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Thank goodness no one was hurt, no metal was bent, and
no careers were put in jeopardy, but we sure came darn close.
Ask Before You Pull the Plug
In another pushback incident, a Captain educated a
ramp manager about power cord operation and the law of
probabilities.
■ Ramp pulled the power cord without asking or checking
power light. Blanked Captain’s MCDU temporarily and
lost a couple of odd bits of data. We had to recheck all the
programming, nearly causing a delay. I went down and
talked to the ramp man. My exact words were, ‘You have
to ask us before you pull the power.’ I then told him it
sometimes dumps computers, but more importantly went on
to explain how badly it could injure him under the wrong
circumstances. I was a military aircraft mechanic and gave
him an example of how an arc jumped 3 feet and injured
my friend badly. I don’t think it sunk in...Because I didn’t
think he understood the ramifications of what could happen
to him, I stopped and talked to a ramp manager and told
him I thought his ground people could use some extra
training on when and how to safely pull the power cord. I
reiterated to him how you could get away with it 500 times
and all of a sudden it could arc and kill. There can be no
acceptable loss limits.
Regrettable Rendezvous
Here’s a First Officer’s account of two tails that met during
an inadequately monitored pushback procedure.
■ Just after pushback and following the start of both
engines...the Captain let our ramp personnel know we were
ready for taxi by quickly flashing the nose taxi light. The
aircraft marshaller gave us the signal to begin a left turn to
leave the gate area. Shortly after we began to move, we felt
a jolt inside the cockpit. The Captain set the brake and we
began to investigate what might have happened. I opened
my side window and stood up out of it to see behind the
aircraft...It became immediately clear that our tail section
had been positioned too close to an aircraft that was pushed
back slightly from its gate. During the turn out the right
elevator had struck an elevator of the other aircraft, doing
damage to both aircraft...This was poor judgement by ramp
personnel to have pushed our aircraft into a position where
a collision might occur and very poor monitoring of aircraft
clearances once they began to guide us out. What was
most disturbing to us was the ground crews of both planes
seemed to have no idea the two airplanes had contacted
each other. We were relieved that neither aircraft attempted
a takeoff with damage to vital control surfaces! More and
better training of ramp personnel is clearly in need....
Number 334 October 2007
Through aviation safety reports received by ASRS,
the program’s expert analysts continually monitor
and report on a variety of safety concerns. One
such issue involves high-density terminal areas
where airspace complexity, traffi c mix and volume
can contribute to traffi c management issues. These
high density areas include New York, Los Angeles,
Chicago, San Francisco, Dallas-Ft. Worth, and other
terminal areas.
One location that has been the subject in ASRS
reports is New York, where pilots and controllers
have experienced complex traffi c management and
fl ight operational issues due to the proximity of
Newark and Teterboro airports.
Teterboro Airport is heavily utilized by corporate
aircraft operations due to its convenient proximity
to New York City. It is the oldest operating airport in
the New York & New Jersey metropolitan area.
Teterboro departures have been the subject of
several ASRS Alert Messages, and is a recurring
Search Request (SR) for the FAA and Teterboro
Users Group (TUG).
At the heart of most TEB incidents reported to ASRS is
the TEB 5 SID (95% of the Teterboro incidents reported
to ASRS involved this SID). Through the use of specifi ed
altitudes and headings, the TEB 5 SID provides separation
between Newark, NJ (EWR) arrivals and TEB departures.
Because the intermediate level-off altitude (1,500 feet
MSL) and the fi nal departure altitude (2,000 feet MSL)
on the TEB 5 departures are quite close together, there
is little margin for error when performing the departure
procedure. Pilots must also observe noise abatement
procedures, which require minimum safe climb power,
when operating from the noise-sensitive Runway 24.
ASRS Review of TEB Incidents
Between February 2005 and February 2007, ASRS
received 173 reports describing Teterboro, NJ (TEB)
departure incidents.
　
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