What happened
On the morning of 15 January 2000, an Airbus A321-200, registered G-MIDH, was undergoing a scheduled push-back from Stand 40 at Dublin Airport. The push-back operation was being managed by a crew consisting of a tug driver, a wingman, and an engineer.
As the aircraft approached the red taxiway boundary line, the tug and towbar assembly began to maneuver the aircraft to turn onto the taxiway. During this 90-degree turn, the upper left corner of the tug's cab struck the aircraft's radome. The impact resulted in a significant scrape and a puncture that exposed the internal honeycomb structure of the nose cone. Following the collision, the aircraft was towed back to the stand, and the 36 passengers on board were disembarked without injury.
The investigation
The investigation examined the movements of the push-back crew and the physical configuration of the equipment used. The engineer, who was monitoring the engine start-up, was communicating with the flight crew via headset and relaying hand signals to the driver. The wingman, positioned on the starboard side, observed the contact occur as he moved toward the towbar.
Investigators measured the clearance between the aircraft's nose and the front of the tug cab, finding a lateral distance of approximately 30cm. The investigation also reviewed the experience of the tug driver, who had over eight years of experience in aircraft marshalling but was not aware of the specific geometric risks associated with this particular tug and towbar combination.
Findings
- The primary cause of the incident was the use of an incorrect towbar of insufficient length.
- The geometric configuration of the tug and towbar setup allowed the cab to move into a position where it could strike the aircraft during a turn.
- The driver was unaware that the specific length of the towbar could lead to such a collision.