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stop area was less common in Part 121
operations than Part 135.

There were 15 reports of injury to
personnel, and two-thirds of those injured
were ground crew members. Although
this number does not seem
substantial, it obviously represents a
substantial impact in the lives of the
persons who were injured. It also represents
a potentially large financial
loss to the company in flight delays,
employee lost-time, insurance, medical,
and other costs.
The Main Players
Reporters stated that they were provided
with ground personnel for ramp
guidance in 64% of the incidents. The
marshaler is the “PIC” of the ground
crew, and has primary responsibility
for correct signals being passed to the
flight crew. The marshaler is often a
relatively senior member of the
ground crew, and usually has received
specific training for this position.
Other ground crew members may
have varying degrees of training and
experience in their positions. These
positions include:
• one or more wingwalkers, who are
often baggage handlers or other
ground crew members.
• a tug driver, who must watch both
the aircraft and the other ground
personnel during the tow or push
operation.
• a chock handler, whose position
may be covered by a marshaler or a
tug driver.
Issue Number 8 15
Marshalers were reported as present
in 56% of the incidents, and one or
more wingwalkers were present in
17% of the incidents. According to reporters,
marshalers were not present,
but should have been, in 12% of the
incidents. Based on this recommendation
from flight crews, it appears that
the presence of a marshaler might
have had a positive effect in the 13%
of incidents in which no ground crew
member was present (see Figure 3). Reporters
also concluded that
wingwalkers should have been present
in 26% of the incidents. In 20/20
hindsight, many reporters, like this
Captain, clearly recognized the value
of wingwalkers:
✍ “My aircraft made contact with another
company aircraft. There was only
one marshaler directing me and no one
watching the wing. [The marshaler
later] stated that he did not even see
that the wings had collided. Had there
been a wingwalker in the congested
parking area, this incident would not
have occurred.” (#260065)
Is More Better? Figure 3 (above)
shows the number of ground crew personnel
present at the time of the reported
incident. These numbers may
suggest that “more is better,” but this
is not an infallible conclusion. A small
four- or six-passenger Part 135 aircraft
on a spacious ramp may have little
need for a large ground crew. On the
other hand, a Boeing 747 making its
way into a crowded gate may require
three, four, or more ground personnel
to navigate safely. In practice, many
companies assign only one or two
ground crew members to an aircraft.
The numbers and functions of ground
personnel assigned to an aircraft may
be gate-specific, depending on gate location
or the presence of certain aircraft
parked at an adjacent gate.
However, the fact remains that the
study set contained few reports that
cited three or more ground crew members
as being present.
16 Issue Number 8
Finding Fault
Reporters attributed error to ground
crew performance in over half the reports,
but also blamed themselves almost
as frequently. The flight crews
defined their own errors in two ways:
first, specific tasks or actions that they
performed incorrectly (usually a failure
to follow procedures); and second,
incorrect or inappropriate responses to
ground crew actions or instructions
(usually faulty decision-making about
the hazards involved in following
those instructions).
Figure 4 (below) summarizes reporters’
views of the primary factors that
contributed to the reported incidents.
Parking Lot Blues
Ramp guidance issues included incorrect
or inappropriate gate assignments;
inadequate ground crew
staffing during aircraft movement, especially
during night and bad weather
operations; and improper taxi or parking
instructions from ATC, company
ramp control, or ground personnel.
Non-human guidance systems were
not spared reporters’ criticisms: marginally
visible taxi lines, and poorlyplaced
lead-in lights and
building-mounted light systems were
also cited as contributing factors to incidents.
　
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