|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||Light Transport|
2 Turboprop Eng
|Operating Under FAR Part||Part 121|
|Flight Phase||ground other : ramp movement|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Anomaly||non adherence : published procedure|
non adherence : company policies
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
We were the middle aircraft in the back row. The ramp intended that we were to make a right turnout while avoiding the aircraft parked in close proximity in front of us. I had heard that this was done in ZZZ; but had not done it personally before. The turnout was very tight and the plane to our left was beginning the boarding process. I needed to use a greater than normal power from the left engine while using hard right braking to make the very tight turn. Upon completing the turn my marshaller gave a wave-off. I was positioned so that I was still in my parking spot and somewhat in the parking spot to the right of me. There are no taxi lines to taxi by for this kind of operation and my marshaller had left and did not walk my wing. I guess this is considered normal. Prior to parking I noticed that the chocks were still in the clear zone very close to the propeller restr area. I indicated to the ramp coordinator trying to park us that they would need to be moved. He appeared confused; but moved them a little way. I again indicated that they needed to be moved and they were prior to my parking. After engine shutdown and receiving the chocks in signal; I then watched the ramp coordinator walk between the jetway and the propeller still spinning down. He then cut through the propeller restr area just outside of the propeller arc and walked under the wing inside of the wingtip. After landing and during taxi in; my first officer contacted operations to state our 'on' time. Operations gave gate information; but then also advised the crew to contact crew scheduling; a violation of sterile cockpit which has been noted many times recently. Upon parking at the gate and after shutdown; I noticed the ramp person walk between the jetway and the propeller and then cut through the propeller restr area walking under the wing inside of the wingtip. The propeller was still spinning down! Prior to pushback; the ramp coordinator standing in front of the aircraft tried to give the start signal without having wands. He obtained wands prior to start. When trying to establish 2-WAY communication he then indicated that his microphone was inoperative. The right engine was already running. He then responded with hand signals for the remainder of pushback. Ramp procedure non compliance continues to be an issue. SOP is not being followed. These issues need to be addressed and flight crews can no longer support these operations. Flight crews that continue to operate when the ramp is not following SOP is violating SOP themselves. Ramp support is of great concern.
Original NASA ASRS Text
Title: A COMMUTER PILOT REPORTS A LITANY OF GROUND CREW NONCOMPLIANCE WITH COMPANY SOP OVER A 3 DAY TRIP.
Narrative: WE WERE THE MIDDLE ACFT IN THE BACK ROW. THE RAMP INTENDED THAT WE WERE TO MAKE A R TURNOUT WHILE AVOIDING THE ACFT PARKED IN CLOSE PROX IN FRONT OF US. I HAD HEARD THAT THIS WAS DONE IN ZZZ; BUT HAD NOT DONE IT PERSONALLY BEFORE. THE TURNOUT WAS VERY TIGHT AND THE PLANE TO OUR L WAS BEGINNING THE BOARDING PROCESS. I NEEDED TO USE A GREATER THAN NORMAL PWR FROM THE L ENG WHILE USING HARD R BRAKING TO MAKE THE VERY TIGHT TURN. UPON COMPLETING THE TURN MY MARSHALLER GAVE A WAVE-OFF. I WAS POSITIONED SO THAT I WAS STILL IN MY PARKING SPOT AND SOMEWHAT IN THE PARKING SPOT TO THE R OF ME. THERE ARE NO TAXI LINES TO TAXI BY FOR THIS KIND OF OP AND MY MARSHALLER HAD LEFT AND DID NOT WALK MY WING. I GUESS THIS IS CONSIDERED NORMAL. PRIOR TO PARKING I NOTICED THAT THE CHOCKS WERE STILL IN THE CLR ZONE VERY CLOSE TO THE PROP RESTR AREA. I INDICATED TO THE RAMP COORDINATOR TRYING TO PARK US THAT THEY WOULD NEED TO BE MOVED. HE APPEARED CONFUSED; BUT MOVED THEM A LITTLE WAY. I AGAIN INDICATED THAT THEY NEEDED TO BE MOVED AND THEY WERE PRIOR TO MY PARKING. AFTER ENG SHUTDOWN AND RECEIVING THE CHOCKS IN SIGNAL; I THEN WATCHED THE RAMP COORDINATOR WALK BTWN THE JETWAY AND THE PROP STILL SPINNING DOWN. HE THEN CUT THROUGH THE PROP RESTR AREA JUST OUTSIDE OF THE PROP ARC AND WALKED UNDER THE WING INSIDE OF THE WINGTIP. AFTER LNDG AND DURING TAXI IN; MY FO CONTACTED OPS TO STATE OUR 'ON' TIME. OPS GAVE GATE INFO; BUT THEN ALSO ADVISED THE CREW TO CONTACT CREW SCHEDULING; A VIOLATION OF STERILE COCKPIT WHICH HAS BEEN NOTED MANY TIMES RECENTLY. UPON PARKING AT THE GATE AND AFTER SHUTDOWN; I NOTICED THE RAMP PERSON WALK BTWN THE JETWAY AND THE PROP AND THEN CUT THROUGH THE PROP RESTR AREA WALKING UNDER THE WING INSIDE OF THE WINGTIP. THE PROP WAS STILL SPINNING DOWN! PRIOR TO PUSHBACK; THE RAMP COORDINATOR STANDING IN FRONT OF THE ACFT TRIED TO GIVE THE START SIGNAL WITHOUT HAVING WANDS. HE OBTAINED WANDS PRIOR TO START. WHEN TRYING TO ESTABLISH 2-WAY COM HE THEN INDICATED THAT HIS MIKE WAS INOP. THE R ENG WAS ALREADY RUNNING. HE THEN RESPONDED WITH HAND SIGNALS FOR THE REMAINDER OF PUSHBACK. RAMP PROC NON COMPLIANCE CONTINUES TO BE AN ISSUE. SOP IS NOT BEING FOLLOWED. THESE ISSUES NEED TO BE ADDRESSED AND FLT CREWS CAN NO LONGER SUPPORT THESE OPS. FLT CREWS THAT CONTINUE TO OPERATE WHEN THE RAMP IS NOT FOLLOWING SOP IS VIOLATING SOP THEMSELVES. RAMP SUPPORT IS OF GREAT CONCERN.
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.