Possible jet blast damage during taxi.

Attributes
ACN	296255
Time
Date	199501
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lit
State Reference	AR
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : corporate
Make Model Name	Gulfstream IV
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	ground other : taxi
Flight Plan	IFR
Aircraft 2
Operator	general aviation : personal
Make Model Name	Mooney Aircraft Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	ground : parked
Flight Plan	None
Person 1
Affiliation	Other
Function	other personnel other
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 6300 flight time type : 900
ASRS Report	296255
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 75 flight time total : 11000 flight time type : 300
ASRS Report	295607
Events
Anomaly	other anomaly other
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

During a normal passenger pickup stop at adams field on jan/95, our gulfstream iv was parked by a lineman on the ramp at FBO. We picked up our passenger and fueled the aircraft to approximately 23000 pounds of fuel. (This resulted in the aircraft weighing 68000 pounds.) we started out on the second leg of an extended overseas trip with all system normal following the engine start sequenced. After receiving our clearance to gander, newfoundland, and taxi clearance, the PF, our chief pilot, applied power to start the aircraft movement. I assure you, he used the minimum power possible to start the aircraft moving and to execute the required right turn out of the parking space. At this point, I'd like to say in my more than 20 yrs of being around aircraft, I have never seen anyone more cautious and smooth in operation of any aircraft than our chief pilot! We taxied out with all indications normal and the remainder of the around-the-world flight was routine. Upon return to msy, our home base, I immediately had to catch a commercial flight to texas as my father was in the hospital. I had no idea of any of this until my return and obviously the 10 day deadline had passed. However, I feel so strongly about this situation, I feel the need to still submit the ASRS form. The chief pilot didn't find out of this incident until returning from the trip when he read it in an internal company memo. This type of situation could be prevented by not mixing light aircraft in the same ramp space as aircraft weighing 75000 pounds. There is a meeting scheduled next week at the FBO in which discussions will take place to prevent this from ever happening again (the FAA is sending a representative). The operator of the small mooney is alleging some damage to his paint was caused by trash blowing across the ramp due to our jet engine thrust. Again, it is my opinion, and that is what I get paid for, that the chief pilot (PF) used the absolute minimum power to move our aircraft -- no one could have done it any smoother!

Original NASA ASRS Text

Title: POSSIBLE JET BLAST DAMAGE DURING TAXI.

Narrative: DURING A NORMAL PAX PICKUP STOP AT ADAMS FIELD ON JAN/95, OUR GULFSTREAM IV WAS PARKED BY A LINEMAN ON THE RAMP AT FBO. WE PICKED UP OUR PAX AND FUELED THE ACFT TO APPROX 23000 LBS OF FUEL. (THIS RESULTED IN THE ACFT WEIGHING 68000 LBS.) WE STARTED OUT ON THE SECOND LEG OF AN EXTENDED OVERSEAS TRIP WITH ALL SYS NORMAL FOLLOWING THE ENG START SEQUENCED. AFTER RECEIVING OUR CLRNC TO GANDER, NEWFOUNDLAND, AND TAXI CLRNC, THE PF, OUR CHIEF PLT, APPLIED PWR TO START THE ACFT MOVEMENT. I ASSURE YOU, HE USED THE MINIMUM PWR POSSIBLE TO START THE ACFT MOVING AND TO EXECUTE THE REQUIRED R TURN OUT OF THE PARKING SPACE. AT THIS POINT, I'D LIKE TO SAY IN MY MORE THAN 20 YRS OF BEING AROUND ACFT, I HAVE NEVER SEEN ANYONE MORE CAUTIOUS AND SMOOTH IN OP OF ANY ACFT THAN OUR CHIEF PLT! WE TAXIED OUT WITH ALL INDICATIONS NORMAL AND THE REMAINDER OF THE AROUND-THE-WORLD FLT WAS ROUTINE. UPON RETURN TO MSY, OUR HOME BASE, I IMMEDIATELY HAD TO CATCH A COMMERCIAL FLT TO TEXAS AS MY FATHER WAS IN THE HOSPITAL. I HAD NO IDEA OF ANY OF THIS UNTIL MY RETURN AND OBVIOUSLY THE 10 DAY DEADLINE HAD PASSED. HOWEVER, I FEEL SO STRONGLY ABOUT THIS SIT, I FEEL THE NEED TO STILL SUBMIT THE ASRS FORM. THE CHIEF PLT DIDN'T FIND OUT OF THIS INCIDENT UNTIL RETURNING FROM THE TRIP WHEN HE READ IT IN AN INTERNAL COMPANY MEMO. THIS TYPE OF SIT COULD BE PREVENTED BY NOT MIXING LIGHT ACFT IN THE SAME RAMP SPACE AS ACFT WEIGHING 75000 LBS. THERE IS A MEETING SCHEDULED NEXT WK AT THE FBO IN WHICH DISCUSSIONS WILL TAKE PLACE TO PREVENT THIS FROM EVER HAPPENING AGAIN (THE FAA IS SENDING A REPRESENTATIVE). THE OPERATOR OF THE SMALL MOONEY IS ALLEGING SOME DAMAGE TO HIS PAINT WAS CAUSED BY TRASH BLOWING ACROSS THE RAMP DUE TO OUR JET ENG THRUST. AGAIN, IT IS MY OPINION, AND THAT IS WHAT I GET PAID FOR, THAT THE CHIEF PLT (PF) USED THE ABSOLUTE MINIMUM PWR TO MOVE OUR ACFT -- NO ONE COULD HAVE DONE IT ANY SMOOTHER!

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.