Narrative:

I made direct contact with the tug driver through the headphone system and coordinated the release of the parking brake and reaffirmed the disengagement of the nose wheel steering. The first officer called ramp control and requested pushback. We were told by the ramp controller to reference the md-80 in the ally and push is approved. I relayed the instructions to the tug driver and told him we needed to wait until the traffic had moved. He said that we were clear and proceeded with the pushback procedure. The pushback had commenced about 10-15 feet when I felt a hard break application from the tug driver then felt the airplane shudder. My initial reaction was that he had seen a vehicle errantly driving in the path of our pushback; not realizing that a truck actually hit us. The tug driver said that we got hit by a fuel/pump truck on the left wing tip. I looked to my left and saw the truck stopped; touching our left wing tip; in the safety zone. We coordinated the parking brake being set. I instructed the tug driver to go and look and make sure there were no fluids (fuel/hydraulic) leaking from the wing. He said there weren't any visible leaks at the scene. I used the interphone to make sure that my flight attendant and passengers were ok; which they were. I made a call to dispatch to let them know what was going on and to have maintenance meet us at the gate. My first officer contacted ramp control to let them know we were stopped. He also called operations to request a ramp supervisor. I made the decision to keep the airplane were it was because of the unknown extent of damage to the airplane or the truck. Gate agents deplaned the passengers via mobile stairs. After the passengers deplaned; I got out and inspected the damage to the wing tip. I asked the tug driver and wing walker what had happened. They told me that the fuel/pump truck drove up from behind the aircraft; from right to left; then drove into the left wing tip. They indicated that they tried to get the drivers attention; to no avail. None of this could be seen from my vantage point in the cockpit. There was an aircraft parked at the gate next us and there would have been minimal room for a truck to pass between wing tips. We did an engine shutdown check; even though engines had not been started; to ensure the appropriate equipment was set at its proper position/status. A termination check was also completed. I notified maintenance that the airplane was written up and the log was on the center console of the aircraft.recommendations: 1. Strict enforcement of speed and safety rules of vehicles. 2. Dedicated driving lanes for vehicles to travel on so that their movements are more predictable. 3. Better education to drivers in respect to the safety zone around an aircraft. 4. Better education of driver in respect to general safety around moving aircraft. 5. Better education and awareness of ramp operations; ramp hand signals; and aircraft movement operations. There needs to be stricter enforcement of the vehicle drivers in respect to speed and safety. Vehicles are often observed in the alley driving erratically and at high rates of speed. This poses a threat to not only moving aircraft but to personnel on the ground; as well. There isn't a dedicated driving lane for the vehicles to travel on in the alley. Drivers are often driving close to aircraft with no set boundaries for their travel in the alley. The drivers of vehicles must also respect the safety zone of the aircraft at the gate. Not only is a vehicle in the safety zone a hazard to the aircraft; it also dangerous to the many personnel working in and around the aircraft; as well.

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Original NASA ASRS Text

Title: ERJ Captain reports being struck on the left wing tip by a fuel truck during pushback.

Narrative: I made direct contact with the Tug Driver through the headphone system and coordinated the release of the parking brake and reaffirmed the disengagement of the nose wheel steering. The First Officer called Ramp Control and requested pushback. We were told by the Ramp Controller to reference the MD-80 in the ally and push is approved. I relayed the instructions to the Tug Driver and told him we needed to wait until the traffic had moved. He said that we were clear and proceeded with the pushback procedure. The pushback had commenced about 10-15 feet when I felt a hard break application from the tug driver then felt the airplane shudder. My initial reaction was that he had seen a vehicle errantly driving in the path of our pushback; not realizing that a truck actually hit us. The Tug Driver said that we got hit by a fuel/pump truck on the left wing tip. I looked to my left and saw the truck stopped; touching our left wing tip; in the safety zone. We coordinated the parking brake being set. I instructed the Tug Driver to go and look and make sure there were no fluids (fuel/hydraulic) leaking from the wing. He said there weren't any visible leaks at the scene. I used the interphone to make sure that my Flight Attendant and passengers were ok; which they were. I made a call to Dispatch to let them know what was going on and to have Maintenance meet us at the gate. My First Officer contacted Ramp Control to let them know we were stopped. He also called Operations to request a Ramp Supervisor. I made the decision to keep the airplane were it was because of the unknown extent of damage to the airplane or the truck. Gate agents deplaned the passengers via mobile stairs. After the passengers deplaned; I got out and inspected the damage to the wing tip. I asked the Tug Driver and Wing Walker what had happened. They told me that the fuel/pump truck drove up from behind the aircraft; from right to left; then drove into the left wing tip. They indicated that they tried to get the Drivers attention; to no avail. None of this could be seen from my vantage point in the cockpit. There was an aircraft parked at the gate next us and there would have been minimal room for a truck to pass between wing tips. We did an Engine Shutdown Check; even though engines had not been started; to ensure the appropriate equipment was set at its proper position/status. A termination check was also completed. I notified Maintenance that the airplane was written up and the log was on the center console of the aircraft.Recommendations: 1. Strict enforcement of speed and safety rules of vehicles. 2. Dedicated driving lanes for vehicles to travel on so that their movements are more predictable. 3. Better education to drivers in respect to the safety zone around an aircraft. 4. Better education of Driver in respect to general safety around moving aircraft. 5. Better education and awareness of ramp operations; ramp hand signals; and aircraft movement operations. There needs to be stricter enforcement of the vehicle drivers in respect to speed and safety. Vehicles are often observed in the alley driving erratically and at high rates of speed. This poses a threat to not only moving aircraft but to personnel on the ground; as well. There isn't a dedicated driving lane for the vehicles to travel on in the alley. Drivers are often driving close to aircraft with no set boundaries for their travel in the alley. The drivers of vehicles must also respect the safety zone of the aircraft at the gate. Not only is a vehicle in the safety zone a hazard to the aircraft; it also dangerous to the many personnel working in and around the aircraft; as well.

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.