This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information.
If you feel this information is incomplete or incorrect, you can submit corrected information.
| Date: | Saturday 24 July 1999 |
| Time: | 08:05 LT |
| Type: |  Boeing 757-2G7 |
| Owner/operator: | America West Airlines |
| Registration: | N910AW |
| MSN: | 24523/256 |
| Year of manufacture: | 1989 |
| Total airframe hrs: | 40681 hours |
| Engine model: | Rolls-Royce RB211-535E |
| Fatalities: | Fatalities: 0 / Occupants: 196 |
| Aircraft damage: | Substantial, repaired |
| Category: | Accident |
| Location: | Phoenix-Sky Harbor International Airport, AZ (PHX/KPHX) -
 United States of America
|
| Phase: | Pushback / towing |
| Nature: | Passenger - Scheduled |
| Departure airport: | Phoenix-Sky Harbor International Airport, AZ (PHX/KPHX) |
| San Diego, CA (KSAN) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Accident investigation report completed and information captured |
The flight was over 30 minutes late due to repeated delays when a mechanic told the captain that a serviceable part on his aircraft needed to be swapped out with one from another aircraft. The captain said at this point he was angry and his blood pressure was 'up to the stroke level.' Minutes later, the mechanic told the captain that maintenance control had decided not to change parts and the aircraft was 'all closed up and ready to go.' The captain thought that this meant the aircraft doors, while the mechanic meant that all maintenance access doors were secured. Neither the captain nor the first officer checked the door status lights on the overhead panel or the EICAS display, and both were unaware that a gate agent was still onboard trying to rectify an oversold passenger situation. The L2 door was open and the jet bridge was still attached to the airplane. The captain then asked the tug driver if they were ready to go. The captain said he heard the tug driver say that all doors and access panels are closed, while the tug driver said that he replied that all service doors and cargo doors, except for the jet bridge, were secured and locked. The captain then told the tug driver they were clear to pushback. The tug driver signaled the wing walkers and then began the pushback, damaging the jet bridge, the L2 door, a section of aircraft skin, and the L2 evacuation slide. After the accident, the right wing walker said that he had not given the tug driver the all clear signal required by company policy prior to pushback. The left wing walker assumed that the something was wrong with the jet bridge since the captain had ordered a pushback and signaled the driver that the ramp was clear.
Probable Cause: The failure of the flight crew and the tug driver to verify that the aircraft was properly configured for pushback. Factors in the accident were the left wing walker's failure to notify the tug driver of his observations that the jet bridge was still in contact with the aircraft, and, self induced pressure on the part of the captain created by a chain of circumstances surrounding the numerous delays.
Accident investigation:
 |
|
Sources:
NTSB LAX99LA322
History of this aircraft
Other occurrences involving this aircraft
| 2 April 2000 | N910AW | America West Airlines | 0 | DALLAS, TX | |
non |
Location
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 09-Mar-2024 08:43 | ASN Update Bot | Added |
| 09-Mar-2024 08:44 | ASN | Updated [Operator, Nature, Departure airport, Narrative] |
Corrections or additions? ... Edit this accident description
The Aviation Safety Network is an exclusive service provided by:
Quick Links:
| ASN Home | Send Correction / Feedback |
| FSF Home | Disclaimer | Copyright |
| Contact Us | Privacy Policy |
| Press / Media |
CONNECT WITH US:
©2024 Flight Safety Foundation