NYC04IA152

The two airplanes were cleared to taxi to runway 35 by air traffic control. The Canadair was cleared via taxiway "A" and "P." The Airbus was cleared via taxiway "A". Taxiway "A" extended parallel to runway 35/17, and taxiway "P" intersected taxiway "A," at a 45 degree angle, at the approach end of runway 35. The captain of the Airbus stated he observed the Canadair holding short of runway 35, on taxiway "P." He felt there was adequate clearance to safely taxi past the airplane, and in addition, he positioned the Airbus 2 to 3 feet to the right of the taxiway "A" centerline. The captain further stated that he thought the airplanes were clear of each other when the Airbus's left wing struck the Canadair's rudder. The Canadair flight crew reported that they were parked on taxiway "P," with the parking brake set, when they felt a "jolt." The trailing edge of the Canadair's rudder was struck near it's mid-point, and was penetrated forward about 90 percent of it's width. The Airbus sustained damage to it's left winglet and the strobe/navigation light assembly. A Federal Aviation Administration inspector reported that he measured the length of the Canadair back from the taxiway "P" hold-short line, and then measured perpendicular to the taxiway "A" centerline, half of the wing span of the Airbus. He noted that the Airbus would have required about an additional 8 feet, to clear the Canadair.

On June 30, 2004, about 0625 eastern daylight time, an Airbus A319-114, N348NB, operated by Northwest Airlines Inc., sustained minor damage when it struck a Canadair CL-600-2B19, N668BR, operated by Atlantic Coast Airlines, while taxiing for takeoff at Manchester Airport, Manchester, New Hampshire. The Canadair also sustained minor damage. The 2 flight crewmembers, 3 flight attendants, and 95 passengers onboard the Airbus, and the 2 flight crewmembers, 1 flight attendant, and 38 passengers onboard the Canadair were not injured. Visual meteorological conditions prevailed at the time of the incident, and an instrument flight rules flight plan was filed for both flights. The Airbus was operated under 14 CFR Part 121, as flight 811, destined for Detroit. The Canadair was operated under 14 CFR Part 121, as flight 7567, destined for Dulles, Virginia.

Both airplanes were cleared to taxi to runway 35 by air traffic control. The Canadair was cleared via taxiway "A" and "P." The Airbus was cleared via taxiway "A". Taxiway "A" extended parallel to runway 35/17, and taxiway "P" intersected taxiway "A," at a 45 degree angle, at the approach end of runway 35.

The captain of the Airbus stated he observed the Canadair holding short of runway 35, on taxiway "P." He felt there was adequate clearance to safely taxi past the airplane, and in addition, he positioned the Airbus 2 to 3 feet to the right of the taxiway "A" centerline. He further stated:

"...I could see that [the Canadair] was up to the hold short line with their nose wheel and I felt confident there was adequate room to safely pass them. At this point, I'm sure we have passed their tail. I look forward. In approximately one second, we came to a stop. I looked left and saw our wingtip against the [Canadair's] rudder...."

The Canadair flight crew reported that they were parked on taxiway "P," with the parking brake set, when they felt a "jolt."

Both airplane's taxied back to the gate area.

The trailing edge of the Canadair's rudder was struck near it's mid-point, and was penetrated forward about 90 percent of it's width. The Airbus sustained damage to it's left winglet and the strobe/navigation light assembly.

Dimensional data supplied by both operators revealed that the length of the Canadair was approximately 88 feet, 5 inches, and the wing span of the Airbus was approximately 111 feet, 10 inches.

A Federal Aviation Administration inspector reported that he measured the length of the Canadair back from the taxiway "P" hold-short line, and then measured perpendicular to the taxiway "A" centerline, half of the wing span of the Airbus. He noted that the Airbus would have required about an additional 8 feet, to clear the Canadair.

The Airbus was equipped with an L-3 Fairchild F-2100 flight data recorder (FDR), which was forwarded to the NTSB Vehicle Recorders Division. The FDR data depicted the airplane taxiing on a magnetic heading of 171 degrees, when it began to alter it's direction to the right. The airplane reached a heading of 198 degrees, before altering it's direction back to the left. The airplane came to a stop shortly thereafter.