BA A380 Taxis into Jet Bridge
The Engine doesn't look bent to me, remember that the inboard and outboard engines are not parallel to each other in the first place. Take a look at photos of the A380 and the outboards appear to be angled up a bit anyway?
I hardly think an Engine mount designed to handle the thrust and weight of that Engine would be bent. The cowling would crush first anyway, slowing the impact and the Aircraft would have stopped quickly.
Engine change is all would be my bet.
I hardly think an Engine mount designed to handle the thrust and weight of that Engine would be bent. The cowling would crush first anyway, slowing the impact and the Aircraft would have stopped quickly.
Engine change is all would be my bet.
Thats one of the problems with multi-use stands, designed for 2 narrow bodies or 1 wide body, if the stand is allocated late for example, or a late change, sometimes it doesn't give the ground crew enough time to get to stand and re-config the jet bridges into the correct position before the aircraft is 1/2 way into the stand.
Years back, in North America, on gate where the aircraft type was not displayed on the stand guidance for all to see "we" nearly clunked a 744 parking on a gate that was seemingly clear of all obstacles. What we didn't know was the jetty configured for a DC-10.
Fortunately the station manager standing on the tarmac spotted the jetty and our no. 2 engine were about to become coincident just in time halt proceedings.
I learnt about jettys from that...............
If the airplane is under marshaller's instruction then the captain is not really responsible is he?
Same would apply for the VDGS lights?
Anil
Same would apply for the VDGS lights?
Anil
Last edited by Anilv; 22nd Jan 2016 at 07:37.
I understand it was under tow when it hit the jetty?
Recollect not being happy with wingtip clearance when taxying in at Baku.
ATC started shouting to move, follow me was driving in circles to show the stupid pilot how to do it and our own station manager, whom I'd made the mistake of permitting to sit in the flight deck, was loudly telling us that it was OK to proceed.
So, in the face of all this what did we do? NOTHING - until the FO and I were sure in OUR minds that it was safe to go.
ATC started shouting to move, follow me was driving in circles to show the stupid pilot how to do it and our own station manager, whom I'd made the mistake of permitting to sit in the flight deck, was loudly telling us that it was OK to proceed.
So, in the face of all this what did we do? NOTHING - until the FO and I were sure in OUR minds that it was safe to go.
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The OP shaped this thread by using the word 'taxies'. A photo shows the engine touching a jetty. How it got there is not yet in the public domain, but there is more than one way an aircraft can be moved around an airport! 
How it got there is not yet in the public domain, but there is more than one way an aircraft can be moved around an airport!
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Seenitall
You wrote "While the airbridge may have been in the wrong place, it was not just slightly infringing on the space through which the plane needed to pass -- it was likely at least 30 feet closer to the plane than it should have been. After all, it didn't hit the wingtip, it hit the outboard engine. Further, it would have been passing right by the Captain's LHS window before the collision occurred.
Wouldn't one expect the Captain to have noticed that this obstruction was way closer to the airplane than it should have been? There are many times that I have been on a plane that stopped short of the gate because the Captain reported that something was blocking the clearway. It seems to me that this ding only required two holes in the swiss cheese -- and unfortunately in addition to the marshallers, the Captain may have been one of them. But until we read the official report, nothing is certain. "
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You are wrong in expecting the area in front of a 260 foot wingspan airliner to have no items in front of it. For instance the pier that comes to the front left door on arrival is normally well within the wingspan. So often too is the pier that comes to the 2nd door. The thing is the aircraft normally stops before the wing comes into contact with any of the many items in front of it, such as steps, ground vehicles, baggage vehicles. The pier that this aircraft hit may well have been the normal lateral distance from the flight deck. The problem is that the pier was extended and was thus further back than it should have been. The times when you have been on a plane which has stopped before parking it is likely there were ground markings painted for that type of aircraft and there were items infringing it. This is quite common. Rather than thinking the Captain is the weak link the factors are more likely to be the jetty being left out of position, wing man not giving signals, possibly the aircraft being towed, ground markings not visible or not appropriate for A380.
You wrote "While the airbridge may have been in the wrong place, it was not just slightly infringing on the space through which the plane needed to pass -- it was likely at least 30 feet closer to the plane than it should have been. After all, it didn't hit the wingtip, it hit the outboard engine. Further, it would have been passing right by the Captain's LHS window before the collision occurred.
Wouldn't one expect the Captain to have noticed that this obstruction was way closer to the airplane than it should have been? There are many times that I have been on a plane that stopped short of the gate because the Captain reported that something was blocking the clearway. It seems to me that this ding only required two holes in the swiss cheese -- and unfortunately in addition to the marshallers, the Captain may have been one of them. But until we read the official report, nothing is certain. "
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You are wrong in expecting the area in front of a 260 foot wingspan airliner to have no items in front of it. For instance the pier that comes to the front left door on arrival is normally well within the wingspan. So often too is the pier that comes to the 2nd door. The thing is the aircraft normally stops before the wing comes into contact with any of the many items in front of it, such as steps, ground vehicles, baggage vehicles. The pier that this aircraft hit may well have been the normal lateral distance from the flight deck. The problem is that the pier was extended and was thus further back than it should have been. The times when you have been on a plane which has stopped before parking it is likely there were ground markings painted for that type of aircraft and there were items infringing it. This is quite common. Rather than thinking the Captain is the weak link the factors are more likely to be the jetty being left out of position, wing man not giving signals, possibly the aircraft being towed, ground markings not visible or not appropriate for A380.
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I would expect the insurance company to sort out just who was to carry the can and pay out. It will be substantial. I doubt this will be a 'knock for knock' settlement.
Thankfully BA pilots have union behind them and they are not dubiously self-employed.
Thankfully BA pilots have union behind them and they are not dubiously self-employed.
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Every airport should have a SOP to ensure that a stand is clear of equipment (including safe parking of airbridges) and clear of FOD prior to an aircraft arriving as part of their Safety Management System (SMS). This procedure should be laid down in the Aerodrome Manual with the people responsible outlined and be subject to regular audit both by the airport company and the regulator including records of training and competency checks. The procedures should outline what happens if the stand is not safe.
Dependent upon who does what at any airport, the person responsible for checking that the stand is safe could be the marshaller, follow me driver, supervisor of the loading team etc etc. Not sure what the set up is at MIA
Insurance companies are very interested in whether an airport has an effective SMS - if they have, premiums are liable to be reduced. I'm sure that the insurance company(s) involved in this will be looking into the Airport SMS as part of this incident....
PS AN-124 departed LHR for MIA (VDA 1902/RA82044) at 2254z 22/01/16
Dependent upon who does what at any airport, the person responsible for checking that the stand is safe could be the marshaller, follow me driver, supervisor of the loading team etc etc. Not sure what the set up is at MIA
Insurance companies are very interested in whether an airport has an effective SMS - if they have, premiums are liable to be reduced. I'm sure that the insurance company(s) involved in this will be looking into the Airport SMS as part of this incident....
PS AN-124 departed LHR for MIA (VDA 1902/RA82044) at 2254z 22/01/16
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I'm surprised that the guidance lights will even switch on with the bridges out of place. The ones at my local airport won't (basically idiot proof).
imho, I don't see how the pilot can be expected to be looking at the wings in the final stages of docking. However, he/she probably should be looking for 3 green lights for this aircraft type (one on each aerobridge) prior to getting too close.
Some of the guidance systems don't have the best design. Whilst all gates at my local airport all have emergency stop buttons, not all the gates have stop buttons located where you can see all parts of the aircraft.
imho, I don't see how the pilot can be expected to be looking at the wings in the final stages of docking. However, he/she probably should be looking for 3 green lights for this aircraft type (one on each aerobridge) prior to getting too close.
Some of the guidance systems don't have the best design. Whilst all gates at my local airport all have emergency stop buttons, not all the gates have stop buttons located where you can see all parts of the aircraft.
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Unlike Australia NSEU very few places have the red/green light system on the jetbridges! In fact, I can't think of anywhere else... And I fly the 380 pretty much around the world!
And interestingly on my last flight into BNE the lights were green on 75 but there was a highlift inside the clear zone!!!! So that doesn't always work as planned either...
And interestingly on my last flight into BNE the lights were green on 75 but there was a highlift inside the clear zone!!!! So that doesn't always work as planned either...
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I believe the lights only tell you the airbridges are in the right place- they don't tell you what else might be in the way.
They are a good system but are far from worldwide. Apart from Australia I think Heathrow has them but I can't think of anywhere else. No dobut they will now be installed in many more places. Better late than never.
They are a good system but are far from worldwide. Apart from Australia I think Heathrow has them but I can't think of anywhere else. No dobut they will now be installed in many more places. Better late than never.
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At Brussels Zaventem there is a GREEN light illuminated ON THE AIRBRIDGE when it is fully (and correctly) retracted in standby position....
Additionaly the aircraft DOCKING system will NOT illuminate and guide the aircraft if the airbridge is (even slightly) out of standby position...
Retracting the airbridge has an 'automatic' function (simple pushbutton) which will take it to a preset/safe retraction position (lateral and height position) - not using this function will result in a 'non-illumination' of the docking system on the next arrival....
just my 2cts....
Additionaly the aircraft DOCKING system will NOT illuminate and guide the aircraft if the airbridge is (even slightly) out of standby position...
Retracting the airbridge has an 'automatic' function (simple pushbutton) which will take it to a preset/safe retraction position (lateral and height position) - not using this function will result in a 'non-illumination' of the docking system on the next arrival....
just my 2cts....