Cape Town – Transport Minister Barbara Creecy has revealed that two SAA Technical employees were formally reprimanded after a November 2022 aircraft collision at OR Tambo International Airport, with an investigation identifying distraction and inadequate communication as the root causes.
Responding in a written parliamentary reply to MK Party MP A Nchabeleng, Creecy said the tug driver and engineer involved in the incident were also required to undergo refresher training following the collision between a South African Airways Airbus A320 and a parked Safair Boeing 737-800 on 11 November 2022.
The collision damaged both aircraft, forcing them out of service and prompting Safair to pursue a multimillion-rand damages claim against SAA Technical.
“The investigation determined that distraction arising from the performance of unrelated tasks while the aircraft was under tow, together with inadequate communication between the tug driver and the engineer, constituted the root causes of the incident,” Creecy said.
Measures to prevent a recurrence
The investigation report was issued on 15 November 2022, four days after the collision.
According to Creecy, SAA Technical’s safety department conducted the investigation to establish the causes of the incident and identify measures to prevent a recurrence.
The investigation used an approach similar to Causal Analysis based on System Theory (CAST), alongside a human-factors safety framework known as the “Dirty Dozen”.
“All maintenance personnel involved in the towing process received training to enhance awareness of the risks associated with multi-tasking during towing operations,” the minister said.
Creecy said SAA Technical subsequently introduced several operational safeguards, including a ban on technical logbooks in the flight deck while an aircraft is being towed and a requirement for the flight deck door to remain closed throughout the towing process.
Pre-tow verification process
The company also made two-way communication between tug drivers and on-board engineers mandatory during towing operations.
Additional measures included a pre-tow verification process requiring the departure desk and team leaders to confirm an aircraft’s readiness with the responsible engineer before a tug is dispatched.
SAA Technical also reviewed its workload-allocation procedures to reduce operational pressure and minimise the risk of employees performing competing tasks during safety-critical operations.
The collision was incorporated into the company’s human-factors training programmes as a case study to reinforce lessons learned.
Nchabeleng asked Creecy whether SAA Technical or another state entity under her department could ultimately be liable for damages, legal costs and interest if Safair succeeds in its claim.
He also questioned the justification for a state-owned entity potentially carrying millions of rand in financial exposure if meaningful consequence management had not followed the incident.
Disciplinary action
Creecy said the claim was being handled by SAA Technical’s insurers and their appointed legal representatives.
“The claim is being managed by SAAT’s insurers, in consultation with their appointed legal representatives, Clyde & Co, who are currently attending to the defence of the matter,” she said.
The minister’s response did not specify whether SAA Technical could ultimately bear any portion of the damages, legal costs or interest. It also did not identify the employees involved or detail disciplinary action beyond the formal reprimands and refresher training.
Safair initially sought US$446,059.14 for repairs to its damaged Boeing 737-800 and US$3,226,634.45 for lost income while the aircraft was out of service.
The SAA Airbus sustained wing-tip damage, while the Safair aircraft suffered significant damage to its tail section. Both were removed from service, with Safair operating a Boeing 737-400 as a replacement while repairs were carried out.
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Compiled by Betha Madhomu
