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Two Delta Planes clip wings at Chicago O'Hare

Two Delta Airlines airplanes clipped each others wings Friday evening around 7:30pm at Chicago O’Hare airport. Delta flight number 2207... ( 기타...

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Whats with all the recent mishaps? Seems like its happening more, or it's just getting notice in the media more,.. wonder which it is.
Another Delta flight??? Agaian??!!!!
linbb 0
Looks like a wing and a tail but who am I to say the paper is always right the wing was the tail cone it looks to me like.
linbb 0
No there are more as I see it looking at the NTSB reports over the years, someone is not doing there job on the ground, there should have been people watching as it was backed the one taxing would have the right of way over the backing one both should have had ATC control as they would issue the push back clearance. Unless the one with the wing damage was off the center line of the taxi way.
linbb 0
At least they keep it in the family it seems.LOL
"No word yet on what caused the minor incident" - ummmmm....'cause somebody wasn't watching where they were going maybe?
Boyd! That's funny, I don't care who ya are. . . . that's funny!
I agree with Jee Hyun Lee........... another Delta. Seems as if the majority of incidents of any kind in the USA are Delta. Wonder if it is caused by the North West merger or because the lack lack of union. If you notice in the terminals they are always rushed, trying to rush the traveler and they always seem tired. Maybe it is prevelent in the entire organization. Flying to Europe with Delta seemed to be the same. experience.
I hear ATC is going to change their call name to Clipper!
smsatgnv 0
Ha, Clipper, funny.
Or Sparky
wow where in the CRM and team concepts when marshalling aircraft? Guss budgets have reduced the ground crews.
Hmmm, does the fact Delta is the largest airline flying the most planes have any effect on having the most incidents? Since the rear tip of the A-319 hit the tail cone of the MD-88 in the side, it looks like the tug operator made the turn too quickly or they started the pushback of the MD-88 before the A-319 was complete with its pushback. Interesting that they looked the A-319 over and said good to go considering the damage it did to the MD-88, but I am sure the captain doesn't want to crash anymore than any of the passengers.
Micheal - I agree but there are wing-walkers who are supposed to be in contact with the push-back supervisor who is connected with the tug operator -- where is the communications.
There are 2 wing walker with each plane and they have the right to stop the push at any time if they feel there is a problem. The problem is that most wing walkers are more worried about cell phone calls or their shoe laces then to take the 2 min. to watch the wings during the push.
While this is purely a speculative opinion that comes from a person with experience pushing and towing B737 aircraft and take it with as many grains of salt as you wish some of the problems stem from complacency and typical human factors (I.E. An accident has not happened to us before so why should it happen now). In addition, if you ever look at wing walkers most (not always) of the time they are NOT looking up, down, and around as their training dictates. In addition, the push tug operator sometimes does not have a direct line of sight to each wing walker. This is one complaint I have had is regarding the design of tugs as the vertical support beam between the front windshield and the side door obstructs the view of the operator forcing the operator to move his head around like a chicken thus interrupting a vital communication signal at a critical moment. However, if the tug operator cannot see the wing walker he/she should immediately stop the push until visual contact is reestablished. Although once again “an accident has not happened to us before so why should it happen now” may rear its ugly head again resulting in a tendency to ignore critical factors that result in accidents
When mentoring I have always told the new hire " if you can't see the tug driver he can't see you, change your position", the tug driver can't change position the wing walkers can, it is their responsibility.
Mental vacations in my industry, along with complacency, and lack of situational awareness tend to lead the pack in human error incidents.

Outside of perhaps the Air Force, I don't know any industry that actually teaches situational awareness, it tends to be a character trait as best as I can figure out.

These kind of human error incidents are preventable 90% of the time. I have found the other 10% to be human nature, read, major outside influences that occupy the human brain, and let it stray from the task at hand. It is knowing yourself when to stay home or get off the line, and not take the risk to destroy property, hurt, or kill someone else because of your actions.

And Mr. Aurbrey, keep up the good work, teaching safe behaviors pays off in the long run. Call it job security.
As a ex-military (USAF - 37 years) retired Major I understand what you are saying CRM should be taught to all personnel for its impact is not just aviation although it seems focused there and on the cockpit. As a pilot and still actively flying I understand CRM and the need to be aware of your surroundings at all times.


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