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Some reporters specifically
recommended making the wingwalker
position mandatory for all ramp operations,
to supplement the mechanical
systems.
Communication is an integral part
of ramp guidance. Reporters were
communicating—verbally, visually, or
both—with the ramp guidance personnel
in 79% of the incidents. Unfortunately,
however, 52% of the
reporters stated that the communication
with the guidance personnel was
poor. One particular communication
technique—the nearly universal “allclear”
salute—was notably absent in
many of the reported incidents. Ineffective
communication was at the
heart of this towing incident that resulted
in aircraft damage:
✍ “The Captain had interphone communications
with ground personnel, and
no communication ever indicated that
ground personnel were going to [push] the
aircraft. They thought we were aware of
the…pushback, even though no signals or
verbal communication indicated this
would happen.” (#247677)
Issue Number 8 17
No Parking Zone
Improper or premature positioning
of ground equipment was another major
factor contributing to incidents.
Reporters cited that ground equipment
was sometimes parked outside
the marked areas, thus encroaching on
aircraft movement areas. Some reporters
pointed out that the flight crew is
usually unable to determine whether
ground equipment is parked outside
the aircraft movement area, and so
must rely on vehicle drivers and
jetway operators to keep their equipment
within the equipment foul lines.
Other reporters noted that some aircraft
support vehicles and jetways had
been moved toward the aircraft before
it had stopped at the designated stop
point, and before the crew had given
an “all-clear” signal (usually by turning
off the aircraft’s rotating beacon).
Such was the case in the following report:
✍ “…ground taxi director directed a
stop using a light signal, four to six feet
short of normal gate position. Very
shortly thereafter, a green light indicated
continue taxi. After moving about one
foot, the aircraft contacted something. A
fuel truck had moved forward of the right
wing when the aircraft stopped the first
time.” (#222895)
It is interesting to note that in 85%
of the reports, the reporter’s aircraft
was moving at the time of the incident,
and that 80% of these movements
were considered “normal.” In
almost half of these incidents, the
flight crew reported that a ground
crew member was still signaling
“come ahead,” even after the aircraft
had come into contact with an item of
ground equipment. This type of miscommunication
is illustrated in a report
excerpt from a Part 135 Captain:
✍ “…taxiing to the right of the taxi
line, marshaler was on First Officer’s side.
Lighting was poor. A commissary truck
was adjacent to another truck. I felt I had
at least 3 feet of wingtip clearance…[then] I
looked to see the wingtip coming off the
back of the truck. All the time, the
marshaler was still giving me straight
ahead.” (#258353)
Related to ramp guidance is the issue
of ramp congestion. Increasing
numbers of flights, stringent aircraft
scheduling requirements, and efforts
to squeeze large jets into gates originally
designed for much smaller aircraft,
contribute to traffic jams and
tight quarters on the ramp. The combination
of ramp congestion and lack
of staffing were the precursors to this
Captain’s tale of hitting a cargo
loader:
✍ “[Returning to the gate], we had a
single marshaler guiding us in. After just
passing through some congested areas on
the other side of the airport, I figured we
had had practice at judging how close
things were to the wingtip. Misplaced
confidence…” (#201610)
18 Issue Number 8
Activity Overload
Reporters often mentioned distraction
due to cockpit duties, ATC or
company communication, checklists,
and fatigue. Some reporters continued
with an operation even when something
didn’t look right, or was blatantly
wrong. Flight crews also
admitted to failing to request a tug to
get into, or out of, a tight parking
place. The latter two problems may
have been responses to schedule pressure
or to demand for on-time performance,
also mentioned by many flight
　
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