Narrative:

I believe that this problem could be prevented if the ramp congestion at atlantic city; nj; were alleviated by finishing the construction project and removing the barricades. Also; I believe that aircraft that park in this congested ramp area should no longer accept marshaller instructions to park two abreast in this small area. At acy airport our aircraft was being taxied from the GA ramp to the area near the gate in order to enplane passengers. Upon arrival to the gate area; which is under construction with numerous barricades surrounding the ramp; it was noted by the captain that the 'inboard' parking area was going to require maneuvering past a company aircraft and making a tight right turn of 180 degrees and stopping between that aircraft and a large truck that was parked on the ramp. Two marshall's were present; one stationed on the left wing; and one off of the right wing who would then move to the nose of the aircraft after the aircraft was through the 180 degree maneuver. The captain taxied at a slow; walking; pace and was signaled by the left wing marshaller to proceed. No 'emergency stop' signal was seen by the cockpit crew. As the aircraft began to zero radius turn to the right; and at the time when it appeared that the left wing of our aircraft had cleared the left wing of the other do 328; the captain focused his attention on the obstacle to the right of the aircraft which was the parked truck; and on the right wing marshall. The right wing marshall kept signaling to proceed with the turn and the turn was completed and the aircraft brought to a stop. It was then discovered by the crew that contact may have been made between the two aircraft left wing tips by noticing the excited actions of marshall's. Due to gusty wind conditions (winds 160 degrees at 10. Gusting to 19 KTS) it was not discernible by the crew that slight contact had been made. Damage appeared to be limited to the left wingtip strobe and navigation light bulbs of both aircraft.

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Original NASA ASRS Text

Title: Two aircraft had wing tip contact while under a Marshaller's control at ACY.

Narrative: I believe that this problem could be prevented if the ramp congestion at Atlantic City; NJ; were alleviated by finishing the construction project and removing the barricades. Also; I believe that aircraft that park in this congested ramp area should no longer accept Marshaller instructions to park two abreast in this small area. At ACY airport our aircraft was being taxied from the GA ramp to the area near the gate in order to enplane passengers. Upon arrival to the gate area; which is under construction with numerous barricades surrounding the ramp; it was noted by the Captain that the 'inboard' parking area was going to require maneuvering past a company aircraft and making a tight right turn of 180 degrees and stopping between that aircraft and a large truck that was parked on the ramp. Two Marshall's were present; one stationed on the left wing; and one off of the right wing who would then move to the nose of the aircraft after the aircraft was through the 180 degree maneuver. The Captain taxied at a slow; walking; pace and was signaled by the left wing marshaller to proceed. No 'Emergency Stop' signal was seen by the cockpit crew. As the aircraft began to zero radius turn to the right; and at the time when it appeared that the left wing of our aircraft had cleared the left wing of the other Do 328; the Captain focused his attention on the obstacle to the right of the aircraft which was the parked truck; and on the right wing Marshall. The right wing Marshall kept signaling to proceed with the turn and the turn was completed and the aircraft brought to a stop. It was then discovered by the crew that contact may have been made between the two aircraft left wing tips by noticing the excited actions of Marshall's. Due to gusty wind conditions (winds 160 degrees at 10. gusting to 19 KTS) it was not discernible by the crew that slight contact had been made. Damage appeared to be limited to the left wingtip strobe and navigation light bulbs of both aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.