BA A380 Taxis into Jet Bridge
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It seems most (all?) of the posts on this topic revolve around an aircraft contacting the airbridge which was in the wrong place during the final few yards of the taxi.
How about considering that perhaps everything was in order, airbridges clear etc and then an over-enthusiastic airbridge driver began moving the airbridge into position prematurely, ie before the aircraft had come to its final position?
How about considering that perhaps everything was in order, airbridges clear etc and then an over-enthusiastic airbridge driver began moving the airbridge into position prematurely, ie before the aircraft had come to its final position?
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@KelvinD
Might be something to consider, yes....
however, speaking again for Brussels only, the airbridges can NOT be moved (power removed from bogeys by proxi-switch) until the aircraft has reached it's pre-positioned parking position and thus the aircraft guidance system has switched OFF....
But again, do not know how other airports work....
Might be something to consider, yes....
however, speaking again for Brussels only, the airbridges can NOT be moved (power removed from bogeys by proxi-switch) until the aircraft has reached it's pre-positioned parking position and thus the aircraft guidance system has switched OFF....
But again, do not know how other airports work....
To whoever suggested the captain is half to blame.....you've clearly never parked an airliner.
I guess those interlocks with the airbridge raise the possibility that staff will start relying them and then a microswitch will fail . . . Presumably that's thought of and provided for, but it still seems like a possible failure mode.
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I have a poor man's AGNIS for parking my car in the garage. I stop when the dangling ping pong ball touches the screen. Unfortunately my wife had got a tool out of my toolbox and left the toolbox jutting out slightly from a side shelf and it scraped the car when I drove it in at night. You can imagine the discussion on whose fault it was....
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I guess those interlocks with the airbridge raise the possibility that staff will start relying them and then a microswitch will fail . . . Presumably that's thought of and provided for, but it still seems like a possible failure mode.
OMG. The debate of too much automation dependancy over manual skills has now come down to earth and transferred to ground staff.
You can imagine the discussion on whose fault it was....
It might have gone along the lines of "it was yours." "no it wasn't." "yes it was." "no it wasn't." etc. etc. etc. Bit of a ping pong conversation really. I'll leave you to decide who served first.
OMG. The debate of too much automation dependancy over manual skills has now come down to earth and transferred to ground staff.
You can imagine the discussion on whose fault it was....
It might have gone along the lines of "it was yours." "no it wasn't." "yes it was." "no it wasn't." etc. etc. etc. Bit of a ping pong conversation really. I'll leave you to decide who served first.
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The thought below is generic and not one dedicated to this incident.
How about this - ALL airbridges could be modified to have a 'parking sensor' fitted to them - When activated it changes AGNIS to STOP, but if AGNIS isn't fitted, just gets a STOP sign flashing along with some sort of siren (when marshaller used...Siren to alert the marshaller).
Just a thought anyhow!
How about this - ALL airbridges could be modified to have a 'parking sensor' fitted to them - When activated it changes AGNIS to STOP, but if AGNIS isn't fitted, just gets a STOP sign flashing along with some sort of siren (when marshaller used...Siren to alert the marshaller).
Just a thought anyhow!
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Jet V Jetty
BMI had a slightly similar incident at Heathrow about twelve years ago when a 737 500 parked on a spot not yet modified for that variant. The engine "rested" on a walkway barrier requiring a temporary fix and then cowling replacement at the next hangar visit.
This case was of course simpler in that the 737 500 engine is under your armpit and distance is easily judged but of course when parking you are looking at the stand guidance system not the obstructions which you "know" are clear.
Parking at night there would be a lot of glare from vehicles and stand lights coupled with a difficult judgement call as the wingtip is so hard to see
The BMI captain was awarded time with a training captain to check his parking technique
This case was of course simpler in that the 737 500 engine is under your armpit and distance is easily judged but of course when parking you are looking at the stand guidance system not the obstructions which you "know" are clear.
Parking at night there would be a lot of glare from vehicles and stand lights coupled with a difficult judgement call as the wingtip is so hard to see
The BMI captain was awarded time with a training captain to check his parking technique
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It seems most (all?) of the posts on this topic revolve around an aircraft contacting the airbridge which was in the wrong place during the final few yards of the taxi.
How about considering that perhaps everything was in order, airbridges clear etc and then an over-enthusiastic airbridge driver began moving the airbridge into position prematurely, ie before the aircraft had come to its final position?
How about considering that perhaps everything was in order, airbridges clear etc and then an over-enthusiastic airbridge driver began moving the airbridge into position prematurely, ie before the aircraft had come to its final position?
Nemo Me Impune Lacessit
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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."
The insurers of both BA and Miami airport, (and the ground handling team on the tug!) will be taking a keen interest in this incident but each will have to bear a substantial 'excess' or 'deductible' on their respective policies as standard practice and it is quite possible the cost of this incident will fall within the deductible, it will come down to whose fault it was and that is when the lawyers take over!
I always found the old parking system at the international terminal in Sydney was difficult, as one had to look both forwards and sideways, fortunately it was changed.
The insurers of both BA and Miami airport, (and the ground handling team on the tug!) will be taking a keen interest in this incident but each will have to bear a substantial 'excess' or 'deductible' on their respective policies as standard practice and it is quite possible the cost of this incident will fall within the deductible, it will come down to whose fault it was and that is when the lawyers take over!
I always found the old parking system at the international terminal in Sydney was difficult, as one had to look both forwards and sideways, fortunately it was changed.
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Couple of things here.
1. If the aircraft was being towed it is the tug crew's responsibility when parking on stand.
2. If the aircraft was live and being taxied by the crew they would rely on the VDGS to safely park and just by the VDGS being on and giving the cforrect parking details indicates to the crew that the stand is clear of any obstructions and a FOD check has been done.
3. At airports where some stands are used in different configurations. It is normally the responsibility of the dispatcher to get there early enough to re position the airbridge for the aircraft type arriving on stand and of course do a FOD check.
4. Airbridge maintenance requires to be carried out and usually the airbridge has to be extended to complete this. At busy airports you cannot close the stand for days on end becuae of the impact to the operationso the stand is restricted. For example an A380 stand could still be used for B777 etc which can safely park either with a marshaller or VDGS.
In view of the above I reckon the dispatcher has not arrived to reposition the airbridge ready for the towed A380 and then the tug crew have not kept an eye on the wing tips when parking ( standard practice and should not assume anything). Basically a catalog of errors.
1. If the aircraft was being towed it is the tug crew's responsibility when parking on stand.
2. If the aircraft was live and being taxied by the crew they would rely on the VDGS to safely park and just by the VDGS being on and giving the cforrect parking details indicates to the crew that the stand is clear of any obstructions and a FOD check has been done.
3. At airports where some stands are used in different configurations. It is normally the responsibility of the dispatcher to get there early enough to re position the airbridge for the aircraft type arriving on stand and of course do a FOD check.
4. Airbridge maintenance requires to be carried out and usually the airbridge has to be extended to complete this. At busy airports you cannot close the stand for days on end becuae of the impact to the operationso the stand is restricted. For example an A380 stand could still be used for B777 etc which can safely park either with a marshaller or VDGS.
In view of the above I reckon the dispatcher has not arrived to reposition the airbridge ready for the towed A380 and then the tug crew have not kept an eye on the wing tips when parking ( standard practice and should not assume anything). Basically a catalog of errors.
Since insurance has been mentioned in posts above, I am wondering what the impact on BA's premium would be after the ground incidents in Johannesburg, Las Vegas and now Miami. I am not dispute their safety culture and I would fly them without a second's hesitation (OK I have a star alliance card so it gets on the way of choosing a carrier) but it is worth having a short discussion.
The towing scenario does seems a tad unlikely, given that the BA209/208 scheduled turnround at MIA is only 2:15.
Having said that, I don't recallseeing a single tweet or Facebook post from any of the passengers who were on board, assuming it hit the airbridge as it taxied onto the stand.
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Could've been a park and tow, like they do at other US airports. Never been to MIA.
Pilots stop short of the stand by a few feet, and then are towed to the final position as some parking stands have a very tight fit.
Pilots stop short of the stand by a few feet, and then are towed to the final position as some parking stands have a very tight fit.
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I don't recallseeing a single tweet or Facebook post from any of the passengers who were on board
http://www.flyertalk.com/forum/briti...dge-mia-2.html
Last edited by Airclues; 24th Jan 2016 at 19:11. Reason: to add link