Istanbul taxi accident
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When I transitioned from B737 to B757 & B767 I went for a walk round. I assessed where the main wheels were fore/aft and how wide they were from the centreline. I looked how far out the wingtips were. On a normal apron taxiway, how far outside the tarmac were the wingtips. I watched other wide bodies taxying and noted where the nose wheel was relative to the yellow line and where the main wheels were, especially on the corners. It gave me a feel for the size on my new a/c. I was terrified of thwacking a wing tip for off roading the mains. Then a further reassessment from the flight deck as to where the wingtips were over the ground.
In this instance the tail of A321 was well inside a visible danger zone assessed from LHS, whether you could see the wingtip or not. Had the complacency of 'follow the magenta line' been transferred to the Yellow line?
In this instance the tail of A321 was well inside a visible danger zone assessed from LHS, whether you could see the wingtip or not. Had the complacency of 'follow the magenta line' been transferred to the Yellow line?
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Paxing All Over The World
- Looking at a liquid under very high pressure
- being 'fanned' out into a thin spray
- coupled with daylight behind the spray
- a low res cctv camera working at a (relatively) low frame rate
- that camera at least 75m (guess) from the spray
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Airmanship
What ever happened to........clear left, clear on the right skip, guv, Capt, sir?
I’m getting too old for this
What ever happened to........clear left, clear on the right skip, guv, Capt, sir?
I’m getting too old for this
On the pilots' marginal view of its wingtips from the A333 cockpit: from my experience on large aeroplanes it's very difficult to judge if a wingtip is going to clear an obstruction by looking at it from the cockpit as you taxi towards it. The judgement has to be made from a distance and, if in any doubt, a wing-man consulted. In this case, as I understand it, the probability of collision should have been obvious before taxiing commenced.
Guess you meant the fin attachment? I agree that losing an engine pod in flight is one thing; losing the whole vertical-stabiliser a show-stopper. In which case the damage to the rear fuselage of the A321 is likely to be substantial, and I wonder if the whole fuselage may be compromised.
I think we'll see that A321 back in service eventually. Time wil tell.
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Guess you meant the fin attachment? I agree that losing an engine pod in flight is one thing; losing the whole vertical-stabiliser a show-stopper. In which case the damage to the rear fuselage of the A321 is likely to be substantial, and I wonder if the whole fuselage may be compromised.
Not sure about that. The fin structure is designed to take aerodynamic loads across the entire surface, not side on impact loads concentrated in a very small area. I would suspect that the attachment fittings on the fuselage will be NDT very closely and measured for distortion and if all OK a new fin fitted, flight test carried out and repeat NDT on the support castings on a schedule agreed with Airbus.
You can see the whole aircraft being shoved sideways before the tail comes off. There will be some fuselage damage, ripples in the skin. Side-load problems with the nose wheel strut?
Well certainly a couple of new nosewheel tyres ...
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Human fallibility is always one step ahead of the attempts to engineer it out, no pilot wakes up and says "today I am going to knock someone's tail off", a terrible mistake and an unenviable situation that the poor guys find themselves in. While there are many developments that provide real improvements in safety, the rate at which stupidity advances seem higher than what technology and procedure can keep up with and so we paste over the cracks with directives, when in fact the basic tenets of the industry often suffice.
An aircraft that has the right of way shall maintain its speed and heading, but nothing in these rules shall relieve the pilot from the responsibility of taking such action as will best avert a collision
We are so caught up in the concept of chains of events that single acts of incompetence seem impossible and we imagine into existence contributing factors where there are none, other than humans make mistakes. Double the size of aprons, double the number of rules, double onboard anti-collision systems, double ATC surveillance systems, of course, there will be improvements, but also you lull more people into a false sense of security. And of course, you never lose the infinitely beautiful quality of what it is to be human, perhaps very rarely but occasionally to be at the point of an act of terrible stupidity and to not see it coming!
An aircraft that has the right of way shall maintain its speed and heading, but nothing in these rules shall relieve the pilot from the responsibility of taking such action as will best avert a collision
We are so caught up in the concept of chains of events that single acts of incompetence seem impossible and we imagine into existence contributing factors where there are none, other than humans make mistakes. Double the size of aprons, double the number of rules, double onboard anti-collision systems, double ATC surveillance systems, of course, there will be improvements, but also you lull more people into a false sense of security. And of course, you never lose the infinitely beautiful quality of what it is to be human, perhaps very rarely but occasionally to be at the point of an act of terrible stupidity and to not see it coming!
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Here's another very similar one. Interesting they seem to be blaming the aircraft at the gate for not properly clearing the taxiway.It seems the taxing crew were aware of the possibility of an overlap and departed the centreline to increase clearance. They still got it wrong!!
