Accident Overview
On 5 August 2008 at 1223 UTC, an Airbus A320-211 (registration D-AIQA) and a Boeing 737-86N (registration EI-DKD) collided on Taxiway Juliet at Manchester Airport. Both aircraft were operating commercial passenger flights: the A320 was scheduled to fly to Frankfurt, and the 737 to Tenerife. There were no injuries to crew or passengers on either aircraft.
Sequence of Events
The A320 pushed back from its stand at 1211 hrs and taxied toward Runway 23R via Taxiway J. The crew requested Holding Point J1 but were cleared by the Aerodrome Controller (ADC) to Holding Point JA1 instead, to avoid delaying another aircraft. The commander stopped the aircraft at JA1 with the nosewheel 24.2 m short of the stop bar, positioning the tail protruding into the main taxiway.
The Boeing 737 pushed back at 1207 hrs and also taxied via Taxiway J toward Holding Point J1. The ADC issued the clearance: “give way to the airbus holding on the right then hold j1.” The crew read back the instruction. As the 737 approached JA1, the commander taxied about 1.5 m left of the taxiway centerline to increase separation from the A320. The crew discussed clearance; the co-pilot initially expressed uncertainty but later stated that passage was possible. The commander applied right aileron to counteract wing lift from the A320's engines. The 737's groundspeed decreased to 4 kt before collision.
The ADC, observing from the Visual Control Room, issued a further warning: “give way to the airbus on your right, the wingtip clearance is undetermined.” One second later, the right winglet of the Boeing 737 struck the underside of the A320’s tail. The ADC then instructed both crews to hold position and later advised them to contact fire crews. Engines were shut down on both aircraft.
Damage
The top 1.5 m of EI-DKD’s right winglet detached and fell to the ground. On D-AIQA, the right elevator was bent and ripped; a 50 x 50 mm hole was found in the unpressurised tail section; the APU access panel and surrounding tail cone structure were deformed; and scratching appeared on the left stabiliser lower skin.
Cockpit Voice Recorder and Flight Data
The CVR from EI-DKD revealed that in the 30 seconds before impact, the crew debated clearance. The co-pilot eventually concluded they could pass, albeit with lingering doubt. FDR data showed the 737's heading constant near 055° until two seconds before impact, when it decreased to 054°. Right aileron was applied 16 seconds before impact. Groundspeed was 13 kt 20 seconds before collision, decreasing steadily; brakes were applied eight seconds before impact, reducing speed to 4 kt for the final five seconds. Post-impact, the nose swung to 056°, then decreased to 050° over four seconds; the aircraft stopped within two seconds.
Procedures and Controller Actions
The ADC believed the “give way” instruction warned the crew to be careful. The UK AIP for Manchester Airport reminds pilots to exercise caution on wingtip clearances. The Manual of Air Traffic Services states controllers’ responsibilities, and Rule 37(2) of the Rules of the Air Regulations places ultimate collision avoidance duty on the aircraft commander. The commander of the 737 stated he thought clearance to J1 assured wingtip clearance, contrary to UK AIP warnings, and that the phrase “give way” caused confusion.