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Gv flight crew reported that the aircraft's wing hit a hanger while taxiing.
| Attributes | |
| ACN | 1392431 |
| Time | |
| Date | 201610 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Gulfstream V / G500 / G550 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Taxi |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Air Traffic Control Fully Certified Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor |
| Experience | Air Traffic Control Military 3 Flight Crew Last 90 Days 90 Flight Crew Total 6000 Flight Crew Type 210 |
| Person 2 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 20 Flight Crew Total 13500 Flight Crew Type 750 |
| Events | |
| Anomaly | ATC Issue All Types Ground Event / Encounter Object |
| Miss Distance | Horizontal 1 |
Narrative:
We requested our clearance to taxi for departure via taxiway 'B'. ATC declined our request and instead issued taxi clearance using the inner ramp to hold short on taxiway 'G'. The pilot not flying (PNF) stated again to ATC his concern of using the inner taxiway and the use of vehicles previously in the area. ATC reply was that the area was clear of vehicles and suitable for us to use for our taxi instead of using taxiway 'B'. The controllers seemed firm with the instructions and we accepted to prevent unwanted banter and delays. Nothing was posted in the AFD about taxiway width or minimum wing span; so we taxied out and completed a taxi/before takeoff checklist. We passed a few parked light fixed wing aircraft then had to turn left to follow inner ramp. I decided to move off-center a few feet from taxi centerline to allow a few more feet from the oncoming hangars on the left side. Caution was also needed to ensure right main gear would remain on taxiway to ensure pavement strength. The first set of hangars appeared from cockpit to have about 2-4 feet of clearance from hangar. The next and final oncoming hangars appeared to be the same distance from the taxiway. I approached the set of hangars with slower than normal taxi speed as we also had a right turn onto taxiway 'G'. I looked out the window just prior for a quick glance as I was also about to turn. Then seconds later we felt the shimmy of the aircraft. I looked out left and saw that the left winglet did make contact with the hangar. The PNF got up to open the main cabin door to assess the situation as I remained inside the cockpit. I relayed back to ATC that this is why we didn't want to taxi via the inner ramp because we felt it was too short and why we insisted on taxiway 'B'. We shut down aircraft in place to contact the required airfield and company personnel before we took any further actions.
Original NASA ASRS Text
Title: GV flight crew reported that the aircraft's wing hit a hanger while taxiing.
Narrative: We requested our clearance to taxi for departure via taxiway 'B'. ATC declined our request and instead issued taxi clearance using the inner ramp to hold short on taxiway 'G'. The Pilot Not Flying (PNF) stated again to ATC his concern of using the inner taxiway and the use of vehicles previously in the area. ATC reply was that the area was clear of vehicles and suitable for us to use for our taxi instead of using Taxiway 'B'. The controllers seemed firm with the instructions and we accepted to prevent unwanted banter and delays. Nothing was posted in the AFD about taxiway width or minimum wing span; so we taxied out and completed a taxi/before takeoff checklist. We passed a few parked light fixed wing aircraft then had to turn left to follow inner ramp. I decided to move off-center a few feet from taxi centerline to allow a few more feet from the oncoming hangars on the left side. Caution was also needed to ensure right main gear would remain on taxiway to ensure pavement strength. The first set of hangars appeared from cockpit to have about 2-4 feet of clearance from hangar. The next and final oncoming hangars appeared to be the same distance from the taxiway. I approached the set of hangars with slower than normal taxi speed as we also had a right turn onto taxiway 'G'. I looked out the window just prior for a quick glance as I was also about to turn. Then seconds later we felt the shimmy of the aircraft. I looked out left and saw that the left winglet did make contact with the hangar. The PNF got up to open the main cabin door to assess the situation as I remained inside the cockpit. I relayed back to ATC that this is why we didn't want to taxi via the inner ramp because we felt it was too short and why we insisted on taxiway 'B'. We shut down aircraft in place to contact the required airfield and company personnel before we took any further actions.
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.