Narrative:

Upon arrival at ft meyers, the so was unable to contact operations radio for a gate assignment. Our airport diagram shows xx as the company gate. At least 6 attempts were made to contact operations during our taxi in to xx. Approaching the gate I stopped to wait for a guideman. Very shortly a guideman arrived and finally operations radio contacted us. They wanted us to go to gate xy. To the right of my aircraft were several baggage carts and the terminal building. To my left was another aircraft. The guideman was signaling for a hard left turn and there was a wing walker on the right wing. It is not uncommon for capts to be forced into trusting ground personnel for ground clearance and power required for a turn. I added power as necessary for the turn, keeping my eyes on the guideman and the aircraft on my left. There was never an indication from the guideman to stop or reduce power. Upon arriving at gate xy, I was met by an airport operations officer who said I had blown some baggage carts around during my turn at xx and he would have to check on the damage. I then went into the terminal and looked down upon the xx ramp area. I saw no damage at all. However, there has been a violation filed. I feel the incident was created by: ft meyers not having the ramp radio monitored. Gate xy had no visible personnel because xz had an aircraft in it. There was not any visible means available to prevent my taxi into gate xx.

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Original NASA ASRS Text

Title: ARPT OPS FILES VIOLATION ON 727 CAPT FOR JET BLAST DAMAGE TO CARTS IN RAMP OP ACFT PARKING PROC.

Narrative: UPON ARR AT FT MEYERS, THE SO WAS UNABLE TO CONTACT OPS RADIO FOR A GATE ASSIGNMENT. OUR ARPT DIAGRAM SHOWS XX AS THE COMPANY GATE. AT LEAST 6 ATTEMPTS WERE MADE TO CONTACT OPS DURING OUR TAXI IN TO XX. APCHING THE GATE I STOPPED TO WAIT FOR A GUIDEMAN. VERY SHORTLY A GUIDEMAN ARRIVED AND FINALLY OPS RADIO CONTACTED US. THEY WANTED US TO GO TO GATE XY. TO THE R OF MY ACFT WERE SEVERAL BAGGAGE CARTS AND THE TERMINAL BUILDING. TO MY L WAS ANOTHER ACFT. THE GUIDEMAN WAS SIGNALING FOR A HARD L TURN AND THERE WAS A WING WALKER ON THE R WING. IT IS NOT UNCOMMON FOR CAPTS TO BE FORCED INTO TRUSTING GND PERSONNEL FOR GND CLRNC AND PWR REQUIRED FOR A TURN. I ADDED PWR AS NECESSARY FOR THE TURN, KEEPING MY EYES ON THE GUIDEMAN AND THE ACFT ON MY L. THERE WAS NEVER AN INDICATION FROM THE GUIDEMAN TO STOP OR REDUCE PWR. UPON ARRIVING AT GATE XY, I WAS MET BY AN ARPT OPS OFFICER WHO SAID I HAD BLOWN SOME BAGGAGE CARTS AROUND DURING MY TURN AT XX AND HE WOULD HAVE TO CHK ON THE DAMAGE. I THEN WENT INTO THE TERMINAL AND LOOKED DOWN UPON THE XX RAMP AREA. I SAW NO DAMAGE AT ALL. HOWEVER, THERE HAS BEEN A VIOLATION FILED. I FEEL THE INCIDENT WAS CREATED BY: FT MEYERS NOT HAVING THE RAMP RADIO MONITORED. GATE XY HAD NO VISIBLE PERSONNEL BECAUSE XZ HAD AN ACFT IN IT. THERE WAS NOT ANY VISIBLE MEANS AVAILABLE TO PREVENT MY TAXI INTO GATE XX.

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.