Narrative:

[We] operated normally until arriving at the gate. We were assigned gate X when reporting in range which is a non-normal gate. Apron cleared us to gate X via lane 1. Upon arriving at X there were 3 marshallers; 1 for each wing; 1 for the nose; and several other station personnel for bags. We received normal hand signals to enter and at no time were signaled not to proceed or stop. After parking we discovered that the marshallers signaled us to taxi under the wing of a 737 to the left on gate Y. At no time did the aircraft make contact and the clearance was greater than 3feet. The configuration of the movable ramp completely blocked my view of the left side and also blocked the captains view. The lead marshaller would have had difficulty seeing the left wing walker due to the ramp. Transport canada safety officials later notified us that gate X should not have been assigned to us due to the aircraft on gate Y. The airport safety personnel later decided that we were to pushback under the 737 so that it could depart. We complied and the station manager along with other senior ground personnel served as safety guides and marshallers for the left wing. The canadian safety inspector told us that gate X was not to be used with an aircraft on gate Y. He said that we never should have been assigned the gate when we reported in range and that apron shouldn't have given us a taxi clearance to gate X with the aircraft on gate Y. It would be helpful for this kind of information to be on the 10-7 sheet.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-200 reported tight clearances operating into Gate at CYYZ because there was a B737 parked at an adjacent gate.

Narrative: [We] operated normally until arriving at the gate. We were assigned Gate X when reporting in range which is a non-normal gate. Apron cleared us to Gate X via Lane 1. Upon arriving at X there were 3 marshallers; 1 for each wing; 1 for the nose; and several other station personnel for bags. We received normal hand signals to enter and at no time were signaled not to proceed or stop. After parking we discovered that the marshallers signaled us to taxi under the wing of a 737 to the left on Gate Y. At no time did the aircraft make contact and the clearance was greater than 3feet. The configuration of the movable ramp completely blocked my view of the left side and also blocked the captains view. The lead marshaller would have had difficulty seeing the left wing walker due to the ramp. Transport Canada safety officials later notified us that Gate X should not have been assigned to us due to the aircraft on Gate Y. The airport safety personnel later decided that we were to pushback under the 737 so that it could depart. We complied and the station manager along with other senior ground personnel served as safety guides and marshallers for the left wing. The Canadian safety inspector told us that Gate X was not to be used with an aircraft on Gate Y. He said that we never should have been assigned the gate when we reported in range and that apron shouldn't have given us a taxi clearance to Gate X with the aircraft on Gate Y. It would be helpful for this kind of information to be on the 10-7 sheet.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.