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A commercial fixed wing turboprop on taxi to gate with guidance, struck a wheel chock incurring damage to the left propeller.
| Attributes | |
| ACN | 431828 |
| Time | |
| Date | 199903 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : gsp.airport |
| State Reference | SC |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : gsp.tower |
| Operator | common carrier : air carrier |
| Make Model Name | Jetstream Series Commuter Aircraft |
| Operating Under FAR Part | Part 119 |
| Flight Phase | ground : taxi |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : commercial pilot : atp pilot : multi engine |
| Experience | flight time last 90 days : 180 flight time total : 4700 flight time type : 1200 |
| ASRS Report | 431828 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : multi engine pilot : commercial |
| Events | |
| Anomaly | aircraft equipment problem : critical ground encounters other non adherence : published procedure non adherence : company policies |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | other other |
| Supplementary | |
| Problem Areas | Company |
| Primary Problem | Company |
Narrative:
While taxiing my aircraft into its parking space at gsp terminal, my left propeller hit an aircraft chock. I did not see any chocks on the ramp as I taxied in. I followed the ramper's signals to turn and park as I normally do at the gsp station. The ramper gave me no 'quick stop' signal nor did I get any sign of a warning from him. After aircraft shutdown, the ramper (signalman) told me he knew where the chocks were but thought there was no conflict. Solution: rampers should always place the chocks behind themselves or at their feet. Also, I strongly recommend a minimum of 2 rampers to lead in an aircraft. Callback conversation with reporter revealed the following information: the reporter stated the person who guided the aircraft into the gate was the station manager. The reporter said the manager was aware of the chock location but did not believe the aircraft would hit the chocks. The reporter said the aircraft was taken OTS for the propeller replacement.
Original NASA ASRS Text
Title: A COMMERCIAL FIXED WING TURBOPROP ON TAXI TO GATE WITH GUIDANCE, STRUCK A WHEEL CHOCK INCURRING DAMAGE TO THE L PROP.
Narrative: WHILE TAXIING MY ACFT INTO ITS PARKING SPACE AT GSP TERMINAL, MY L PROP HIT AN ACFT CHOCK. I DID NOT SEE ANY CHOCKS ON THE RAMP AS I TAXIED IN. I FOLLOWED THE RAMPER'S SIGNALS TO TURN AND PARK AS I NORMALLY DO AT THE GSP STATION. THE RAMPER GAVE ME NO 'QUICK STOP' SIGNAL NOR DID I GET ANY SIGN OF A WARNING FROM HIM. AFTER ACFT SHUTDOWN, THE RAMPER (SIGNALMAN) TOLD ME HE KNEW WHERE THE CHOCKS WERE BUT THOUGHT THERE WAS NO CONFLICT. SOLUTION: RAMPERS SHOULD ALWAYS PLACE THE CHOCKS BEHIND THEMSELVES OR AT THEIR FEET. ALSO, I STRONGLY RECOMMEND A MINIMUM OF 2 RAMPERS TO LEAD IN AN ACFT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE PERSON WHO GUIDED THE ACFT INTO THE GATE WAS THE STATION MGR. THE RPTR SAID THE MGR WAS AWARE OF THE CHOCK LOCATION BUT DID NOT BELIEVE THE ACFT WOULD HIT THE CHOCKS. THE RPTR SAID THE ACFT WAS TAKEN OTS FOR THE PROP REPLACEMENT.
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.