Isn't it about time, that airport ground movement control made it out of the stone age as well?
Or do we need another Tenerife to wake up everybody?
Joined: May 2010
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From: -
Once upon a time, we had 'gendarmes' with white sticks and a whistle for 'traffic control' on all major town cross-sections. Now we have traffic lights (not always better, in case anybody wants to make that point).
We have autopilots, we have automatic landing, we have TCAS. Isn't it about time, that airport ground movement control made it out of the stone age as well?
Or do we need another Tenerife to wake up everybody?
We have autopilots, we have automatic landing, we have TCAS. Isn't it about time, that airport ground movement control made it out of the stone age as well?
Or do we need another Tenerife to wake up everybody?
But anyway, there are lots of gadgets to regulate road traffic and avoid accidents:
I really don't understand why all this is not used on aircraft and in airports. What is so difficult about installing traffic lights at hot spots, to be activated by ground controller? Traffic lights or even bars, as on the second picture, at the entrance to the runway? Parking sensors or cameras on wingtips? I'm sure a couple of these would be much much cheaper than having to repair the CRJ's tail...
Joined: May 2011
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From: Madison, WI
Autopilot will not drive anytime soon, because driving is more difficult to automate than flying.
Google car that drives itself
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From: -
Autopilot will not drive anytime soon, because driving is more difficult to automate than flying.
“It’s really just a science project … pushing the boundaries of what’s possible. It’s clearly not something that’s going to make us money any time soon.”
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From: East of Texas
Well, that's hardly surprising. A lot of aircraft only have nose wheel steering fitted on the left side so it is impossible for the first officer to taxi the aircraft.
I don't get what you mean but I'm not real smart either
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From: On the Beach
Former United pilot Bob Rossi, who has flown many wide-body jets, including the 767, said aircraft are not supposed to stop on taxiways without authorization, referring to the report that the smaller plane halted abruptly.
You just have to love these retarded ex-captains who become television experts. What Captain Rossi's utterances prove that he managed to get through a career with Untidy Airlines without fate catching up with his lack of knowledge.