Incident Overview
On 22 May 2000 at 1205 UTC, a Jetstream 4100, registration G-MAJI, operated by an unspecified public transport (passenger) carrier, was involved in a ground collision while taxiing to Stand 12 at Cardiff Wales Airport. The aircraft was powered by two Garrett Airesearch TPE 331-14GR-804 turboprop engines and had been manufactured in 1993. On board were three crew members and 11 passengers; no injuries were sustained by any occupants. The damage was limited to the left aileron and left navigation light.
Sequence of Events
After landing and vacating Runway 30, the commander was instructed by air traffic control (ATC) to taxi to Stand 12 and to expect marshalling guidance to park to the left of the stand centreline. As the aircraft approached the stand, the commander observed an Embraer 145 parked on Stand 11 with a fuel bowser alongside to its right, and a Boeing 737 parked on Stand 13 loading passengers via its forward airstairs. Two marshallers were present: one positioned ahead of the aircraft at the stopping point, about 1 metre to the left of the centreline, and the other by the bowser to ensure wingtip clearance.
The aircraft taxied behind the EMB 145 and was directed by the centreline marshaller to turn left and then straight ahead, bringing it approximately 2 metres left of the centreline. The marshaller by the bowser gave a 'thumbs up' indicating the left wing was clear. As the aircraft moved forward, the centreline marshaller instructed the commander to turn gradually left. Shortly after, the commander felt a 'slight rumble' lasting a few seconds. He looked left and noticed the left aileron bent upward and the hose storage compartment door on the bowser marked. The aircraft was stopped immediately but later, under direction from the marshallers who had by then realised the situation, taxied forward several metres before engines were shut down and passengers disembarked. The airport fire service was not initially informed by the marshallers or crew; they attended only after being alerted by the Airport Operations Director, who learned of the incident 15–20 minutes later.
Contributing Factors and Aftermath
The apron layout at Cardiff had been changed in 1998, and an Operational Instruction (No 4/98) issued by the Airport Operations Director in June of that year specified that Stand 12 was not to be used when a 'Code C' aircraft (such as a Boeing 737) was parked on Stand 13. Subsequent to this incident, the Airport Operations Director called for a full review of training given to marshallers and apron controllers by the airport handling company. The handling company issued a notice emphasising that only two aircraft should be parked on the north apron, and only Stands 13 and 10/11 should be used in that situation; Stand 12 would be used only when no other aircraft occupied Stands 10, 11, or 13.
The occurrence was attributed to the incorrect allocation of aircraft to stands and the late recognition by the marshallers of a risk of collision.