2009-09 · NASA ASRS report 850951
During taxi into their parking spot under the direction of a Marshaller; the crew of a corporate jet reports left wingtip contacted a catering truck.
I was the pilot flying (right seat) and the Captain was the pilot monitoring (left seat). Upon landing at IAD we taxied to the FBO ramp where we spotted the 'follow me' truck & followed him onto the ramp. The ground handler in the truck circled around and stepped out of the truck to marshal us in facing north with our left wing close to the building. I taxied the plane around so the nose of the plane was directly in line with where the ground handler was standing. There was a catering truck that was stopped on my left hand wing when I started to taxi in so I taxied in very slowly. The ground handler was motioning for me to come straight in from where I was lined up with him. As I was taxing in the handler was looking at me the whole time. The Captain was looking out his window at our left wingtip and told me to stop after taxing in straight for a little bit; which I immediately did. He said it looked like if we kept taxing in that our wingtip was going to be close to the catering truck. While stopped; the ground handler kept motioning for us to come straight in. Both the Captain and I shook our heads and gave him the brakes are on symbol; but the ground handler kept motioning for us to come straight in. The Captain pointed out to our left wing so the ground handler ran out to the side of the plane to get a better view of the distance between the plane and the truck. He then came to the front of the aircraft and began to motion us to taxi to the right. I asked the Captain if we were clear to come to the right and he said yes. I advanced the left thrust lever and pushed the right rudder pedal and right brake for differential braking moving a couple feet before I felt the wing hit the truck. I immediately stopped the plane and the Captain indicated we would shut it down where it was. We checked on the passengers and went through the shut down checklist while I went back to open the cabin door and bring the passengers bags to the van. I would definitely recommend next time that if there is any doubt to stop and have the plane towed to the exact spot that the ground handlers want it.
We entered the ramp behind a ramp agent in a truck and maneuvered onto final line up where the agent from the truck had gotten out. Taxi speed was slow and controlled; I was watching the left side coming close to a parked catering truck next to the hanger. First Officer was watching the lineman's instructions and was aligned with his position and hand signals. As the left wing approached the catering truck; I told First Officer to stop; with left the wing tip; from my vantage; approximately 4-6 FT prior to the catering truck. First Officer stopped and we observed the lineman move to his right (line up on the left wing and catering truck side) and signal us to turn right (away from the catering truck) and forward. Thinking he had a good vantage on the wing/catering truck separation; I told First Officer to slowly start a right turn after which the wingtip contacted the aft right corner of the catering truck. At that time; I put on the parking brake; shutdown the plane; and turned to ask the passengers if everyone was all right. They all were fine; we apologized for the inconvenience and assisted them with exiting and baggage. After saying good-bye; I went immediately to the wing tip to join the already engaged IAD maintenance rep that had witnessed and assessed the damage. There were two small dents on the leading edge of the outboard part of the left wing. I called the manager on duty and we discussed the situation; talking about the proper procedures and reports required. The flight was a routine Part 135 flight; on time with no delays. The weather in IAD was overcast; clear and dry at the time of the incident. Neither the First Officer nor I were fatigued; there was no 'hurried' atmosphere to finish the flight. Both of us (crew) were airlining home. I was on day 7 and First Officer was on day 5 or 6.Both First Officer and I debriefed this incident and both agreed that the better call was to shut down the plane on the first sign of possible contact. I recommend to others to act overwhelmingly conservative rather than trust the directions of a signaling ramp agent. We often operate on this ramp in IAD; and are routinely guided into tight parking spots by historically very attentive ramp personnel. Obviously; no ramp agent; at an FBO big or small; regardless of past performance should affect the final judgment call of the crew.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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