[kellyhound]

In a notable aviation incident, a McDonnell Douglas DC-9-51 aircraft, registered as N763NC, was involved in a collision at Minneapolis Airport on May 10, 2005. The aircraft was taxiing toward the gate area when it collided with a company A-319 aircraft that was in the process of being pushed back from the gate.

Prior to reaching its destination airport, the DC-9 experienced a hydraulic fluid loss due to a fractured rudder shutoff valve within the aircraft's right-side hydraulic system. Notably, the left-side hydraulic system maintained normal hydraulic pressure and quantity throughout the flight. Faced with this situation, the flight crew decided to proceed to their scheduled destination and declared an emergency while on approach.

Upon landing, the emergency status was canceled by the flight crew, and the aircraft taxied to the gate. Examination of the flight data recorder revealed that the left engine, responsible for powering the left hydraulic system, had been shut down during taxi. The captain could not recall shutting down the left engine and indicated that if it had been done, it would have been after clearing all runways. The first officer also stated that he was unaware of the left engine being shut down.

Upon arrival at the gate, with the left engine off and no hydraulic pressure from the left system, coupled with the failure of the right hydraulic system, the aircraft experienced a loss of steering and braking capability. The flight crew requested assistance from company maintenance to immobilize the aircraft using chocks, as they were unable to use the brakes to stop it. They decided to keep the engines running in case reverse thrust was needed.

Subsequently, the aircraft began to move forward, and the captain attempted to deploy the reverse thrust, but the reversers did not activate. The aircraft collided with the A-319 at a speed ranging from approximately 15.65 to 16.34 miles per hour.

Evacuation of the DC-9 was completed approximately 5 minutes and 22 seconds after the collision, while evacuation of the A-319 took approximately 13 minutes and 8 seconds.

Post-accident inspections revealed no anomalies in the left hydraulic system, while the right hydraulic system exhibited a fractured rudder shutoff valve with characteristics consistent with fatigue. Following this incident, the aircraft manufacturer issued a service letter concerning the replacement of the rudder shutoff valve, based on reliability data they had received. The number of reported incidents exceeded the records in the Federal Aviation Administration's Service Difficulty Reports database but was lower than the operator's records.

[Azimuth]

No, that's how baby planes are made.

[StiffyWood]

[secret_squirrel]

Buttsexx. Ok done being immature for the day.

[Mr.Angel]

It appears the plane had slid into the other.

[hostil.cris]

I 2, love 2 cuddle when its cloudly and rainny out

[Hunted]

Two Northwest Airlines Planes Collide at St. Paul International

Description: NTSB Identification: CHI05MA111A

Accident occurred Tuesday, May 10, 2005 in Minneapolis, MN
Probable Cause Approval Date: 4/25/2007
Aircraft: McDonnell Douglas DC-9-51, registration: N763NC
Injuries: 1 Serious, 7 Minor, 137 Uninjured

The DC-9 was taxiing to the gate area when it collided with a company A-319 that was being pushed back from the gate. Prior to arriving at the destination airport, the DC-9 experienced a loss of hydraulic fluid from a fractured rudder shutoff valve located in the DC-9's right side hydraulic system. The left side hydraulic system had normal hydraulic pressure and quantity throughout the flight. The flightcrew elected to continue to the scheduled destination and declared an emergency while on approach to the destination airport. After landing, the emergency was negated by the flight crew and the airplane taxied to the gate. Flight data recorder information indicates the left engine, which provides power for the left hydraulic system, was shut down during taxi. The captain stated he did not remember shutting the left engine down, and that if he had, it would have been after clearing all runways. The first officer stated that he was unaware that the left engine was shut down. Upon arrival at the gate with the left engine shut down and no hydraulic pressure from the left system and a failure of the right hydraulic system, the airplane experienced a loss of steering and a loss of brakes. The flightcrew requested company maintenance to chock the airplane since they were unable to use brakes to stop the airplane. The crew said they were going to keep the "...engines running in case we have to use reversers..." The airplane began to roll forward and the captain applied reverse thrust but the reversers did not deploy. The airplane impacted the A-319 with a speed of approximately 15.65 miles per hour to 16.34 miles per hour. Evacuation of the DC-9 was completed approximately 5:22 minutes after the collision and evacuation of the A-319 occurred approximately 13:08 minutes after the collision. Examination of the left hydraulic system revealed no anomalies and examination of the right hydraulic system revealed a fractured rudder shutoff valve that displayed features consistent with fatigue. Following the accident, the airplane manufacturer issued a service letter pertaining to the replacement of the rudder shutoff valve based upon reliability information that was reported to them. The number of reports was greater than that of the Federal Aviation Administration's Service Difficulty Reports database, and less than the operators records.

[kellyhound]

Originally Posted by mainetc ↗

Two Northwest Airlines Planes Collide at St. Paul International

Thanks bro

[sincerelywithlove]

$$$

[perezes]

wow that really could have been so so sooo much worse.