Taxiing

Following an uneventful flight from Humaitá, the crew completed the landing at Manaus-Eduardo Gomes Airport. After taxi, the crew was approaching the apron when he feathered the propellers and applied the brakes as they wanted to stop the aircraft. There was no deceleration despite both crew applied brakes. The copilot suggested to use reverse thrust but this was not possible as the propellers were already feathered. Out of control, the aircraft struck a brick building, damaging the left engine, and the right landing gear fell into a drainage ditch, approximately one meter deep. All 25 occupants evacuated safely while the aircraft was damaged beyond repair.

A group of five technicians/engineers of the company was preparing the aircraft to be transferred to a hangar for maintenance. After engine startup, the power was reduced to idle after someone inadvertently pulled out the circuit breaker. The aircraft jumped the chocks and started to roll. Since the engine's power was in idle, the brakes and the nosewheel steering system were inoperative. The crew elected to reduce power on the left engine but mistakenly increased the power on the right engine by 90%. This caused the aircraft to rotate 80° when control was lost. The airplane rolled through a perimeter wall, causing the nose gear to collapse. All five occupants escaped uninjured while the aircraft was damaged beyond repair.

On 28 February 2002, Arrow Air flight APWP6L touched down on Runway 02L at Singapore Changi Airport at 0029 hours. The weather and visibility conditions were good (visibility in excess of 10 km). Arrow Air flight APWP6L was assigned to park at Bay 117, a remote aircraft parking bay. After APWP6L had landed, the runway controller at Changi Tower instructed the aircraft to taxi towards Bay 117. The aircraft exited the runway via rapid exit Taxiway W4. The ground movement planner at Changi Tower selected the taxiway centre line lights to guide the aircraft from Taxiway W4 onto Taxiway NC1, Taxiway WA and to Bay C7 (Bay 117 is the second parking bay after Bay C7). Due to airside construction works, there was no taxiway centre line lighting guidance on the short segment of taxi route from Taxiway WA from abeam Bay C7 to the adjacent parking Bays 117 and 118. There was a NOTAM in force that stipulated that during hours of darkness, aircraft could only be towed in to Bays 117 and 118. On reaching Bay C7, the flight crew of APWP6L did not stop but continued taxiing past Bay C7 onto a diverted portion of Taxiway WA. The taxiway centre line lights for this diverted portion of Taxiway WA were not switched on by ATC as it was not the intended route for the aircraft. At about 0037 hours, flight APWP6L called Changi Tower to indicate its position near Bay 106. Realising that flight APWP6L had missed its allocated parking position, the ground movement planner at Changi Tower routed the aircraft back to Bay 117 via Taxiways WA, SC, WP, V8 and Taxiway WA. Flight APWP6L followed the return route until it was abeam Bay 117 on the straight section of the diverted portion of Taxiway WA, just before Taxiway VY. At that location, the pilot saw the ground marshaller at Bay 117 on the aircraft’s right side. Instead of continuing to follow the assigned taxi route, the aircraft turned right. In doing so, it left the WA taxiway centre line and went onto a grass area between Taxiway WA and the parking apron. The nose gear of the aircraft went across an open drain of about 1.4 m wide and 0.8 m deep within the grass area. The aircraft came to a halt when its main landing gears went into the drain at about 0044 hours. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

A brand new Cessna 525A CitationJet 2, D-IEVX, arrived at Milan-Linate following a flight from Köln. The Cessna was to carry out a return flight to Paris-Le Bourget, carrying two pilots, a Cessna sales manager and a prospective customer. The plane arrived at 06:59 and was taxied to the General aviation apron, also known as 'West apron'. It was a foggy morning at Milan and one of the passenger flights parked on the North apron was SAS MD-87 "Lage Viking" which was being prepared for flight SK686 to Copenhagen, scheduled to depart at 07:35. At 07:41, the pilot of the MD-87 contacted Linate Ground Control for his engine start clearance, as the boarding of 104 passengers had been completed. The Ground controller cleared the pilot to start engines and advised that the slot time for takeoff of the flight was at 08:16. Thirteen minutes later flight 686 was cleared to taxi to runway 36R: "Scandinavian 686 taxi to the holding position Cat III, QNH 1013 and please call me back entering the main taxiway." A few minutes later, the Cessna pilot requested permission to start the engines. The ground controller then gave start-up clearance. The ground controller then requested flight 686 to contact the Tower controller. From this moment on the crew of the MD-87 and the crew of the Cessna were tuned on two different radio frequencies. At 08:05 the pilots of the Cessna received taxi clearance: "Delta Victor Xray taxi north via Romeo 5, QNH 1013, call me back at the stop bar of the ... main runway extension." The pilot acknowledged by saying: "Roger via Romeo 5 and ... 1013, and call you back before reaching main runway." The Cessna started to taxi from the General Aviation parking position, following the yellow taxi line. After reaching the position where the yellow taxi line splits into two diverging directions, the pilot erroneously took the taxi line to right and entered taxiway R6. At 08:09 the Ground controller cleared the Cessna to continue its taxi on the North apron. At the same time the Tower controller cleared the MD-87 for takeoff: "...Scandinavian 686 Linate, clear for take off 36, the wind is calm report rolling, when airborne squawk ident." The pilot advanced the throttles and acknowledged the clearance: "Clear for takeoff 36 at when...airborne squawk ident and we are rolling, Scandinavian 686." When the MD-87 was speeding down the runway, the Cessna crossed the runway holding sign and entered the active runway 18L/36R. At 08.10:21 the nose landing gear of the MD-87 had left the ground and main gears were extending the shock absorbers but the main wheels were still on the ground at an airspeed of 146 knots (270,5 km/h). At that moment the MD-87 crew probably saw a glimpse of the Cessna through the fog and reacted with additional large nose-up elevator. At that moment the MD-87 collided with the CitationJet. The right wing of the MD-87 sustained damage at the leading edge and the right hand main landing gear leg broke off. It damaged the right flap and struck the no. 2 engine which then separated from the pylon. The pilot of the MD-87 gradually advanced the throttles and then the aircraft was airborne for a total of 12 seconds, reaching an estimated height of about 35 feet (11 meters). The left hand engine suffered a noticeable thrust reduction as a result of debris ingestion, which became insufficient to sustain flight. The airspeed had increased up to 166 knots (307,6 km/h), but the MD-87 descended abruptly making contact with the runway with the left hand maingear, the truncated right hand maingear leg and the tip of the right hand wing. Prior to touch down the pilot reduced engine thrust and after ground contact the engine reverse levers were activated and deployed (on the left hand engine only). Maximum available reverse thrust was selected and the brakes applied. The plane skidded past the grass overrun area, across a service road, crashing sideways into a baggage handling building, which partly collapsed. This building was located 20 m/67 feet to the right of the runway, and 460 m/1500 feet from the runway end. Both pilots were German citizens while both passengers were respectively Mr. Stefano Romanello, representative for Cessna Aircraft in Europe and Mr. Luca Fossati, President of the Star food group.

Following technical problems with the engines, the aircraft was transferred to a hangar at Kuala Lumpur for maintenance. In the evening, a team of six technicians was dispatched to convoy the aircraft to the main terminal where 319 passengers should embark on a flight to Jeddah. While on a taxiway, the engineers attempted to turn to another taxiway when control was lost. The aircraft veered off taxiway and came to rest, nose first, in a drainage ditch. All six occupants were injured and the aircraft was damaged beyond repair. At the time of the accident, only the engine n°2 and 3 only were running and it is believed that the auxiliary hydraulic pump switches were in the OFF position. Thus, the nosewheel steering system was inoperative as well as the brakes.

The aircraft was taxiing at Buenos Aires-Ezeiza-Ministro Pistarini Airport for a departure from runway 11 when the left main gear collapsed. All 146 occupants evacuated safely but the aircraft was considered as damaged beyond repair.

The Short was departing Paris-Roissy-CDG Airport on a cargo service to Luton with two pilots on board. The crew were cleared to depart cargo stand N51 and proceed to runway 27 at 02:38. Around the same time Air Liberté Flight 8807 (an MD-83, F-GHED) also taxied to runway 27 for a flight to Madrid. At 02:44 the Charles de Gaulle ground controller asked Streamline 200 if they wished to enter runway 27 at an intermediate taxiway; the crew asked for and were granted to enter Taxiway 16. At 02:50:49 the tower controller cleared the MD-83 for takeoff: "Liberté 8807, autorisé au décollage 27, 230°, 10 à 15 kts.". The controller then immediately told the Shorts to line up and wait: "Stream Line two hundred line up runway 27 and wait, number two". As the MD-83 was travelling down the runway, the Shorts started to taxi onto the runway. At a speed of about 155 knots the left wing of MD-83 slashed through the cockpit of the Shorts plane; the MD-83 abandoned takeoff.

While taxiing for departure at Dakar-Yoff Airport, the left main gear unsafe alarm came on in the cockpit panel. The captain decided to return to the apron to proceed to an inspection when the left main gear collapsed. The engine n°1 struck the ground and partially torn off. A fire erupted and quickly spread to the left wing. All 182 occupants evacuated safely but the aircraft was considered as damaged beyond repair. It just came out from a C Check maintenance program.

The aircraft was towed at Tehran-Mehrabad Airport when it was struck by a IRIAF Lockheed C-130 Hercules that crashed on takeoff. At impact, both aircraft exploded and were totally destroyed by a post crash fire. All six crew members on board the Hercules were killed as well as three people who were on board the Airbus.

During the activation of the crew oxygen system a fire erupted which consumed the entire pressure vessel. Representatives from the National Aeronautics and Space Administration's (NASA) Johnson Space Center (JSC), White Sands Testing Facility (WSTF), Las Cruces, New Mexico, examined the retained oxygen system components. Examination of these components revealed that the fire's initiation location was the first stage pressure reducer located in the oxygen regulator assembly.