Narrative:

After landing in phl runway 17, cleared at taxiway H per aim 2-3- 5a1. Ground told us to taxi to ramp behind a B767 on taxiway east who was to make a left onto taxiway H. When we saw the B767, he was taxiing very fast on taxiway east and it started to look as if his right wingtip was going to hit our airplane. As he got close without slowing down, a collision looked imminent, but at the last possible second, he edged to the left side of the taxiway. His right wingtip overlapped our left wingtip and missed hitting the fuselage by about 5 ft. Still without slowing down, the B767 made his turn on taxiway H, phl ground frequency very busy during this incident. This near miss highlights a problem we have been having in phl: ground controllers simply do not seem to realize that there is not enough room to taxi larger aircraft (B767, B757) on taxiway east with a dash 8 size one holding at taxiway H or taxiway E4. In the past, when advising controllers of that fact, their reactions have ranged from mildly impatient to downright angry. Could this situation be brought to phl control's attention? Phone calls are a lost cause -- I tried. Callback conversation with reporter revealed the following information: reporter states that the clearance was to hold short of the taxiway and that is what was done. When clearing a runway one taxies beyond the hold line and then stops. This was the position of his aircraft. At other times they have been cleared to hold on the runway side of the hold line and this works well. However, if those words are not in the clearance then one must stop where they stopped and this does not work well when there is a large air carrier aircraft taxiing on the intersecting runway and especially one moving as rapidly as this B767 was. Reporter filed an incident report with the company.

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Original NASA ASRS Text

Title: DHC-8 FLC COMPLIES WITH TAXI CLRNC TO HOLD SHORT OF TXWY E FOR A B767 ON TXWY E AND TURNING IN FRONT OF THEM. HOLDING IN COMPLIANCE WITH HOLD LINE POS THEY ARE ALMOST HIT BY THE WING OF THE FAST TAXIING B767.

Narrative: AFTER LNDG IN PHL RWY 17, CLRED AT TXWY H PER AIM 2-3- 5A1. GND TOLD US TO TAXI TO RAMP BEHIND A B767 ON TXWY E WHO WAS TO MAKE A L ONTO TXWY H. WHEN WE SAW THE B767, HE WAS TAXIING VERY FAST ON TXWY E AND IT STARTED TO LOOK AS IF HIS R WINGTIP WAS GOING TO HIT OUR AIRPLANE. AS HE GOT CLOSE WITHOUT SLOWING DOWN, A COLLISION LOOKED IMMINENT, BUT AT THE LAST POSSIBLE SECOND, HE EDGED TO THE L SIDE OF THE TXWY. HIS R WINGTIP OVERLAPPED OUR L WINGTIP AND MISSED HITTING THE FUSELAGE BY ABOUT 5 FT. STILL WITHOUT SLOWING DOWN, THE B767 MADE HIS TURN ON TXWY H, PHL GND FREQ VERY BUSY DURING THIS INCIDENT. THIS NEAR MISS HIGHLIGHTS A PROB WE HAVE BEEN HAVING IN PHL: GND CTLRS SIMPLY DO NOT SEEM TO REALIZE THAT THERE IS NOT ENOUGH ROOM TO TAXI LARGER ACFT (B767, B757) ON TXWY E WITH A DASH 8 SIZE ONE HOLDING AT TXWY H OR TXWY E4. IN THE PAST, WHEN ADVISING CTLRS OF THAT FACT, THEIR REACTIONS HAVE RANGED FROM MILDLY IMPATIENT TO DOWNRIGHT ANGRY. COULD THIS SIT BE BROUGHT TO PHL CTL'S ATTN? PHONE CALLS ARE A LOST CAUSE -- I TRIED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THAT THE CLRNC WAS TO HOLD SHORT OF THE TXWY AND THAT IS WHAT WAS DONE. WHEN CLRING A RWY ONE TAXIES BEYOND THE HOLD LINE AND THEN STOPS. THIS WAS THE POS OF HIS ACFT. AT OTHER TIMES THEY HAVE BEEN CLRED TO HOLD ON THE RWY SIDE OF THE HOLD LINE AND THIS WORKS WELL. HOWEVER, IF THOSE WORDS ARE NOT IN THE CLRNC THEN ONE MUST STOP WHERE THEY STOPPED AND THIS DOES NOT WORK WELL WHEN THERE IS A LARGE ACR ACFT TAXIING ON THE INTERSECTING RWY AND ESPECIALLY ONE MOVING AS RAPIDLY AS THIS B767 WAS. RPTR FILED AN INCIDENT RPT WITH THE COMPANY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.