MIAMI, FL, USA
PPSPE
McDonnell Douglas MD-11
IDEML
Boeing 747-243B
The ground controller (GC) had coordinated with the local controller (LC) and had cleared the B-747 across RWY 12 on taxiway V. The MD-11 had landed on RWY 9R and was in contact with the LC while holding short of RWY 12 at taxiways V and S. The flightcrew of the B-747 reported to the GC that the MD-11 was in the way on the opposite side of the runway. The GC did not acknowledge this and again cleared the B-747 across the rwy. The B-747 crossed the runway and stopped short of the MD-11. The tail of B-747 was still over the edge of RWY 12. The LC asked the MD-11 if they could make a right turn onto taxiway S. The flightcrew of the MD-11 acknowledged this as a clearance and began a right turn. The captain of the B-747 saw the MD-11 begin to move and transmitted on the ground control frequency for the pilot to stop. The MD-11 was on the local control frequency. The captain of the MD-11 pulled the aircraft to the far right side of the taxiway and the right main landing gear collided with 2 taxiway lights. The left wingtip of the MD-11 struck the nose of the B-747. As this occurred the GC asked the B-747 to pull up because the tail was obstructing RWY 12 and there was traffic landing. As the B-747 pulled forward, the left wingtip of the MD-11 collided with the left wing of the B-747. The landing traffic had included a 'heavy' aircraft which had landed while the B-747 was not completely clear of the runway (all parts of the airplane had not crossed the holding line).
HISTORY OF FLIGHTS On January 23, 1996, about 1810 eastern standard time, a McDonnell-Douglas MD-11, Brazil registration PP-SPE, operated by VASP Brazilian Airlines as flight 844 (VSP 844), collided during taxi from landing at Miami International Airport with a Boeing 747-243B, Italian registration I-DEML, operated by Alitalia as flight 631 (AZA 631). VSP 844 was arriving at Miami from Sao Paulo, Brazil. AZA 631 was taxiing for departure to Rome, Italy. Visual meteorological conditions prevailed at the time and instrument flight rules flight plans were filed for both flights. Both airplanes sustained substantial damage. The airline transport-rated captain, first officer, 10 flight attendants, and 197 passengers on VSP 844 were not injured. The airline transport-rated captain, first officer, flight engineer, 2 extra flight crew, 14 flight attendants, and 231 passengers on AZA 631 were not injured. VSP 844 had departed Sao Paulo, Brazil, en route to Miami on January 23, 1996, about 0955. AZA 631 was originating at the time of the accident. At 1800:30, the flight crew of AZA 631 made initial radio contact with the FAA Miami Air Traffic Control Tower ground controller advising, " Miami good evening Alitalia six thirty one foxtrot one nine request pushback." The ground controller approved their request. At 1801:48, the flight crew of VSP 844 made initial radio contact with the FAA Miami Air Traffic Control Tower local controller advising, "Miami tower VASP eight forty four heavy for I-L-S runway niner right." The local controller replied, "VASPI eight forty four heavy Miami tower you're following twin Cessna traffic on a two and a half mile final runway niner right cleared to land hold short of runway one two for landing and departing traffic wind one three zero at one four." The flight crew acknowledged their landing clearance. At 1805:41, the flight crew of AZA 631 advised the ground controller, "ground Alitalia six three one is ready for taxi plus we need nine right." The ground controller replied, "Alitalia six three one heavy Miami ground roger turn left hold short of runway one two expect nine right." At 1805:53, the flight crew responded, "that's a left turn hold short expect nine right." At 1806:03, the local controller transmitted, "VASPI eight forty four heavy turn left hold short of runway one two and stay with me." The flight crew replied, "hold short one two with you." At 1806:56, the local controller transmitted "VASPI eight forty four heavy hold short of twelve for landing traffic." The flight crew acknowledged the transmission. At 1807:22, the ground controller transmitted, "Alitalia six thirty one heavy taxi up to and hold short of runway one two please all the way up to and hold short of twelve." The flight crew of AZA 631 acknowledged the transmission. At 1807:54, the ground controller instructed, "Alitalia six thirty one heavy cross one two taxi to nine right." At 1808:00 the flight crew replied, "we have an aircraft ah opposite of Alitalia six three one." The ground controller did not immediately respond but rather at 1808:13, the ground controller again transmitted, "Alitalia six thirty one heavy cross runway one two." At 1808:17, the flight crew of AZA 631 acknowledged the clearance. At 1809:22, the flight crew of AZA 631 transmitted, "Alitalia six three one (unintelligible)." Concurrent with this transmission, the local controller transmitted to the flight crew of VSP 844, "VASPI eight forty four heavy can you turn right there on sierra." On the ground control frequency, at 1809:26, the ground controller transmitted "Alitalia six thirty one heavy can you continue via sierra." At 1809:27, the flight crew of VSP 844 replied "turn right on sierra VASPI eight forty four." At 1809:32, the flight crew of AZA 631 responded to the ground controller transmission, stating, "you mean to the right ah negative." At 1809:38, the ground controller replied, "Alitalia six thirty one heavy continue via sierra the VASPI's gonna continue up to and hold short of runway one two." At 1809:46, the flight crew of AZA 631 responded, "ok we'll......" At 1809:47, the ground controller transmitted, "Alitalia six three one heavy change to my frequency one two one point eight." The flight crew acknowledged the frequency change. At 1810:13, the flight crew of AZA 631 transmitted, "ah ground Alitalia six three one stop please." At 1810:17, the ground controller transmitted, "Alitalia six thirty one Miami can you continue taxing via sierra do you have enough room there." There was no response from the flight crew. At 1810:46, the ground controller transmitted, "Alitalia six three one heavy can you move up at all for me please." At 1810:49 the flight crew replied, "yeah we can move up but we have been hit by the VASP." At 1810:55, the ground controller responded, "ok move up as much as you can for traffic landing runway one two please." Concurrent with this transmission, an aircraft advised the local controller, "and tower be advised that ah that D-C ten just hit that seven forty seven when he was taxing around." At 1811:02, the flight crew of VSP 844 transmitted, Miami VASP eight forty four are we cleared to cross one two." The local controller replied, "VASPI hold short of twelve." The flight crew acknowledged. At 1811:07, the flight crew of AZA 631 transmitted to the ground controller, "Alitalia six three one (unintelligible)." At 1811:23, the local controller transmitted, "and ah who was the aircraft that ah reported that." The pilot responded, " that's two two three he's got ah part of his wing tip fell off when he hit the side of the ah seven forty seven I think." At 1812:11, the ground controller transmitted to an airport authority vehicle, "ramp twenty there's been ah report of ah M-D eleven a VASPI that possible ah that ah the ah hit the wing tip of the Alitalia seven forty seven crossing ah on the south side of runway one two can you check that out for me please see if there is any fod out there." The driver replied, "ok." At 1812:43, the ground controller transmitted, "Alitalia six thirty one heavy there's been a report that the M-D eleven possibly hit the end of your wing tip there." The flight crew replied, "yes that's why I told you there was not enough space for two planes." The flight crew then advised, "anyway Alitalia six three one has been hit on the cone nose and on the wing from the M-D eleven." At 1813:07, the local controller instructed the flight crew of VASP 844 to cross runway one two and to contact the ground controller. The flight crew acknowledged their clearance. At 1813:13, the ground controller inquired, "Alitalia six thirty one heavy roger you say the wing did hit your wing was that correct." The flight crew replied, "The M-D eleven has hit first our nose then our left ah tip." The ground controller transmitted, "Alitalia six thirty one heavy can you turn east bound on taxiway tango to hold short of runway one two." There was not an immediate reply from the flight crew. After discussions with the driver of a ramp vehicle concerning debris from the collision, at 1816:39, the flight crew of AZA 631 was cleared to cross runway one two and return to their gate. The flight crew acknowledged the crossing instruction and advised the ground controller that they were clear of the runway at 1817:34. The captain of VSP 844 stated that after landing on runway 9R he turned off the runway onto taxiway "V". He was instructed by the tower controller to hold short of runway 12 and stay on the tower frequency. He held his position on the taxiway for about 7 minutes. AZA 631 was across runway 12 waiting to cross the runway on taxiway "V". AZA 631 was on the ground control frequency. AZA 631 taxied across the runway and stopped in front of his aircraft on taxiway "V". After a little while he was instructed by the tower controller to make a right turn on taxiway "S" and hold short of runway 12. In his judgment he was too close to AZA 631 to proceed and he opted to make visual contact with the captain of AZA 631. He received a visual reply from the captain of AZA 631 that he could make the right turn. He started the right turn and after some seconds felt the aircraft shake. He thought he had hit a taxiway light because he had pulled to the far right side of the taxiway. He checked the condition of his aircraft's tires on the aircraft's electronic configuration page and finding them normal he continued to taxi. Attempting to visually check the position of AZA 631, he saw only the tail and the aircraft seemed to be moving. He then felt his aircraft shake again. He received clearance from the tower controller to cross runway 12. As he crossed the runway he was notified by a flight attendant that they had collided with AZA 631. He was then instructed to change to the ground control frequency and was cleared to taxi to the gate. The captain of AZA 631 stated he received taxi instructions from the ground controller to taxi via taxiway "V" and hold short of runway 12. While holding short of the runway 12 he observed VSP 844 across the runway taxing on taxiway "V". The ground controller cleared him across runway 12 and he immediately informed the ground controller of the position of VSP 844. The ground controller, nevertheless, directed him to cross runway 12. Upon crossing runway 12, but not completely clear of the runway, he was unable to continue taxing because of the relative position of VSP 844. He advised the ground controller of the situation and was told to contact ground control on 121.8 mhz. He did not know what frequency VSP 844 was on. As he was changing frequencies he observed VSP 844 continue its taxi up "V" and about to make a right turn on "S". He was completely stopped with the brakes set. He did not have any visual contact with the flight crew of VSP 844. He immediately yelled into the microphone "stop! stop!" but VSP 844 continued. He watched helpless as VSP 844s left winglet struck his nose and then VSP 844 continued to taxi. He immediately advised the ground controller that VSP 844 had struck them and the ground controller urgently ordered him to immediately taxi forward because of landing traffic on runway 12. His tail was not clear of the runway at this time. Fearful of a more disastrous runway collision, he taxied forward approximately 30 yards. In the process, his left wing tip struck the left winglet of VSP 844. He then received ATC instructions and returned to the gate. The local controller stated she was working the north and south local control positions combined. She was at the north local control position located in the northeast corner of the tower cab. It was dusk and she could observe aircraft at the terminal area and in the area of runway 12 and taxiway "V". Her work load was moderate. She was responsible for all aircraft taxing on the south side of runway 12 and for all aircraft operating on any of the runways. VSP 844 landed on runway 9R and as the flight turned off of the runway at "T4" intersection onto taxiway "V", she instructed the flight crew to hold short of runway 12 and remain on the local control frequency. The flight came to a stop on taxiway "V" at the intersection of taxiway "S". The ground controller asked for permission to clear AZA 631 across runway 12 on taxiway "V". She gave the permission. She expected VSP 844 to make a right turn on taxiway "S" and clear the way for AZA 631. When the flight crew of VSP 844 remained stopped on "V" and not make the expected right turn, she then expected AZA 631 to make a right turn on "S" and clear the way for VSP 844. AZA 631 crossed the runway at the ground controllers instructions and stopped . The ground controller and tower cab supervisor informed her that AZA 631 was clear of runway 12. With the two flights now stopped, she asked the flight crew of VSP 844 if they could make a right turn onto taxiway "S". The flight crew repeated the question and began to initiate a right turn in not a slow manner. She then instructed the flight crew to hold short of runway 12, because she was not sure they were going to stop short of the runway. The ground controller stated he was working the north and south ground control positions combined. He was located at the ground control position on the north side of the tower cab, facing east/northeast. The tower cab supervisor was located between him and the local controller. It was dusk, there were no tower shades pulled down, and he could easily see the aircraft at the terminal. His workload was light to moderate and it was not a very complex operation. The flight crew of AZA 631 called for pushback from gate F-19. He cleared the flight for pushback and anticipated they would require runway 9R. AZA 631 was cleared to taxi and hold short of runway 12 on the north side. When the flight was holding he observed VSP 844 on the south side of runway 12 between runway 9R and taxiway "S". He received approval from the local controller to have AZA 631 cross runway 12. He thought that VSP 844 would make a right turn and cross runway 12 at taxiway "S". When he cleared AZA 631 across the runway he did not hear the flight crew report that there was traffic across the runway from them. As AZA 631 crossed the runway he did not believe that VSP 844 was in a position to prevent AZA 631 from making a right turn on "S". He instructed the flight to make a right turn on "S". The flight reported they could not make the turn. He then notified the local controller and she asked the flight crew of VSP if they could make a right turn. He did not hear the flight crew of AZA 631 say stop please. AZA 631 was stopped at this time with the tail just clear of the runway edge. He then heard the flight crew of AZA 631 report that they had been hit by VSP 844. The tower cab supervisor stated there were three controllers on duty in the tower cab, not including himself. This was standard staffing for the traffic conditions. He observed both AZA 631 and VSP 844 about the same time. AZA 631 was just about to cross runway 12. VSP 844 was moving slowly on "V" and just crossing "T". He did not hear the ground controller coordinate the crossing of AZA 631 with the local controller. He next observed both aircraft on taxiway "V", south of runway 12, facing each other. AZA 631 was stopped with the tail clear of the runway edge. He stated that he discussed the position of AZA 631 with the local and ground controllers and they determined the aircraft was clear of the runway. He heard the local controller ask the flight crew of VSP 844 if they could make a right turn and then observed the aircraft start moving. The pilots of two aircraft, one that landed before VSP 844 and one that landed after VSP 844, stated they were waiting to cross runway 12 at taxiway "Y". They were on the local control frequency. They saw VSP 844 and AZA 631 stopped nose to nose on taxiway "V". They stated the nose of AZA 631 was at the north end of the "V" and "S" taxiway intersection and that the tail of the aircraft was over the hold short line for runway 12 and possibly over the runway. They heard the local controller ask VSP 844 if they could make a right turn. They heard the pilot reply affirmative and initiate a right turn. The left wing of VSP 844 passed the nose of AZA 631 and they observed debris fall from the two aircraft. AZA 631 was still stopped at this time. They did not observe the second collision. One of the pilots then reported to the local controller that there had been a collision between VSP 844 and AZA 631. They stated that VSP 844 had the wing navigation lights illuminated and AZA 631 had the taxi lights on the nose landing gear illuminated and that both aircraft were well lit. DAMAGE TO AIRCRAFT VSP 844, a McDonnell Douglas MD-11 sustained substantial damage to the left winglet. Damages to the aircraft were estimated to be $460,000. AZA 631, a Boeing 747-243 sustained substantial damage to the radome, nose pressure bulkhead, and left wing tip. Damages to the aircraft were estimated to be $1,642,000 OTHER DAMAGE Two taxiway lights on the southeast corner of the intersection of taxiways "V" and "S" were damaged by the right main landing gear of VSP 844. PERSONNEL INFORMATION The captain of VSP 844 holds an Airline Tran
The local and ground controllers' failure to adequately coordinate the movement of the two airplanes, the tower cab supervisor's failure to provide adequate supervision to the controllers, the MD-11 flightcrew's misinterpretation of the local controller's question about whether they could make a right turn onto another taxiway as a clearance, and the MD-11 flightcrew's failure to ensure that their aircraft could clear the B-747.
Source: NTSB Aviation Accident Database
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