Incident
On 6 April 2024 at 1120 UTC, a Boeing 787-9 (registration G-VDIA) and an Airbus A350-1041 (registration G-XWBC) were involved in a ground collision at London Heathrow Airport. G-VDIA was being pushed back from Stand 323 to reposition to Stand 211, while G-XWBC was parked on Stand 325 and was boarding passengers. During the pushback, the left wingtip of G-VDIA struck the right horizontal stabiliser of G-XWBC, causing structural damage to both aircraft. No injuries were reported; the collision was reportable because people were on board G-XWBC with the intention of flight.
Background
The pushback operation for G-VDIA involved three personnel: a tug driver, a headset operator, and a brake-rider in the cockpit. The aircraft was turned during pushback to prepare for taxiway entry. The operator of G-VDIA noted that the wingspan of the 787 was approximately 1 m within the allowable limit for Stand 323, while the A350's wingspan and length were 0.25 m and 1.71 m within respective limits. The operator described the pushback as operating on 'reduced safety margins' but within normal operations.
Investigation
The operator of G-VDIA conducted an investigation under its Safety Management System and shared findings with the AAIB. It was determined that the turn to enter the taxiway was initiated too early, causing the left wing to pass over the cross-hatched area between the two stands, which should be kept clear. The pushback was paused to remove ground equipment from that area, but the risk of collision between the aircraft was not identified. The pushback resumed, and shortly thereafter, air traffic control instructed the crew to hold position. The collision occurred before the aircraft could stop.
The investigation also found that, contrary to the operator's procedures established in 2021, the pushback was conducted without wing walkers. A wing walker on the left side would likely have observed the impending collision and could have halted the operation. The ground handling agent did not follow the operator's requirement for wing walkers.
Safety Actions
In response to the incident, the operator of G-VDIA issued a safety alert emphasising the requirement for wing walkers during pushback and towing operations. The airport operator issued an Aerodrome Safety Alert that highlighted considerations such as stopping and reassessing if uncertain about pushback safety, using wing walkers when visibility is obscured, positioning headset operators for additional observation, following company processes, and keeping hatched areas clear. The airport operator also began reviewing 'non-standard pushbacks' and the associated Operations Safety Instruction.
Conclusion
The collision occurred because the pushback turn was initiated too soon, and the operation was conducted without dedicated wing walkers, contrary to the aircraft operator's procedures.