Just looking at the NTSB database for the past 5 years came up with these three. They all involved running into company aircraft though. I could care less about taxi speeds though I just wish you guys could turn off your landing lights, strobes and wing inspection lights before taxiing by at night.


http://ntsb.gov/ntsb/brief.asp?ev_id...1700&key=1

http://ntsb.gov/ntsb/brief.asp?ev_id...0042&key=2

http://ntsb.gov/ntsb/brief.asp?ev_id...0283&key=2

Are these a/c taxiing by you before/after crossing a runway?......cause that's when all that stuff is on. Just like every other airline.

not at AA, exterior lights are captain's discretion. Once again, another area where AA needs to be different.

No I have no problem with that because like you said everyone else is like that. It's well after landing like on Q north bound after landing 25L at LAX. Most of the time it's just the stobes and wing inspection but I've seen the landing/retractable recogs on many times as well. Everyone forgets every once in a while but it seems like 95% of the time it's SW taxiing with it all lit up.

Haha, yep. Our's (DAL) is "all available lighting ON" anytime crossing a runway.

One of my friend's interned at AA... pulled their checklist out for me for the 757/767. Quite cumbersome was the first description that came to mind.

NWA's was a lot different from ours, but very efficient, and DAL's is efficient in other regards.

Delta and every flight school I've ever flown with have it right, then — if you've got a light, turn it on when you're going 'cross the big concrete. Indeed, that's official FAA guidance if memory serves—Operation Lights On. Operation of anticollision lights are at the Captain's/PIC discretion by 14 CFR 91—if their operation creates a hazard, then you don't turn them on.

Reread the post.... one sentence above I wrote:

Sometimes we ask for a a short cut if traffic permits and courtesy allows.

Chucky,

As I said, a different system can cause one to operate their aircraft differently. If your aircraft has systems that would make you suspect of taxiing over 20 kts. then don't. On a straight taxiway I feel comfortable at 30kts. and observe that because our FOM says (and Boeing recommends) that is the limit. Not wrong, just different. With 17,000+ hours in the 737 maybe I am too comfortable. That is always a possiblity. You can call it luck, but I have never (we all no what comes after that statement) injured a FA or anyone else. I agree it is all about risk vs. reward, but please when you accuse someone else (I am not saying you did) that they are unsafe, it would be nice to show why.:)

The Oscar

Thank you for your references. I still would like to have the proof that Captain Bligh might have been involved in an incident so that he could say - I was "bashed" by SWA. Maybe he had access to the same info and pictures that might be available and wished to overstate his involvement. I am just asking!:cool:

The Oscar

BTW, If and when such proof is divulged I will admit it right here and now. It still won't prove that SWA is the only one who has such incidents and it is because they taxi too fast.:D

ksatflyer,

As I said I expected this to get hijacked and it was. Maybe I was partially responsible.

Perhaps there are some "old" guys/gals where you work who could provide some help with and incident that I experienced and even mentioned the last (or maybe a few times back) time taxi speeds came up here on APC. While taxiing out to 12R we found two AA MD's taxiing rather slowly in front of us and without our intitiating it the ground controller had us switch to tower freq where we were cleared to back taxi and takeoff on 12R. No disruption, no fuss, and no complaints from the AA aircraft. Just an example of the situational awareness of the controllers wanting to move traffic efficiently.:)

Thanks for wanting/doing your job well!:)

The Oscar