Narrative:

I was waiting in the dtw crew lounge for a flight home after finishing my pattern. I overheard a ramp agent discussing moving an aircraft to a different position on the ramp. I offered to taxi the aircraft for them. Although the aircraft is type certificated for 2 pilots, I elected to move the aircraft by myself, as it was part 91, not intended for flight. Initially, after completing the appropriate checklists, I only started the right engine. I taxied to circle (G concourse) and called ground 121.8 for clearance to reposition, which was approved. I taxied a couple of more ft, stopped and decided to start the #1 engine also due to the right turns required to park. (Note: pneumatic bottle pressures 1500-1600/2000/2500-2800 noted during checklists.) everything was fine until my final turn to park (marshaller in proper position). The aircraft initially responded normally to turn and then the nose steering stopped responding. I hit the brakes--no response (by this time I was quite close to ground equipment). I glanced at the brake bottle--it read 0. Main bottle still read 2000 psi. I kept trying to turn with the tiller, but the aircraft wouldn't turn. I could not turn or stop the aircraft and only had 1-2 seconds to react before hitting the truck. There was no time to use the alternate brakes. I hit the truck and a tug and the aircraft stopped. I shut the left hpc and selected idle/feather on the right power lever/hpc. I gang barred the electrical system, made sure the aircraft was secure, and exited via the forward cargo door. The ramp agent said no one was hurt. Asked if I was hurt. I said no and went to operations. Operations agent asked if he should call a fire truck. I said that it didn't look like there were any fuel leaks, but that it would be a good idea. I called dispatch for the chief pilot's phone # and then called him to explain the circumstances. I went back to the aircraft and double checked shutdown procedures and then wrote this report.

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Original NASA ASRS Text

Title: PLT LOST CTL OF COMMUTER MDT TAXIING TO REPOSITION ACFT AT DTW.

Narrative: I WAS WAITING IN THE DTW CREW LOUNGE FOR A FLT HOME AFTER FINISHING MY PATTERN. I OVERHEARD A RAMP AGENT DISCUSSING MOVING AN ACFT TO A DIFFERENT POS ON THE RAMP. I OFFERED TO TAXI THE ACFT FOR THEM. ALTHOUGH THE ACFT IS TYPE CERTIFICATED FOR 2 PLTS, I ELECTED TO MOVE THE ACFT BY MYSELF, AS IT WAS PART 91, NOT INTENDED FOR FLT. INITIALLY, AFTER COMPLETING THE APPROPRIATE CHKLISTS, I ONLY STARTED THE RIGHT ENG. I TAXIED TO CIRCLE (G CONCOURSE) AND CALLED GND 121.8 FOR CLRNC TO REPOSITION, WHICH WAS APPROVED. I TAXIED A COUPLE OF MORE FT, STOPPED AND DECIDED TO START THE #1 ENG ALSO DUE TO THE RIGHT TURNS REQUIRED TO PARK. (NOTE: PNEUMATIC BOTTLE PRESSURES 1500-1600/2000/2500-2800 NOTED DURING CHKLISTS.) EVERYTHING WAS FINE UNTIL MY FINAL TURN TO PARK (MARSHALLER IN PROPER POS). THE ACFT INITIALLY RESPONDED NORMALLY TO TURN AND THEN THE NOSE STEERING STOPPED RESPONDING. I HIT THE BRAKES--NO RESPONSE (BY THIS TIME I WAS QUITE CLOSE TO GND EQUIP). I GLANCED AT THE BRAKE BOTTLE--IT READ 0. MAIN BOTTLE STILL READ 2000 PSI. I KEPT TRYING TO TURN WITH THE TILLER, BUT THE ACFT WOULDN'T TURN. I COULD NOT TURN OR STOP THE ACFT AND ONLY HAD 1-2 SECS TO REACT BEFORE HITTING THE TRUCK. THERE WAS NO TIME TO USE THE ALTERNATE BRAKES. I HIT THE TRUCK AND A TUG AND THE ACFT STOPPED. I SHUT THE LEFT HPC AND SELECTED IDLE/FEATHER ON THE RIGHT PWR LEVER/HPC. I GANG BARRED THE ELECTRICAL SYS, MADE SURE THE ACFT WAS SECURE, AND EXITED VIA THE FORWARD CARGO DOOR. THE RAMP AGENT SAID NO ONE WAS HURT. ASKED IF I WAS HURT. I SAID NO AND WENT TO OPS. OPS AGENT ASKED IF HE SHOULD CALL A FIRE TRUCK. I SAID THAT IT DIDN'T LOOK LIKE THERE WERE ANY FUEL LEAKS, BUT THAT IT WOULD BE A GOOD IDEA. I CALLED DISPATCH FOR THE CHIEF PLT'S PHONE # AND THEN CALLED HIM TO EXPLAIN THE CIRCUMSTANCES. I WENT BACK TO THE ACFT AND DOUBLE CHKED SHUTDOWN PROCS AND THEN WROTE THIS RPT.

Data retrieved from NASA's ASRS site as of July 2007 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.