DENVER, CO, USA
N101UX
Beech 1900D
N91KA
Beech C90A
During the approach and landing, neither the first officer nor the captain observed any traffic on taxiway M[ike]. After landing of runway 35L[eft], the local controller instructed the crew to 'exit [on] either high speed taxiway,' and to contact ground control. Because of the long landing roll and low exit speed, the first officer elected to exit the runway on high speed turnoff M6. After crossing the 'Hold Short' lines, the captain contacted ground control and was given instructions to 'taxi via Mike, enter the ramp, Bravo November, and give way to the King Air.' The captain then sighted the approaching Beech C90A, and maximum brakes were applied. The pilot of N91KA had been cleared to taxi from the general aviation ramp to runway 8 via taxiway M. As he passed a high speed exit, he saw the Beech 1900D out the right cockpit window and heard the ground controller tell the pilot to yield.
On August 5, 1999, at 1059 mountain daylight time, a Beech 1900D, N101UX, operated by Great Lakes Aviation and doing business as United Express, and a Beech C90A, N91KA, owned and operated by its pilot, made contact with each other as both airplanes were taxiing at Denver International Airport, Denver, Colorado. Both airplanes sustained minor damage. There were no injuries to the airline transport rated captain, commercial rated first officer, and 19 passengers aboard N101UX, or to the private pilot aboard N91KA. Instrument meteorological conditions prevailed, and the pilots of both airplanes had filed IFR flight plans. N101UX was being operated as flight 6326, scheduled domestic passenger service between Riverton, Wyoming, and Denver, Colorado, under Title 14 CFR Part 121. N91KA was being operated as a business flight under Title 14 CFR Part 91. The flight of N101UX originated approximately 0900. The flight of N91KA had not yet originated. An incident report was submitted by the company and signed jointly by the captain and first officer. The report indicated that the first officer was flying the airplane. During the approach and landing, neither she nor the captain observed any traffic on taxiway M[ike]. After landing of runway 35L[eft], the local controller instructed the crew to "exit [on] either high speed taxiway," and to contact ground control. Because of the long landing roll and low exit speed, the first officer elected to exit the runway on high speed turnoff M6. The statement indicates that after crossing the "Hold Short" lines, the captain contacted ground control and was given instructions to "taxi via Mike, enter the ramp, Bravo November, and give way to the King Air." The captain then sighted the approaching Beech C90A, and maximum brakes were applied. According to the statement, it was then that they were told to yield to the approaching traffic. According to the incident report submitted by the pilot of N91KA, he had been cleared to taxi from Signature Aviation (a fixed base operator at the airport) to runway 8 via taxiway M. As he passed a high speed exit, he saw the Beech 1900D out the right cockpit window and heard the ground controller tell the pilot to yield. He heard a noise from the rear of the airplane and suspected he had been struck by the Beech 1900D. Postincident inspection disclosed the winglet on N101UX was cracked. The outboard elevator cap on N91KA was bent, and there was a dent in a fairing. Although instrument meteorological conditions prevailed at the time of the incident, surface visibility was 3 statute miles in mist.
The flight crew exceeding the limits of their ATC clearance, and the failure of both flight crews to maintain adequate visual lookouts. A factor was the other aircraft taxiing on the ground.
Source: NTSB Aviation Accident Database
Aviation Accidents App
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