B16106

HISTORY OF FLIGHT

On March 17, 2002, about 0200 Alaska standard time, a McDonnell Douglas MD-82 airplane, N935AS, sustained substantial damage during an on-ground collision with a McDonnell Douglas MD-11, Taiwanese registration B16106, at the Ted Stevens Anchorage International Airport, Anchorage, Alaska. The MD-11 was not damaged. The two airplanes collided after the MD-82 had been pushed back from the gate area, and while the MD-11 was taxiing to parking. The MD-82's flight was being conducted as a Title 14, CFR Part 121, scheduled domestic passenger flight, operated by Alaska Airlines, Inc., as Flight 196, en route to Seattle, Washington. There were no injuries to the two pilots, three flight attendants, or the 140 passengers. The MD-11's flight was being conducted as a Title 14, CFR Part 129 cargo flight, operated as Flight 632, by Eva Air, Taipei, Taiwan. The MD-11's flight originated at the Chiang Kai-shek International Airport, Taipei, Taiwan. There were no injuries to the three cockpit crew members. Instrument meteorological conditions prevailed, and heavy snow showers with reduced visibility were reported at the time of the accident. Both airplanes had instrument flight plans filed.

During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) about 0245 on March 17, the captain of the Alaska Airlines MD-82 reported that prior to pushback from gate B-7, he was advised by the Anchorage Air Traffic Control Tower (ATCT) ground controller to "remain clear of taxiway Kilo during pushback from gate B-7." Taxiway Kilo is adjacent to and south of the airport ramp area utilized by Alaska Airlines. The captain said that he then informed the tug driver via the airplane's interphone of the ground controller's instructions, and the tug driver acknowledged receipt of the instructions. The captain added that the airport ramp around the gate area had an estimated 8 inches of loose snow. As the tug driver started the pushback from the gate, he attempted to maneuver the tail of the MD-82 to the east, which would ultimately position the airplane parallel to, and north of, Kilo Taxiway. The captain said that as the airplane proceeded away from the gate and as the tug driver attempted to make the easterly turn, he was unable to maintain directional control of the airplane's nose wheel, and the nose wheel of the airplane began to slide to the left.

The captain said that the tug driver then pulled the airplane back to the gate, and attempted another pushback. During the second pushback attempt, the tug driver positioned the tug so he was pushing the airplane straight back, which helped keep the nose wheel from sliding. The captain said as the pushback proceeded away from the gate, the tug driver stopped the airplane for about 20 seconds, followed by the tug driver reporting to the captain that a taxiing MD-11, proceeding westbound on Taxiway Kilo, had just struck the tail of his airplane. The captain commented that he was unaware of the collision. He said that about 30 seconds later, one of the flight attendants, seated in the rear of the airplane, reported hearing a "loud bang" after the airplane stopped moving. After the captain reported the collision to the ATCT ground controller, he instructed the tug driver to tow the airplane to gate B-7.

During a telephone conversation with the NTSB IIC on March 17, about 0350, the captain of the Eva Air MD-11 reported that after landing on runway 6R, he informed the Anchorage ATCT ground controller that he would be parking at "Bay R8." He reported that after waiting for about 10 minutes, while holding on taxiway Delta, between runways 6L and 6R, he was instructed to proceed to parking at R8, via taxiways Kilo, Romeo, and Mike. The MD-11 captain stated that while taxiing westbound, and slowly on Taxiway Kilo, with the recessed green taxiway centerline lights easily visible through the accumulation of snow, he kept the nose wheel over the centerline of the taxiway. He added that as his airplane approached the tail of the Alaska Airlines MD-82, the relief captain, seated in the right seat, along with an additional (non-flying) first officer, stood up from their seats to attempt to visually assess the clearance between the MD-11's right wingtip and the MD-82's tail. The MD-11 captain added that there was a heavy accumulation of snow covering the right side window, which limited the relief captain's and first officer's views. He said at that point, the MD-11 crew turned their attention to the MD-82's ground handling staff who were outfitted with lighted (red) flashlight wands. The captain reported that he did not see a stop or emergency signal from any of the ground-marshaling attendants, so he elected to proceed. Subsequently, the right winglet of the MD-11 collided with the upper portion of the MD-82's rudder assembly. The MD-11 captain said that he was unaware that a collision had occurred until after parking at R8. The winglet of the MD-11 sustained no damage, but the rudder of the MD-82 sustained substantial damage.

Continuous snow removal operations for the runways were in effect at the airport, and heavy snow was falling. At the time of the collision, various witnesses reported that between 8 and 12 inches of dry snow had accumulated on the apron and taxiways.

PERSONNEL INFORMATION

McDonnell Douglas MD-82 Crew

The flight crew of the MD-82 consisted of a captain, seated in the left seat, and first officer, seated in the right seat.

The MD-82 captain held an airline transport pilot certificate with an airplane multiengine land rating, with type ratings for Douglas DC-9, and Boeing 727 aircraft. He also held commerical pilot privileges with a single-engine land airplane rating. The most recent first-class medical certificate was issued to the captain on October 16, 2001, and contained the limitation that the pilot must wear corrective lenses. According to the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) submitted by the operator, the captain's total aeronautical experience consisted of about 18,553 hours, of which 5,069 were accrued in the accident airplane make and model. In the 90 and 30 days prior to the accident, the captain had flown a total of 77 and 31 hours, respectively.

The MD-82 first officer held an airline transport pilot certificate with a multiengine land rating, and a type rating for Lockheed L-188 aircraft. He also held commerical pilot privileges with a single-engine land airplane rating. The most recent first-class medical certificate was issued to the first officer on August 1, 2001, and contained no limitations. According to the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) submitted by the operator, the first officer's total aeronautical experience consisted of about 4,267 hours, of which 567 were accrued in the accident airplane make and model. In the 90 and 30 days prior to the accident, the first officer had flown a total of 31 and 25 hours, respectively.

McDonnell Douglas MD-11 Crew

At the time of the accident, the MD-11 flight crew consisted of a captain, seated in the left seat, a relief captain, seated in the right seat, and a non-flying first officer, seated in the jump seat.

The MD-11 captain held a Taiwanese airline transport pilot certificate with an airplane multiengine land rating. The most recent first-class medical certificate was issued to the pilot on January 4, 2002, and contained no limitations. According to the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) submitted by the operator, the pilot's total aeronautical experience consisted of about 8,100 hours, of which 2,900 were accrued in the accident airplane make and model. In the 90 and 30 days prior to the accident, the captain had flown a total of 210 and 70 hours, respectively.

The MD-11 relief captain held a Taiwanese airline transport pilot certificate with an airplane multiengine land rating. The most recent first-class medical certificate was issued to the pilot on December 13, 2001, and contained the limitation that the pilot must have wear corrective lenses. According to the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) submitted by the operator, the pilot's total aeronautical experience consisted of about 18,300 hours, of which 862 were accrued in the accident airplane make and model. In the 90 and 30 days prior to the accident, the relief captain had flown a total of 90 and 68 hours, respectively.

METEOROLGICAL INFORMATION

At 0209, an Aviation Routine Weather Report (METAR) at Anchorage was reporting in part: Wind, 050 degrees (true) at 4 knots; visibility, 1/4 statute mile in heavy snow; clouds and sky condition, 600 feet overcast; temperature, 37 degrees F; dew point, 39 degrees F; altimeter, 30.22 inHg. A notice to airmen (NOTAM), was issued for the Ted Stevens Anchorage International Airport, and broadcast via the Anchorage tower Automated Transcribed Information System (ATIS) "Tango" stating, in part: "...notice to airmen, continuous snow removal in progress, icy conditions all ramps, heavy snow accumulation on all ramps, taxiways Yankee, November, Papa, Bravo closed between the parallel runways. Taxiway Victor closed between taxiway Echo and Romeo, advise you have Tango."

COMMUNICATIONS

Review of the air to ground radio communications tapes maintained by the FAA at the Ted Stevens Anchorage International Airport ATCT facility, revealed that both of the airplane crews successfully communicated with clearance delivery, ground control, and local control.

A complete transcript of the air to ground, ground to ground, and clearance delivery communications between both flight crews and the Anchorage ATCT is included in the public docket for this accident.

AERODROME AND GROUND FACILITIES

The Ted Stevens Anchorage International Airport is ow...