All Nippon Airways Flight 9397

All Nippon Airways flight 9397, JA986A, a Boeing B787-10, collided with Breeze Airways flight 509, N247BZ, an Airbus Canada BD-500-1A11 (A220), while taxiing for takeoff at Charleston International Airport (CHS), Charleston, South Carolina. There were no crew injuries and two minor passenger injuries onboard N247BZ and no injuries to crew onboard JA986A. The left wingtip of NH9397 contacted the rudder of the N247BZ, resulting in substantial damage to both airplanes. Breeze Airways flight 509 was scheduled to operate from Harry Reid International Airport (LAS), Las Vegas, Nevada, to Norfolk International Airport (ORF), Norfolk, VA. Due to weather in the vicinity of ORF, the flight crew of flight 509 coordinated with the Breeze Airways dispatch team and a decision was made to divert to CHS. Dispatch coordinated with the ground service provider and CHS airport operations and was granted permission for flight 509 to park on the remain overnight (RON) ramp, spot R1, see figure 1.

Figure 1. Excerpt of Jeppesen 10-9 Airport Diagram Chart. After landing, the N247BZ flight crew taxied to the RON ramp and was marshalled by ground personnel into spot R6. After shutting down the engines and starting the auxiliary power unit, the flight crew observed ground personnel approaching with air stairs and turned OFF the fasten seatbelt sign. The captain opened the cockpit door and used the public address (PA) system to inform the passengers of the plan to refuel. Upon returning to the cockpit, the ground personnel contacted the flight crew and stated they needed to reposition the aircraft to allow a Boeing aircraft to taxi behind them. At that time, the captain turned the seatbelt sign ON, coordinated with the flight attendants, and made a PA announcement for the passengers to return to their seats for aircraft movement. The captain kept the parking brake engaged while waiting for passengers to be seated and the ramp personnel connected the tug. At that time, the flight crew felt the aircraft suddenly and violently “jolt”. The captain queried the ground personnel and was informed that the wing of JA986A hit their tail. JA986A was a ferry flight from CHS to Tokyo International Airport (HND), Tokyo, Japan, with a stop at Los Angeles International Airport (LAX), Los Angeles, California. The flight crew consisted of two captain qualified pilots; the pilot flying (PF) was seated in the left seat, and the pilot monitoring (PM) was seated in the right seat. The PF had operated out of CHS before, but at a different time of day. The PM had not flown out of CHS. The JA986A flight crew reported they received clearance to taxi to runway 15 via taxiway M. While taxiing on taxiway M, the flight crew observed good visibility but noted that it was dark and there was no taxiway centerline lighting guidance. The flight crew observed N247BZ parked ahead of them, facing West in the RON parking area (nose in), and the other airplanes were parked facing East (tail in). The flight crew assumed that the aircraft was parked for the night and was positioned in a “normal” parking spot, however as they taxied closer to the parked airplane, they thought it was “closer than normal”. The PF stated he was going to offset to the right, “just to be safe”. The PM indicated that he was attempting to monitor the right wing, by pressing his face against the windshield. While passing behind N247BZ, the flight crew felt a light vibration, similar to taxiing over an uneven surface. The JA986A flight crew stopped the airplane and requested airport personnel inspect their wing for potential damage, see figures 2 and 3.

Figure 2. Photograph of N247BZ (left) and JA986A (right) after the collision. (Source: Breeze Airways)

Figure 3. The left photo shows the damage to the vertical stabilizer and rudder of N247BZ The right photo shows the damage to the left wing on JA986A. (Source: Breeze Airways) JA986A sustained damage to the left raked wing tip and removable tip assembly. The removable wing tip is not considered a primary structure however the upper and lower panels of the raked wing tip are, and this damage adversely affects the structural strength requiring a major repair or replacement. Therefore, this was considered substantial damage. Charleston Regional Aviation Authority (CRAA) provided a RON ramp parking diagram, which indicated that all odd numbered parking spots were to be tail-in parking spots and R1 was designed to hold an A220 airplane. All even spots were to be nose-in parking spots and R6 was designated for smaller airplanes. The diagram also depicts a clearance line, indicating the boundary of the ramp area and taxiway M. Photographs provided by the CRAA depicted the nose gear of N247BZ on the lead-in line to spot R6 and main landing gear beyond the clearance line, see figures 4 and 5.

Figure 4. Excerpt of CHS RON parking diagram. (Source: CRAA)

Figure 5. N247BZ nose wheel positioned prior to the RON ramp spot R6 stop bar. (Source: CRAA) A postaccident review was conducted between Breeze Airways, CRAA, and the ground service provider. According to Breeze Airways, the ground service provider manager elected to park N247BZ on R6 due to ramp spacing for ground service equipment and the fuel truck. Additionally, they had previously parked an A220 on R6 for “gas and go” situations and had no issues. Prior to arrival, ground personnel had not cleared the ramp area of equipment and stopped the airplane with the tail beyond the ramp clearance line. Furthermore, N247BZ flight crew were unfamiliar with the RON ramp and the appropriate orientation of airplanes. They stated that the Jeppesen charts did not indicate parking directions, only spot locations. Lastly, CHS airport operations did not have prior knowledge of Boeing aircraft movements, therefore they were unaware of the potential for traffic on taxiway M.

Verbatim NTSB analysis and probable cause from the NTSB dataset