 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Captain of a B737-300 hit a beech 200's rudder with its right wingtip while taxiing past the beech which was holding short for takeoff.
| Attributes | |
| ACN | 480970 |
| Time | |
| Date | 200007 |
| Day | Mon |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : abe.airport |
| State Reference | PA |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Rain Thunderstorm Windshear |
| Light | Night |
| Aircraft 1 | |
| Operator | Other |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 125 |
| Flight Phase | ground : taxi |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tower : abe.tower |
| Operator | general aviation : personal |
| Make Model Name | Super King Air 200 HDC |
| Operating Under FAR Part | Part 91 |
| Flight Phase | ground : holding |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : instrument pilot : commercial pilot : atp |
| Experience | flight time last 90 days : 240 flight time total : 6000 flight time type : 500 |
| ASRS Report | 480970 |
| Person 2 | |
| Affiliation | other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | conflict : ground critical ground encounters other non adherence : far non adherence : clearance |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | other |
| Miss Distance | horizontal : 0 vertical : 0 |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
On jul/xa/99, approximately XA30, we arrived in allentown, PA, for fuel stop and nonrevenue passenger pickup, from newark, nj, where we dropped off passenger from greece (approximately 11.5 hours flying time to newark, 30 mins to allentown, equaling 12 hours flight time to this point). Thunderstorms in the area of allentown caused 30-40 min delay for fueling and departure. When the thunderstorm passed, a BE200 was cleared to taxi to taxiway A4, hold short for back taxi and departure on runway 6 (longest runway). Approximately 5 mins later, I (first officer) called for taxi, time was approximately XB25. We were told by ground control to taxi to runway 6 hold short of taxiway A4 behind the BE200. I read back same and told the captain same. He responded ok and we started taxi. On taxiway a, captain called for pretkof checklist. Approximately 1/2 way through the checklist, I saw the BE200 to my right and said we were supposed to hold short taxiway A4 behind BE200 (WX pitch black, raining, very difficult to see BE200). Captain said 'too late, we'll go to the end, tell ground control,' and I did. At the end of the taxiway was an air carrier DC9 holding short for WX. After we passed the BE200, he reported to ground that he thought he was hit. We did not feel anything. The BE200 taxied back to the FBO and confirmed he was hit. We also taxied back to the FBO and confirmed that the BE200 was damaged (BE200 approximately 1 inch gouge in rudder trailing edge and our B737 had no damage). We exchanged insurance information then departed approximately XC06. I was informed there would be a crew change in allentown. They were not there. I questioned carrying passenger beyond our 16 hour duty time and was told by my captain/duty officer that 7 passenger were nonrevenue, thus part 91 and it was ok. Total duty time for trip was 23 hours. Total flight time for trip was 18.5 hours. In my estimation, the problem arose from fatigue and stress. The captain/duty officer, due to delays in greece, missed a trip at his primary place of employment and was worried about being reprimanded. The company was pushing us to get home and the duty officer/captain allowing us to continue.
Original NASA ASRS Text
Title: CAPT OF A B737-300 HIT A BEECH 200'S RUDDER WITH ITS R WINGTIP WHILE TAXIING PAST THE BEECH WHICH WAS HOLDING SHORT FOR TKOF.
Narrative: ON JUL/XA/99, APPROX XA30, WE ARRIVED IN ALLENTOWN, PA, FOR FUEL STOP AND NONREVENUE PAX PICKUP, FROM NEWARK, NJ, WHERE WE DROPPED OFF PAX FROM GREECE (APPROX 11.5 HRS FLYING TIME TO NEWARK, 30 MINS TO ALLENTOWN, EQUALING 12 HRS FLT TIME TO THIS POINT). TSTMS IN THE AREA OF ALLENTOWN CAUSED 30-40 MIN DELAY FOR FUELING AND DEP. WHEN THE TSTM PASSED, A BE200 WAS CLRED TO TAXI TO TXWY A4, HOLD SHORT FOR BACK TAXI AND DEP ON RWY 6 (LONGEST RWY). APPROX 5 MINS LATER, I (FO) CALLED FOR TAXI, TIME WAS APPROX XB25. WE WERE TOLD BY GND CTL TO TAXI TO RWY 6 HOLD SHORT OF TXWY A4 BEHIND THE BE200. I READ BACK SAME AND TOLD THE CAPT SAME. HE RESPONDED OK AND WE STARTED TAXI. ON TXWY A, CAPT CALLED FOR PRETKOF CHKLIST. APPROX 1/2 WAY THROUGH THE CHKLIST, I SAW THE BE200 TO MY R AND SAID WE WERE SUPPOSED TO HOLD SHORT TXWY A4 BEHIND BE200 (WX PITCH BLACK, RAINING, VERY DIFFICULT TO SEE BE200). CAPT SAID 'TOO LATE, WE'LL GO TO THE END, TELL GND CTL,' AND I DID. AT THE END OF THE TXWY WAS AN ACR DC9 HOLDING SHORT FOR WX. AFTER WE PASSED THE BE200, HE RPTED TO GND THAT HE THOUGHT HE WAS HIT. WE DID NOT FEEL ANYTHING. THE BE200 TAXIED BACK TO THE FBO AND CONFIRMED HE WAS HIT. WE ALSO TAXIED BACK TO THE FBO AND CONFIRMED THAT THE BE200 WAS DAMAGED (BE200 APPROX 1 INCH GOUGE IN RUDDER TRAILING EDGE AND OUR B737 HAD NO DAMAGE). WE EXCHANGED INSURANCE INFO THEN DEPARTED APPROX XC06. I WAS INFORMED THERE WOULD BE A CREW CHANGE IN ALLENTOWN. THEY WERE NOT THERE. I QUESTIONED CARRYING PAX BEYOND OUR 16 HR DUTY TIME AND WAS TOLD BY MY CAPT/DUTY OFFICER THAT 7 PAX WERE NONREVENUE, THUS PART 91 AND IT WAS OK. TOTAL DUTY TIME FOR TRIP WAS 23 HRS. TOTAL FLT TIME FOR TRIP WAS 18.5 HRS. IN MY ESTIMATION, THE PROB AROSE FROM FATIGUE AND STRESS. THE CAPT/DUTY OFFICER, DUE TO DELAYS IN GREECE, MISSED A TRIP AT HIS PRIMARY PLACE OF EMPLOYMENT AND WAS WORRIED ABOUT BEING REPRIMANDED. THE COMPANY WAS PUSHING US TO GET HOME AND THE DUTY OFFICER/CAPT ALLOWING US TO CONTINUE.
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.