Originally Posted by SaltyDog

With all due respect, you seemed to have arrived at a conclusion regarding the Captain. As someone as equally interested in safety in tight, obstructed, congested operating areas there are numerous questions that should be asked before drawing a conclusion to truly arrive at a solution.

1. Was this the first time Capt operated at your gateway?
Don't know.

2. Just because it looks flat, slope can definitely affect power required to move a plane in a turn, etc. When I was an F/O I didn't really notice the slopes until I sat in the left seat and realized the challenge.
I understand. From my perspective, it is flat, but as you mention, I have not had the perspective of a pilot operating an aircraft on this particular ramp.

3. Was it a single engine taxi (if so, perhaps a company note to say "No single engine taxi leaving ramp.."
No. I have, however, witnessed (and marshaled) single engine taxi from this position.

4. Does the operating manual have power limitations for taxi? Ours do, and the F/O has to back up the Capt whose eyes are outside and cannot always tell they are exceeding the limits.
Don't know.

5. Do you have a tug available for the situation that the plane gets 'stuck' leaving a congested ramp so unsafe levels of power are not needed?
We have a "tray-style" pushback unit for such situations. Few of us are trained for its use as our normal procedure is to turn-out aircraft.

6. Should a tug be used to back all aircraft up at your station and position for safer ground/ramp ops?
Not of the authority to make that decision. IMHO, no, as pushback would still require the aircraft to turn the tail towards the ramp.

7. How many similiar incidents at this gateway regarding this type aircraft have been reported? Other aircraft types?
Cannot say for sure, but I as well as the other personnel on duty that day had not witnessed such an occurrence. Currently, only this type of aircraft is scheduled to operate on this ramp.

8. Was the aircraft late for departure?
Yes. Late arrival + disagreement regarding max = late departure.

9. Did flight have a departure clearance limitation?
Don't know.

10. Does your operation include a 'ramp brief' outlining personnel locations, identified concerns (heavy weight/ice/contamination, etc)? IS it located in the company gateway notification?
All training material and bulletins are accessible to personnel on the company website and on bulletin boards located at the station.

Could go on, but simply drawing a conclusion based on perceptions will not arrive at the safest solution. Perhaps your conclusion is correct, but I am more concerned for the long term safety to arrive at a fact based, detailed operations view of the ramp environment and the metrics that affect safety and good business productivity/efficiency.