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(see our back page), ASRS reporting reveals that
several human factors repeatedly recur – failure to
follow procedures, communications breakdowns,
and lack of training. It is evident that safe ramp
operations are a shared responsibility among flight
crews, ramp personnel, and airlines.
This month’s selection of incident excerpts provides
a review of some of the factors that can contribute
to ramp incidents – and to the “saves” as well.
“Stop the Show”
A B747-400 flight crew found it necessary to instruct
ground supervisors about proper aircraft arrival procedures.
■ ...Passengers were still deplaning [while] we were
preparing to secure the aircraft...and I released the brakes
and sensed the aircraft moving. I stopped the aircraft with
light brakes and stopped the deplaning. Maintenance
technicians checked the aircraft and we repositioned with a
tug 2-3 feet back to the ‘400’ spot. Jetbridge was realigned
and deplaning continued. No injuries or damage. I held a
full debrief with contract and company ramp managers on
the need to use standard hand signals and follow arrival
procedures exactly. Through our debrief I discovered on
block-in the aircraft marshaller gave what I perceived to be
a chock signal (which I now realized he was simply waving
his wands at another ground crew man)...We reviewed the
priorities of the arriving aircraft: clear the area, proper
signals, chock, external power, positive eye contact with the
crew, and then baggage and aircraft servicing. Ensure all
ground safety procedures are compliant. If not, stop the show.
“Automation” Surprises
A B737 Captain confessed to being mentally “on autopilot”
while taxiing-in to the gate.
■ ...We taxied to gate... and proceeded to park the aircraft.
The only problem was that I was completely running on
autopilot and got complacent, no thinking involved...We
parked the plane without guide man guidance. Completely
against SOP. Normal SOP is, if there is no guide man
waiting to park the aircraft, stop the plane at the top of the
lead-in line and proceed no further. This is important for a
couple of reasons: to make sure the parking area is clear of
obstacles, to ensure that we use the proper lead-in line, and
the proper spot to stop the aircraft to bring up the loading
bridge and service the aircraft...I did not wait for the guide
man, proceeded to park, and stopped the aircraft only when
I realized what we had done and were in imminent danger
of hitting the jetbridge with the #1 engine.
In another incident, an alert ramp agent saved a B737 flight
crew from a malfunctioning automated parking system.
■ ...Taxied in to gate. Automated parking system showed
737 and to proceed. Parking system showed us on the taxi
line and prompted us to continue. Parking system never
showed us approaching the stop position or commanded
us to stop. It just commanded that we continue. The
ramp agent then banged on the side of the airplane and I
stopped. I estimate that we had gone at least 10 feet beyond
where we were supposed to stop and stopped within 4 or
5 feet of the jetway. If the ramp agent had not hit the side
of the airplane, I very well may have made contact with
the jetway...The agent on the ground this time did an
outstanding job, and all agents need to be aware that this
could happen.
NMAC (Near Miss Abeam Catering)
■ During taxi-in to gate, our ground crew began to give me
hand signals with lighted wands to proceed in on the leadin
line. This requires a 90-degree turn to the right. During
the turn, I stopped the aircraft, as there were two catering
trucks off to the left side and I was not sure that I would
clear them with the left wing. I flashed all of my landing
and taxi lights at the guide man, who apparently did not
think there was any problem [and] continued to give me
the come forward signal. I refused to move and flashed the
lights at him again. A second guide man came out and told
the drivers of the catering trucks to move out of the way.
Only when I felt it was clear and was also receiving hand
signals from the guide man, did I move forward to the final
parking stop position. Ground crews need to be reminded
that they need to visually clear the ramp before giving the
signal to advance on the line...If I had blindly followed this
guy’s signals, I would have hit the catering truck with the
left wing....
Engine Indigestion
■ Captain turned [aircraft] onto the lead-in line...A ground
crewman...picked up wands from the tractor, signaled
　
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