A saab 340 returning to its gate for additional fuel experienced a tail pipe overheat requiring an e...

Attributes
ACN	720738
Time
Date	200612
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : mem.airport
State Reference	TN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Dawn
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	SF 340B
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	SF 340B
Operating Under FAR Part	Part 121
Flight Phase	ground : parked
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	720738
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial
ASRS Report	720739
Events
Anomaly	aircraft equipment problem : less severe conflict : ground critical non adherence : published procedure non adherence : company policies
Independent Detector	other flight crewa other other : 3
Resolutory Action	none taken : detected after the fact
Consequence	other other
Supplementary
Problem Areas	Company Aircraft
Primary Problem	Company

Narrative:

We were operating flight ZZZ to ZZZ1 in aircraft. On taxi out; all events were normal. There was a slight delay as we accomplished normal first flight of the day checks. As we continued our taxi out to the runway; operations advised us that dispatch wanted us to return to the gate to take on more fuel and get in touch with them. As we were taxiing back towards the gate we received a left engine tail pipe hot warning. We stopped on the taxiway and accomplished the QRH procedure which led us to a left engine shutdown. Operations assigned us to the same area as we had originated from. Because of the location of the spot; a right turn was required to park in position. Both marshallers were in place; 1 on the entry lane and 1 on the parking spot as these are perpendicular to each other. As we made the turn into the spot; our left wing contacted the right wing of another saab that was sitting next to our spot. The marshaller at the top of the spot gave me a stop signal but we had contacted the other aircraft already. We don't normally taxi with an engine shutdown. Because a right turn was required to enter the spot; having the left engine shut down made it difficult to make as tight a turn. However; we were under the direction of the marshalling crew and they were the last line of defense to keep the wing from hitting anything in the area. They did not give us an indication that we were going to impact the other aircraft. Reaction: both crews of both aircraft shut down their respective engines. It was quickly determined that no one had been injured. Because of the incident; operations and maintenance were advised of the event and logbook entries were made. It was recommended that we deplane. Maintenance suggested that since our wing overrode the other wing that we deplane first and then a tug was attached to the other plane and towed forward to separate the aircraft.

Original NASA ASRS Text

Title: A SAAB 340 RETURNING TO ITS GATE FOR ADDITIONAL FUEL EXPERIENCED A TAIL PIPE OVERHEAT REQUIRING AN ENG SHUTDOWN. WHILE TAXIING INTO A CONGESTED GATE SINGLE ENG; THE ADJACENT ACFT'S WINGTIP WAS CONTACTED.

Narrative: WE WERE OPERATING FLT ZZZ TO ZZZ1 IN ACFT. ON TAXI OUT; ALL EVENTS WERE NORMAL. THERE WAS A SLIGHT DELAY AS WE ACCOMPLISHED NORMAL FIRST FLT OF THE DAY CHKS. AS WE CONTINUED OUR TAXI OUT TO THE RWY; OPS ADVISED US THAT DISPATCH WANTED US TO RETURN TO THE GATE TO TAKE ON MORE FUEL AND GET IN TOUCH WITH THEM. AS WE WERE TAXIING BACK TOWARDS THE GATE WE RECEIVED A L ENG TAIL PIPE HOT WARNING. WE STOPPED ON THE TXWY AND ACCOMPLISHED THE QRH PROC WHICH LED US TO A L ENG SHUTDOWN. OPS ASSIGNED US TO THE SAME AREA AS WE HAD ORIGINATED FROM. BECAUSE OF THE LOCATION OF THE SPOT; A R TURN WAS REQUIRED TO PARK IN POS. BOTH MARSHALLERS WERE IN PLACE; 1 ON THE ENTRY LANE AND 1 ON THE PARKING SPOT AS THESE ARE PERPENDICULAR TO EACH OTHER. AS WE MADE THE TURN INTO THE SPOT; OUR L WING CONTACTED THE R WING OF ANOTHER SAAB THAT WAS SITTING NEXT TO OUR SPOT. THE MARSHALLER AT THE TOP OF THE SPOT GAVE ME A STOP SIGNAL BUT WE HAD CONTACTED THE OTHER ACFT ALREADY. WE DON'T NORMALLY TAXI WITH AN ENG SHUTDOWN. BECAUSE A R TURN WAS REQUIRED TO ENTER THE SPOT; HAVING THE L ENG SHUT DOWN MADE IT DIFFICULT TO MAKE AS TIGHT A TURN. HOWEVER; WE WERE UNDER THE DIRECTION OF THE MARSHALLING CREW AND THEY WERE THE LAST LINE OF DEFENSE TO KEEP THE WING FROM HITTING ANYTHING IN THE AREA. THEY DID NOT GIVE US AN INDICATION THAT WE WERE GOING TO IMPACT THE OTHER ACFT. REACTION: BOTH CREWS OF BOTH ACFT SHUT DOWN THEIR RESPECTIVE ENGS. IT WAS QUICKLY DETERMINED THAT NO ONE HAD BEEN INJURED. BECAUSE OF THE INCIDENT; OPS AND MAINT WERE ADVISED OF THE EVENT AND LOGBOOK ENTRIES WERE MADE. IT WAS RECOMMENDED THAT WE DEPLANE. MAINT SUGGESTED THAT SINCE OUR WING OVERRODE THE OTHER WING THAT WE DEPLANE FIRST AND THEN A TUG WAS ATTACHED TO THE OTHER PLANE AND TOWED FORWARD TO SEPARATE THE ACFT.

Data retrieved from NASA's ASRS site as of January 2009 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.

A saab 340 returning to its gate for additional fuel experienced a tail pipe overheat requiring an engine shutdown. While taxiing into a congested gate single engine; the adjacent aircraft's wingtip was contacted.