Incident
On 20 December 2001 at 14:56 local time, a Boeing 737-800 registered D-AHFV was taxiing from its parking position at La Palma Airport. The aircraft was operating flight HLF 4990 to Munich with 106 passengers and 6 crew on board. Another Boeing 737-800, registered D-ABAZ, was parked at position 5 without passengers.
The crew of D-AHFV had requested and received engine start clearance from the tower, then requested taxi. The controller instructed them to taxi via gate B (north gate) and hold short of the runway. After receiving the instruction, the crew turned right approximately 270 degrees to head toward the gate via the outer apron. They expressed doubt about the clearance with the parked D-ABAZ. The tower asked if they wanted a follow-me vehicle; the crew responded positively and inquired about space. The tower replied that it was unsure and instructed them to wait.
The tower then contacted a follow-me vehicle driver on ground movement frequency. The driver approached the area and reported that there was sufficient space. The driver then gave visual signals for D-AHFV to proceed. The aircraft advanced slowly, but the right winglet of D-AHFV struck the right horizontal stabilizer of D-ABAZ. Upon sensing the impact, the crew stopped and set the parking brake.
Injuries and Damage
The collision caused the vertical portion of the right winglet on D-AHFV to break. D-ABAZ sustained a deformation on the outer third of the leading edge of its right horizontal stabilizer, with possible damage to the stabilizer attachment to the fuselage. No other material damage or fluid spillage occurred. Two crew members on D-AHFV were injured: the purser hit her head on a mirror, and a cabin crew member suffered back and neck pain.
Airport Layout
La Palma Airport has a constrained apron due to the island's topography, with no parallel taxiway. Taxi operations from parking positions to the runway use two gates: gate A (south) and gate B (north). Parking positions 1 through 4 are designated for gate A, while positions 5 and 6 use gate B. The apron's shallow depth results in limited clearance when large aircraft pass behind parked aircraft of similar size.
Investigation
The Spanish investigation authority (CIAIAC) issued bulletin IN-060/2001 documenting the event. The report described the sequence of communications and actions but did not state a probable cause. It noted that the follow-me driver, upon observing the imminent collision, attempted to radio the tower but did not give visual stop signals.