Captain of a saab SF340 taxied over the wheel chocks leaving gate parking since the ramp guidance ma...

Attributes
ACN	430734
Time
Date	199903
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : sgf.airport
State Reference	MO
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	SF 340A
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi
Flight Plan	None
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : atp pilot : cfi pilot : multi engine
Experience	flight time last 90 days : 100 flight time total : 8100 flight time type : 4000
ASRS Report	430734
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : multi engine pilot : commercial
Experience	flight time total : 2300 flight time type : 250
ASRS Report	431073
Events
Anomaly	ground encounters other non adherence : company policies
Independent Detector	other other : cgp 3
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

The station agents at sgf had asked us to do a quick turn. While boarding, #2 engine was started. With the passenger on board and the paperwork and security check complete, I tried to get the ramper's attention to start #1 engine. They continued to have their conversation out at the left wingtip. While ignoring my signals for at least 5 mins, finally one of them cleared me. While the ramper moved from the left wingtip toward the nose, I signaled him to remove the chocks and continued with the after start flows and checks. Everything in the cockpit was completed in a normal and timely fashion. I then spent another five or more minutes trying to get the ramper to marshall us out. He stood about 75 ft in front of the nose, angled so his back was toward us. I flashed taxi and landing lights at him, but he continued to ignore us. By this time we had only enough fuel to taxi and meet our release fuel at takeoff after sitting for 15 minutes with the engines running. I used the mirrored wall of the terminal to insure no ground equipment was in the way and taxiied out. While taxiing toward the runway, the station called and said we had jumped the chocks, and the ramper had been ignoring us because we weren't supposed to leave for another 15 minutes. The pullout from the gate was normal in all aspects. Upon arrival in dfw I made a log entry. Maintenance inspected the nose gear with no discrepencies found. The station use of the term 'jump the chocks' was literal rather than actual. The ramper never turned toward us until after we left the gate. The chocks were not tight on the nose gear to begin with. I had been moving the tiller while flashing the taxi light, further loosening the chocks. So if he had not removed the chocks when signaled to, then we taxiied out the right side of them. In retrospect there was a total breakdown of communication at the station. The agents never informed the rampers of the quick turn. Next time I'll just shut everything down until the station gets it straightened out.

Original NASA ASRS Text

Title: CAPT OF A SAAB SF340 TAXIED OVER THE WHEEL CHOCKS LEAVING GATE PARKING SINCE THE RAMP GUIDANCE MARSHAL WAS NOT LOOKING OR RESPONDING TO THE FLC'S SIGNALS FOR LEAVING THE RAMP. MAINT PERSONNEL CHKED FOR ACFT DAMAGE UPON DEST ARR AND FOUND NONE.

Narrative: THE STATION AGENTS AT SGF HAD ASKED US TO DO A QUICK TURN. WHILE BOARDING, #2 ENG WAS STARTED. WITH THE PAX ON BOARD AND THE PAPERWORK AND SECURITY CHK COMPLETE, I TRIED TO GET THE RAMPER'S ATTN TO START #1 ENG. THEY CONTINUED TO HAVE THEIR CONVERSATION OUT AT THE L WINGTIP. WHILE IGNORING MY SIGNALS FOR AT LEAST 5 MINS, FINALLY ONE OF THEM CLRED ME. WHILE THE RAMPER MOVED FROM THE L WINGTIP TOWARD THE NOSE, I SIGNALED HIM TO REMOVE THE CHOCKS AND CONTINUED WITH THE AFTER START FLOWS AND CHKS. EVERYTHING IN THE COCKPIT WAS COMPLETED IN A NORMAL AND TIMELY FASHION. I THEN SPENT ANOTHER FIVE OR MORE MINUTES TRYING TO GET THE RAMPER TO MARSHALL US OUT. HE STOOD ABOUT 75 FT IN FRONT OF THE NOSE, ANGLED SO HIS BACK WAS TOWARD US. I FLASHED TAXI AND LNDG LIGHTS AT HIM, BUT HE CONTINUED TO IGNORE US. BY THIS TIME WE HAD ONLY ENOUGH FUEL TO TAXI AND MEET OUR RELEASE FUEL AT TKOF AFTER SITTING FOR 15 MINUTES WITH THE ENGINES RUNNING. I USED THE MIRRORED WALL OF THE TERMINAL TO INSURE NO GND EQUIP WAS IN THE WAY AND TAXIIED OUT. WHILE TAXIING TOWARD THE RWY, THE STATION CALLED AND SAID WE HAD JUMPED THE CHOCKS, AND THE RAMPER HAD BEEN IGNORING US BECAUSE WE WEREN'T SUPPOSED TO LEAVE FOR ANOTHER 15 MINUTES. THE PULLOUT FROM THE GATE WAS NORMAL IN ALL ASPECTS. UPON ARR IN DFW I MADE A LOG ENTRY. MAINT INSPECTED THE NOSE GEAR WITH NO DISCREPENCIES FOUND. THE STATION USE OF THE TERM 'JUMP THE CHOCKS' WAS LITERAL RATHER THAN ACTUAL. THE RAMPER NEVER TURNED TOWARD US UNTIL AFTER WE LEFT THE GATE. THE CHOCKS WERE NOT TIGHT ON THE NOSE GEAR TO BEGIN WITH. I HAD BEEN MOVING THE TILLER WHILE FLASHING THE TAXI LIGHT, FURTHER LOOSENING THE CHOCKS. SO IF HE HAD NOT REMOVED THE CHOCKS WHEN SIGNALED TO, THEN WE TAXIIED OUT THE R SIDE OF THEM. IN RETROSPECT THERE WAS A TOTAL BREAKDOWN OF COM AT THE STATION. THE AGENTS NEVER INFORMED THE RAMPERS OF THE QUICK TURN. NEXT TIME I'LL JUST SHUT EVERYTHING DOWN UNTIL THE STATION GETS IT STRAIGHTENED OUT.

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.

Captain of a saab SF340 taxied over the wheel chocks leaving gate parking since the ramp guidance marshal was not looking or responding to the flight crew's signals for leaving the ramp. Maintenance personnel checked for aircraft damage upon destination arrival and found none.