Narrative:

This statement is prepared at the request of management concerning the operation of flight ewr-cvg on sep/xx/95. I served as captain and PIC of that flight. I was assisted in the cockpit by first officer. A canadair rj was used. Flight occurred on the 4TH day of a 4-DAY assignment. The entirety of the flying of that period consisted of continuous duty overnight assignments. First officer joined the crew in the evening. The aircraft was parked between ewr gates dd and dc. An A320 was parked at gate dd. An MD90 was parked at gate dc. The rj was forward of the left wing of the MD90, in a position that was approximately perpendicular to the larger aircraft. I determined that the rj could safely exit the area under its own power by initiating a minimum radius turn. Prior to aircraft movement, I discussed with both first officer and the ground crew the procedures for a minimum radius turn. 2 additional wing walkers were added, for a total of 3. Upon completion of appropriate checklists, we set the parking brakes, and started the #1 engine. Upon release of the brake, the aircraft started to move. Nosewheel steering appeared to be effective. I then depressed the brake pedals in order to begin the pivot. I felt no pressure in the brake pedals. I asked first officer for assistance. The first officer then reached up and activated the hydraulic pump switches, whereupon the aircraft came to an immediate stop. Before the aircraft was stopped contact was made between the wingtip of the MD90 and the left side window of the rj. No injuries were received by the passenger or crew of either aircraft. Activation of the pertinent hydraulic pump switches is an item set forth on the aircraft acceptance checklist. I recall beginning to complete the duties on that checklist, but stopping after discovering the need for APU power to conduct a duct monitor test. I do not now recall completing the checklist. First officer was not in the cockpit when the aircraft acceptance checklist was performed.

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Original NASA ASRS Text

Title: 2 ACFT DAMAGED DURING RAMP OP RAMP DEP PROC.

Narrative: THIS STATEMENT IS PREPARED AT THE REQUEST OF MGMNT CONCERNING THE OP OF FLT EWR-CVG ON SEP/XX/95. I SERVED AS CAPT AND PIC OF THAT FLT. I WAS ASSISTED IN THE COCKPIT BY FO. A CANADAIR RJ WAS USED. FLT OCCURRED ON THE 4TH DAY OF A 4-DAY ASSIGNMENT. THE ENTIRETY OF THE FLYING OF THAT PERIOD CONSISTED OF CONTINUOUS DUTY OVERNIGHT ASSIGNMENTS. FO JOINED THE CREW IN THE EVENING. THE ACFT WAS PARKED BTWN EWR GATES DD AND DC. AN A320 WAS PARKED AT GATE DD. AN MD90 WAS PARKED AT GATE DC. THE RJ WAS FORWARD OF THE L WING OF THE MD90, IN A POS THAT WAS APPROX PERPENDICULAR TO THE LARGER ACFT. I DETERMINED THAT THE RJ COULD SAFELY EXIT THE AREA UNDER ITS OWN PWR BY INITIATING A MINIMUM RADIUS TURN. PRIOR TO ACFT MOVEMENT, I DISCUSSED WITH BOTH FO AND THE GND CREW THE PROCS FOR A MINIMUM RADIUS TURN. 2 ADDITIONAL WING WALKERS WERE ADDED, FOR A TOTAL OF 3. UPON COMPLETION OF APPROPRIATE CHKLISTS, WE SET THE PARKING BRAKES, AND STARTED THE #1 ENG. UPON RELEASE OF THE BRAKE, THE ACFT STARTED TO MOVE. NOSEWHEEL STEERING APPEARED TO BE EFFECTIVE. I THEN DEPRESSED THE BRAKE PEDALS IN ORDER TO BEGIN THE PIVOT. I FELT NO PRESSURE IN THE BRAKE PEDALS. I ASKED FO FOR ASSISTANCE. THE FO THEN REACHED UP AND ACTIVATED THE HYD PUMP SWITCHES, WHEREUPON THE ACFT CAME TO AN IMMEDIATE STOP. BEFORE THE ACFT WAS STOPPED CONTACT WAS MADE BTWN THE WINGTIP OF THE MD90 AND THE L SIDE WINDOW OF THE RJ. NO INJURIES WERE RECEIVED BY THE PAX OR CREW OF EITHER ACFT. ACTIVATION OF THE PERTINENT HYD PUMP SWITCHES IS AN ITEM SET FORTH ON THE ACFT ACCEPTANCE CHKLIST. I RECALL BEGINNING TO COMPLETE THE DUTIES ON THAT CHKLIST, BUT STOPPING AFTER DISCOVERING THE NEED FOR APU PWR TO CONDUCT A DUCT MONITOR TEST. I DO NOT NOW RECALL COMPLETING THE CHKLIST. FO WAS NOT IN THE COCKPIT WHEN THE ACFT ACCEPTANCE CHKLIST WAS PERFORMED.

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.