Lockheed L-1011 N762DA

Summary

On 27 March 1997 at about 23:40 local time, a Lockheed L-1011 registered N762DA was involved in an accident near Jamaica, New York, United States. 203 people were on board. One person on the ground also died. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

27 March 1997 at 23:40

Classification

Accident

Location

Jamaica, New York, United States

Nearest airport

John F. Kennedy Intl (JFK)

Coordinates

Not recorded

Aircraft

Lockheed L-1011

Registration

N762DA

Category

Airplane

Engines

3

Operator

Not recorded

Operating rule

Part 121: Air Carrier

Purpose of flight

Unknown

Phase of flight

Not recorded

Route

Unknown → Nice

Aircraft damage

Not recorded

Weather

VMC

Light

Dusk

NTSB number

NYC97LA064

Injuries not recorded.

The failure of the right wing walker, also the push back supervisor, to identify and avoid a hazardous condition, which resulted in his activity near the airplane's nose wheel during tow operations, and where he was subsequently caught under the nose wheel. A factor in the accident was the failure of the Delta Ground Operations Manual to provide adequate safety information.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The L-1011 was pushed back from the gate by a groundcrew of 3 employees. The tug operator was seated facing the airplane, while wing walkers were placed at the left and right wing tips. The tug operator then looked over his right shoulder to pull the airplane forward, to align it with the center line of the taxiway. During this movement, he maintained visual contact with the left wing walker. When the forward motion was initiated, the left and right wing walkers started to converge towards the tow bar, anticipating the disconnect of the airplane when it stopped. The left wing walker observed the right wing walker, the designated Dispatch Agent (DA) for the flight, approach the tow bar. The left wing walker glanced at the left wing tip, and when his vision returned to the tow bar, the right wing walker was under the nose wheel of the airplane with the tug operator's headset cord. The Delta Ground Operations Manual 10-043 (GOM), did not specify where members of the pushback crew should be positioned during the pushback to ensure safety. The GOM also did not discuss any potential hazards associated with aircraft movement and engine operation. The DA, usually one of the two wing walkers, was expected to remain in view of the tug driver and in view of the flight crew during the pushback maneuver. Also, the DA was required to monitor the pushback, and 'be prepared to act on any signals from the wing walkers.' The company published new procedures as a result of the accident.

Quoted verbatim from the NTSB record.