B757-200 crew cleared to taxi aircraft struck deice truck within the taxi zone.

Attributes
ACN	428027
Time
Date	199902
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : msp.airport
State Reference	MN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Weather Elements	Ice
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	B757-200
Flight Phase	ground : parked ground : taxi ground other : deicing ramp
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp pilot : multi engine pilot : cfi
Experience	flight time last 90 days : 210 flight time total : 10000 flight time type : 1500
ASRS Report	428027
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 18000 flight time type : 1600
ASRS Report	428321
Events
Anomaly	conflict : ground less severe ground encounters : vehicle
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : detected after the fact
Consequence	other other
Supplementary
Problem Areas	Company Flight Crew Human Performance Weather
Primary Problem	Flight Crew Human Performance

Narrative:

While deicing on a special deice ramp, the captain could not establish communication with the deice coordinator on the ground due to faulty headset (coordinator's). We then continued on with the process using our company's alternate communication process via the deice ramp control tower who communicated with the coordinator (with the faulty headset) via other radio. We configured the aircraft for deicing as per our cockpit operating manual and the deicing started. We were informed they were going to use type I, then type iv fluids. After a while, deice ramp tower (now our only way of communications) called us with the final deice report of the type iv application and the times (to start our hold-over period). We were then cleared to taxi out of the ramp and contact ground on 121.8. We reconfigured the aircraft for taxi as per the SOP's and continued to call ground who cleared us to taxi as well. We visually cleared the area. As soon as the aircraft started moving, we felt a 'thump' and a 'skip'. Another aircraft informed us that the wing had contacted one of the deicing trucks. On a later company debrief we came to realize that the ramp tower took the type I application report as the type iv and final report, thus gave it to us as the final report, and since from his location he was unable to see the truck, he cleared us to exit the ramp. When we visually cleared the area we hadn't seen the truck as well. On the B757 you can't see the wings from the cockpit. The actual miscom occurred between the ground coordinator and the ramp tower. The third party communication though, allowed by our fom, could have been avoided had the ground coordinator had a working headset. (We were his first aircraft that day, so he was not aware of the problem before it happened.) supplemental information from acn 428321: we had struck a deice truck and made a call for medical assistance for the injured truck personnel.

Original NASA ASRS Text

Title: B757-200 CREW CLRED TO TAXI ACFT STRUCK DEICE TRUCK WITHIN THE TAXI ZONE.

Narrative: WHILE DEICING ON A SPECIAL DEICE RAMP, THE CAPT COULD NOT ESTABLISH COM WITH THE DEICE COORDINATOR ON THE GND DUE TO FAULTY HEADSET (COORDINATOR'S). WE THEN CONTINUED ON WITH THE PROCESS USING OUR COMPANY'S ALTERNATE COM PROCESS VIA THE DEICE RAMP CTL TWR WHO COMMUNICATED WITH THE COORDINATOR (WITH THE FAULTY HEADSET) VIA OTHER RADIO. WE CONFIGURED THE ACFT FOR DEICING AS PER OUR COCKPIT OPERATING MANUAL AND THE DEICING STARTED. WE WERE INFORMED THEY WERE GOING TO USE TYPE I, THEN TYPE IV FLUIDS. AFTER A WHILE, DEICE RAMP TWR (NOW OUR ONLY WAY OF COMS) CALLED US WITH THE FINAL DEICE RPT OF THE TYPE IV APPLICATION AND THE TIMES (TO START OUR HOLD-OVER PERIOD). WE WERE THEN CLRED TO TAXI OUT OF THE RAMP AND CONTACT GND ON 121.8. WE RECONFIGURED THE ACFT FOR TAXI AS PER THE SOP'S AND CONTINUED TO CALL GND WHO CLRED US TO TAXI AS WELL. WE VISUALLY CLRED THE AREA. AS SOON AS THE ACFT STARTED MOVING, WE FELT A 'THUMP' AND A 'SKIP'. ANOTHER ACFT INFORMED US THAT THE WING HAD CONTACTED ONE OF THE DEICING TRUCKS. ON A LATER COMPANY DEBRIEF WE CAME TO REALIZE THAT THE RAMP TWR TOOK THE TYPE I APPLICATION RPT AS THE TYPE IV AND FINAL RPT, THUS GAVE IT TO US AS THE FINAL RPT, AND SINCE FROM HIS LOCATION HE WAS UNABLE TO SEE THE TRUCK, HE CLRED US TO EXIT THE RAMP. WHEN WE VISUALLY CLRED THE AREA WE HADN'T SEEN THE TRUCK AS WELL. ON THE B757 YOU CAN'T SEE THE WINGS FROM THE COCKPIT. THE ACTUAL MISCOM OCCURRED BTWN THE GND COORDINATOR AND THE RAMP TWR. THE THIRD PARTY COM THOUGH, ALLOWED BY OUR FOM, COULD HAVE BEEN AVOIDED HAD THE GND COORDINATOR HAD A WORKING HEADSET. (WE WERE HIS FIRST ACFT THAT DAY, SO HE WAS NOT AWARE OF THE PROB BEFORE IT HAPPENED.) SUPPLEMENTAL INFO FROM ACN 428321: WE HAD STRUCK A DEICE TRUCK AND MADE A CALL FOR MEDICAL ASSISTANCE FOR THE INJURED TRUCK PERSONNEL.

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.