Near collision at Sydney Kingsford Smith airport between Cathay Pacific and Qantas
On 11 September 1990, a schedule Cathay Pacific Airways Boeing 747-300 Registration “VR-HIJ” flight number CX100 which had commenced take-off on runway 34 to Hong Kong, during the time, and other Qantas Airways Boeing 747-300 “VH-EBT” aircraft was towed across the runway 34. No fatal injuries to persons, no damage to either aircraft resulted during the incident.
History of the Flight
On 11 September 1990, a Boeing 747-300 “VR-HIJ” operating as Cathay 100, processing taxiing from parking terminal to departure runway 34 as scheduled service to Hong Kong.
Weather conditions were fine, with wind from the north east at 10-15 Knots. Simultaneous runway operations were in progress, with runway 07 nominated on the Automatic Terminal Information Service (ATIS) for arrivals and departures, and runway 34 for arrivals. The Aerodrome Controller had control of the full lengthy of runway 07 and runway 34 south of the runway intersection. The northern section of runway 34 had been re-active from time to time to allow for the departure and arrival of aircraft requiring the full length of the runway. CX 100 required the full length for take off. At 1348 hours CX 100 called ready at the runway 34 and instructed to line up on the runway. At 1350 CX100 cleared for take off. At the time, Qantas aircraft crossing the runway ahead of the departing Cathay aircraft. Cathay 100 was observed to rotate near the runway intersection and become airborne adjacent to taxiway C, passing low over the Qantas aircraft which the QF747-300 was straddling on the runway.
Meteorological and runway information
During the time of near collision incident, the airport ATIS facility was transmitting “Information Kilo”. The information conducted the surface wind was from north to north east at about 10-15 Knots. Altimeter setting (QNH) at 1022 hectopascals and local temperature was 18 degrees Celsius. Cloud level at 4000 feet and visibility greater than 10 kilometres. The runway condition was dry and crosswind on runway 34 was 11 and 10 knots.
Conclusions and Recommendation
The incident between Cathay Pacific 100 and Qantas airway near collision has indicate survival problem
1.Human factor error (communication error). i.e errors made by ATC and pilots as well as tug driver.
2. Rapid increases of air traffic growth also provide potential for human error and degrade the traffic system capability for failsafe operation.
3. Lack of documented SOPs(Standard Operating Procedures and Documentation) was considered to be the major causal factor in this near collision incident.
4. The runway in use light switch was not selected and activated.
5. Jurisdiction for the complete runway complex was not retained continuously by the aerodrome controller during Simultaneous runway operations procedures (SIMOPS). And multiple runway operation. The aerodrome controller failed to select runway 16 to indicate that the full length of runway 34 was in use.
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