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G4 flight crew taxies their aircraft into the tail of a LR35 at apc, ca. Crew cites poor parking procedures, lack of painted lines for aircraft parking and poorly adapted trained linemen.
| Attributes | |
| ACN | 370844 |
| Time | |
| Date | 199706 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : apc |
| State Reference | CA |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zny |
| 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 other |
| Flight Plan | None |
| Aircraft 2 | |
| Make Model Name | Learjet 35 |
| Flight Phase | ground : parked |
| Flight Plan | None |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : atp pilot : cfi pilot : commercial |
| Experience | flight time last 90 days : 100 flight time total : 4800 flight time type : 1900 |
| ASRS Report | 370844 |
| Person 2 | |
| Affiliation | Other |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 13500 flight time type : 7000 |
| ASRS Report | 371253 |
| Events | |
| Anomaly | conflict : ground critical other anomaly other |
| Independent Detector | other other : unspecified |
| Resolutory Action | none taken : insufficient time |
| Consequence | other |
| Miss Distance | horizontal : 0 vertical : 0 |
| Supplementary | |
| Primary Problem | Airport |
| Air Traffic Incident | Pilot Deviation other |
| Situations | |
| Airport | other physical facility procedure or policy : unspecified |
Narrative:
After landing and while taxiing into parking, a lineman on a 'follow me' golf cart waved to us to follow him in-between 2 rows of parked airplanes. As I taxied around the corner and lined up in the middle of the 2 rows of aircraft, the captain mentioned that the clearance looked 'pretty tight' and to go slowly. He then said to stop. I stopped the aircraft and a second lineman took up a position on the right side of the aircraft. I checked the wingtip clearance on the left side of the aircraft and the captain said to continue. As we moved forward about 10 ft the captain said to stop the aircraft again, as we had struck an aircraft parked on the right side of our aircraft. The aircraft on this flight line were not parked in straight lines, but were staggered. There were no painted lines on the ramp to help determine whether or not separation could be maintained. The line personnel did not have hearing protection and the wing walker on the right wing was plugging his ears in-between signaling the captain. These were all contributing factors. In the final analysis, these young inexperienced linemen led us down the 'primrose path.' we should have gotten out of the aircraft and checked the clearance when we stopped the first time to make sure it would work but instead continued with a bad situation and transferred aircraft responsibility to the linemen. A contributing factor was the fact that we were on a tight schedule and did not take the time and care that we should have. Also better training for ramp personnel would have helped avoid this problem. In addition, the line personnel did not have hearing protection on and were unable to adequately signal and cover ears at the same time. Supplemental information from acn 371253: as we got closer to the lear another quick thumbs up was given by the line person at the lear. I turned to my left to see how the first officer's side was doing, checked the ramper in front of us, turned back to see the right winglet slide under the right elevator of the lear followed by the ramper giving a stop signal. I should not have followed these guiders. I should have utilized another taxiway to park the aircraft.
Original NASA ASRS Text
Title: G4 FLC TAXIES THEIR ACFT INTO THE TAIL OF A LR35 AT APC, CA. CREW CITES POOR PARKING PROCS, LACK OF PAINTED LINES FOR ACFT PARKING AND POORLY ADAPTED TRAINED LINEMEN.
Narrative: AFTER LNDG AND WHILE TAXIING INTO PARKING, A LINEMAN ON A 'FOLLOW ME' GOLF CART WAVED TO US TO FOLLOW HIM IN-BTWN 2 ROWS OF PARKED AIRPLANES. AS I TAXIED AROUND THE CORNER AND LINED UP IN THE MIDDLE OF THE 2 ROWS OF ACFT, THE CAPT MENTIONED THAT THE CLRNC LOOKED 'PRETTY TIGHT' AND TO GO SLOWLY. HE THEN SAID TO STOP. I STOPPED THE ACFT AND A SECOND LINEMAN TOOK UP A POS ON THE R SIDE OF THE ACFT. I CHKED THE WINGTIP CLRNC ON THE L SIDE OF THE ACFT AND THE CAPT SAID TO CONTINUE. AS WE MOVED FORWARD ABOUT 10 FT THE CAPT SAID TO STOP THE ACFT AGAIN, AS WE HAD STRUCK AN ACFT PARKED ON THE R SIDE OF OUR ACFT. THE ACFT ON THIS FLT LINE WERE NOT PARKED IN STRAIGHT LINES, BUT WERE STAGGERED. THERE WERE NO PAINTED LINES ON THE RAMP TO HELP DETERMINE WHETHER OR NOT SEPARATION COULD BE MAINTAINED. THE LINE PERSONNEL DID NOT HAVE HEARING PROTECTION AND THE WING WALKER ON THE R WING WAS PLUGGING HIS EARS IN-BTWN SIGNALING THE CAPT. THESE WERE ALL CONTRIBUTING FACTORS. IN THE FINAL ANALYSIS, THESE YOUNG INEXPERIENCED LINEMEN LED US DOWN THE 'PRIMROSE PATH.' WE SHOULD HAVE GOTTEN OUT OF THE ACFT AND CHKED THE CLRNC WHEN WE STOPPED THE FIRST TIME TO MAKE SURE IT WOULD WORK BUT INSTEAD CONTINUED WITH A BAD SIT AND TRANSFERRED ACFT RESPONSIBILITY TO THE LINEMEN. A CONTRIBUTING FACTOR WAS THE FACT THAT WE WERE ON A TIGHT SCHEDULE AND DID NOT TAKE THE TIME AND CARE THAT WE SHOULD HAVE. ALSO BETTER TRAINING FOR RAMP PERSONNEL WOULD HAVE HELPED AVOID THIS PROB. IN ADDITION, THE LINE PERSONNEL DID NOT HAVE HEARING PROTECTION ON AND WERE UNABLE TO ADEQUATELY SIGNAL AND COVER EARS AT THE SAME TIME. SUPPLEMENTAL INFO FROM ACN 371253: AS WE GOT CLOSER TO THE LEAR ANOTHER QUICK THUMBS UP WAS GIVEN BY THE LINE PERSON AT THE LEAR. I TURNED TO MY L TO SEE HOW THE FO'S SIDE WAS DOING, CHKED THE RAMPER IN FRONT OF US, TURNED BACK TO SEE THE R WINGLET SLIDE UNDER THE R ELEVATOR OF THE LEAR FOLLOWED BY THE RAMPER GIVING A STOP SIGNAL. I SHOULD NOT HAVE FOLLOWED THESE GUIDERS. I SHOULD HAVE UTILIZED ANOTHER TXWY TO PARK THE ACFT.
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.