Narrative:

After landing, the tower cleared me to the ramp area and instructed me to monitor ground control. As I approached the t- hangar area on taxiway B, I stopped my aircraft due to a piper aztec on centerline of taxiway. After the aztec started and taxied clear enough for me to pass to his left, I began taxiing along the taxiway towards my t-hangar. While taxiing I instructed my student that he had let our taxi speed increase to more than a brisk walk. I instructed him that on soft fields we hold the nose off with elevator and had him pull the yoke full back. At this same time I told him to remove some power. At this point he inadvertently pushed the throttle in, increasing power momentarily, and I quickly pulled it back. The nosewheel left the ground for an instant due to slipstream effect on the tail. It was at this point, I assume. That 2 line fuelers inaccurately assumed the main gear left the ramp also. When power was removed we continued taxiing to my t-hangar. We stopped the plane, shut down the aircraft, removed 2 vehicles from my hangar, installed the aircraft and left the field. No personnel ever approached me in that 15 min period. Upon arriving at my residence at XA30 pm, I found I had received a call from the assistant airport manager informing me to contact him in that he had forcibly removed my lock due to an extreme incident. Upon contact with this person he informed me he had contacted the FAA FSDO office upon hearing this story from his line personnel. There was never any danger to persons or property, in my opinion, during this incident and the aircraft was in full control at all times. There is not enough ramp area in this area to reach rotational climb out speed. To correct for this situation in the future, I plan to instruct students in areas where non experienced personnel will not misconstrue the events and convey inaccurate information.

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Original NASA ASRS Text

Title: A FLT INSTRUCTOR WAS ACCUSED OF IMPROPER TAXI PROCS BY LINE PERSONNEL, AND WAS RPTED TO THE FAA.

Narrative: AFTER LNDG, THE TWR CLRED ME TO THE RAMP AREA AND INSTRUCTED ME TO MONITOR GND CTL. AS I APCHED THE T- HANGAR AREA ON TXWY B, I STOPPED MY ACFT DUE TO A PIPER AZTEC ON CTRLINE OF TXWY. AFTER THE AZTEC STARTED AND TAXIED CLR ENOUGH FOR ME TO PASS TO HIS L, I BEGAN TAXIING ALONG THE TXWY TOWARDS MY T-HANGAR. WHILE TAXIING I INSTRUCTED MY STUDENT THAT HE HAD LET OUR TAXI SPD INCREASE TO MORE THAN A BRISK WALK. I INSTRUCTED HIM THAT ON SOFT FIELDS WE HOLD THE NOSE OFF WITH ELEVATOR AND HAD HIM PULL THE YOKE FULL BACK. AT THIS SAME TIME I TOLD HIM TO REMOVE SOME PWR. AT THIS POINT HE INADVERTENTLY PUSHED THE THROTTLE IN, INCREASING PWR MOMENTARILY, AND I QUICKLY PULLED IT BACK. THE NOSEWHEEL LEFT THE GND FOR AN INSTANT DUE TO SLIPSTREAM EFFECT ON THE TAIL. IT WAS AT THIS POINT, I ASSUME. THAT 2 LINE FUELERS INACCURATELY ASSUMED THE MAIN GEAR LEFT THE RAMP ALSO. WHEN PWR WAS REMOVED WE CONTINUED TAXIING TO MY T-HANGAR. WE STOPPED THE PLANE, SHUT DOWN THE ACFT, REMOVED 2 VEHICLES FROM MY HANGAR, INSTALLED THE ACFT AND LEFT THE FIELD. NO PERSONNEL EVER APCHED ME IN THAT 15 MIN PERIOD. UPON ARRIVING AT MY RESIDENCE AT XA30 PM, I FOUND I HAD RECEIVED A CALL FROM THE ASSISTANT ARPT MGR INFORMING ME TO CONTACT HIM IN THAT HE HAD FORCIBLY REMOVED MY LOCK DUE TO AN EXTREME INCIDENT. UPON CONTACT WITH THIS PERSON HE INFORMED ME HE HAD CONTACTED THE FAA FSDO OFFICE UPON HEARING THIS STORY FROM HIS LINE PERSONNEL. THERE WAS NEVER ANY DANGER TO PERSONS OR PROPERTY, IN MY OPINION, DURING THIS INCIDENT AND THE ACFT WAS IN FULL CTL AT ALL TIMES. THERE IS NOT ENOUGH RAMP AREA IN THIS AREA TO REACH ROTATIONAL CLBOUT SPD. TO CORRECT FOR THIS SIT IN THE FUTURE, I PLAN TO INSTRUCT STUDENTS IN AREAS WHERE NON EXPERIENCED PERSONNEL WILL NOT MISCONSTRUE THE EVENTS AND CONVEY INACCURATE INFO.

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.