# NTSB FTW92LA100: Boeing 757-223, N615AM, Hayden, CO, March 27, 1992

- Type: NTSB accident investigation
- Classification: Accident · Serious injuries · Limited investigation · Final report
- Date: March 27, 1992, 13:18 local (20:18 UTC)
- Place: Hayden, CO
- Coordinates: 40.480297, -107.260452 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=40.4803&lon=-107.2605&mi=10
- Phase of flight: [Pushback/towing](https://openairdocs.org/ntsb-phases/200) (OpenAirDocs' grouping)
- Highest injury: Serious injuries
- Injuries: 1 serious, 195 uninjured; on the ground: 1 serious
- Status: Completed, report August 26, 1993
- Report: Approved by Office Director
- Safety recommendations: Yes
- NTSB case key (mKey): 18467
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW92LA100
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/18467/pdf
- Page: https://openairdocs.org/ntsb/FTW92LA100

## Probable cause

FAILURE OF THE GROUND PERSONNEL TO FOLLOW PUBLISHED PROCEDURES/DIRECTIVES. A FACTOR WAS THE INADEQUATE EQUIPMENT.

## Sequence of events

In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf).

- On ground/water collision with object, taxi - pushback/tow
  - equipment,other - inadequate, company/operator management (contributing factor)
  - procedures/directives - not followed, ground personnel (cause)

## Analysis

THE PILOT HAD REQUESTED THAT THE AIRPLANE BE PUSHEDBACK FROM THE TERMINAL APRON TO THE DE-ICING AREA PRIOR TO DEPARTURE. THE WEATHER WAS OVERCAST AND THERE WAS LIGHT PRECIPITATION WITH THE AMBIENT TEMPERATURE AROUND FREEZING. THE SIGNALMAN OPERATED THE HEADSET INTERPHONE WHICH WAS PLUGGED INTO THE COMMUNICATIONS PANEL ON THE NOSEGEAR STRUT. THE CREW  CHIEF DIRECTED THE PUSHBACK FROM THE TRACTOR. THE SIGNALMAN WAS STRUCK BY THE NOSEWHEELS. ALL GROUND CREW PERSONNEL, EXCEPT THE SIGNALMAN, STATED THAT THEY HAD BEEN TRAINED BY VIDEO ON THE THREE MAN PUSHBACK PROCEDURES. THEY STATED, HOWEVER, THAT THEY DID NOT HAVE THE LONGER COMMUNICATIONS CORD AND THE CONNECTOR BOX ON THE TRACTOR, WHICH ARE NEEDED TO ACCOMPLISH THE PROCEDURES.

## Aircraft

- Registration: [N615AM](https://openairdocs.org/deregistered/N615AM-2014-10-03), registration cancelled 2014-10-03, S/N 24491, built 1989 (OpenAirDocs)
- Reported make and model: BOEING 757-223
- Registry model: [Boeing 757-223](https://openairdocs.org/model/boeing-757-223) (registry code 1384957) (OpenAirDocs)
- Registry engine: [Rolls-Royce RB-211 series](https://openairdocs.org/engine/rolls-royce-rb-211-series) (registry code 54555, turbo-fan) (OpenAirDocs)
- Category: Airplane
- Serial number: 24491
- Airframe hours: 7790
- Engines: ROLLS-ROYCE RB211-53-5E4B 40100 lbs thrust turbo fan
- Damage: No damage
- Flight: Part 121
- Operator: American Airlines, Inc., doing business as American Airlines
- Registered owner: First National Bank Of Boston
- Airworthiness certificate: Standard, Transport
- Last inspection: AAIP, January 2, 2000
- Destination: DFW, DFW AIRPORT, TX
- Flight plan: IFR
- Airport: HDN, Yampa Valley Regional

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 43; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 15,000 total, 439 in this make and model, 110 in the last 90 days, 6 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 340° at 6 knots
- Visibility: 7 statute miles
- Lowest ceiling: 3,400 ft broken
- Temperature: 45 °F, dew point 34 °F
- Altimeter: 29.00 inHg
- Observed at: HDN, 1 nm away

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 19920327012219A](https://openairdocs.org/incident/19920327012219A), Mar 27, 1992: Boeing 757223, Hayden, CO. During push back ground crewman hooked to aircraft com system got his leg crushed by nose gear. Blamed short cord.

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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