ATSB Report Links BNE 737 Collisions to Aerobridge Blind Spots

The Australian Transport Safety Bureau (ATSB) has released its final report into two separate incidents where an aerobridge collided with parked Boeing 737s at Brisbane Airport (BNE), concluding that operator blind spots were the primary cause. The investigation highlights critical safety lessons for aircraft ground handling safety, particularly at mixed-use gates where infrastructure must accommodate both wide-body and narrow-body aircraft.

The findings center on collisions at Gate 82 of the international terminal, which resulted in significant damage to aircraft operated by Qantas and Fiji Airways. The report underscores the risks associated with ground support equipment procedures that do not adequately account for differences in aircraft size and parking position, prompting immediate infrastructure and training upgrades by the airport operator.

Investigation Details

The ATSB investigation covered two distinct events. The first occurred on June 18, 2025, involving a Qantas Boeing 737-800. The aerobridge made contact with the aircraft, shattering its right windshield. Just over a month later, on July 26, 2025, a nearly identical incident occurred at the same gate, this time involving a Fiji Airways Boeing 737-8 MAX, which sustained a shattered left windshield.

According to ATSB Chief Commissioner Angus Mitchell, the collisions happened because operators began extending the aerobridges without a visual reference to the aircraft. At mixed-use gates like Gate 82, narrow-body aircraft such as the 737 park lower and further from the aerobridge's home position than wide-body jets. This requires the bridge to extend significantly further and at a sharper angle, almost parallel to the fuselage, which can block the operator’s line of sight from the cab. The investigation found that operators expected the aircraft to come into view during extension, but a slight incorrect joystick movement resulted in the bridge moving diagonally into the cockpit area.

The ATSB identified that existing aerobridge training and in-cab instructions did not explicitly direct operators to gain and maintain visibility of the aircraft before initiating movement.

Airport and Industry Response

In response to the findings, the Brisbane Airport Corporation (BAC), the operator of BNE, has taken significant safety actions. The corporation confirmed it is replacing eight aerobridges, including the one at Gate 82, as part of a planned upgrade program that was expedited following the incidents. Furthermore, BAC has mandated positive line-of-sight operations for all aerobridge movements and updated its training protocols to emphasize correct joystick orientation and visual confirmation.

The stakeholder impact extends beyond infrastructure. Airlines, including Qantas and Fiji Airways, incurred repair costs and operational disruptions from the temporary grounding of the damaged aircraft. For ground handlers and aerobridge operators, the incidents have led to revised training requirements focused on mitigating visibility risks. In an effort to bolster oversight, BAC also created a new quality assurance role specifically for airside performance.

Broader Context and Historical Precedents

These incidents are not isolated events for Brisbane Airport or the Australian aviation sector. In early 2025, an Air New Zealand Boeing 777-300ER was damaged at BNE when an aerobridge collision caused a 7cm puncture in the aircraft's skin, forcing a flight cancellation. The pattern of ground handling incidents continued elsewhere in the country when a Virgin Australia 737 collided with a towing vehicle at Melbourne Airport on July 27, 2025. These events collectively point to persistent challenges in ground support equipment safety across Australian airports.

Technical Analysis

The ATSB's findings reveal a systemic issue rooted in adapting airport infrastructure for evolving fleet mixes. The incidents at Gate 82 demonstrate a critical gap between the design assumptions of wide-body-capable gates and the operational realities of servicing smaller, narrow-body aircraft. The reliance on operator skill to manage equipment blind spots without explicit procedural safeguards proved insufficient. This situation suggests that as airlines increasingly deploy long-range narrow-body aircraft on international routes traditionally served by wide-bodies, airports must proactively reassess the suitability of their existing ground support infrastructure and training protocols to prevent similar collisions.

What Comes Next

According to the Brisbane Airport Corporation, the replacement of the eight aerobridges is a confirmed project scheduled for completion between 2026 and 2027. The updated training protocols for operators are already in effect. The ATSB has classified the investigation as complete but noted that the safety actions taken by BAC address the identified risks.

Why This Matters

This investigation serves as a critical reminder for the global aviation industry that ground operations require the same rigorous safety oversight as flight operations. The report highlights that as airline fleets become more diverse, airport infrastructure and procedures must adapt to prevent foreseeable risks. For airport operators worldwide, the Brisbane incidents underscore the necessity of re-evaluating aerobridge visibility and training, especially at gates handling a mix of aircraft types.