1. AIRCRAFT GROUND DAMAGE PREVENTION
Best practices for preventing business aircraft ground damage events

2. Introduction AAM Consulting
Purpose of program - reduce aircraft ground damage risk by providing “best practices” interventions
Focused audience - corporate flight and maintenance crews
Intended use - training and awareness tool
Self-audit tool - gap analysis, how do we manage these risks? (tbd)
Incident analysis flow chart -tool to look at human factors issues
What this is not - a tool to manage FBO’s
Size of the problem ? Many costs uninsured, estimated at over $100 million/year in direct costs
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3. Most significant risk factors for ground damages
Towing
Ramp Movement
Ground Service Equipment
Hangar Movements
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4. Most significant human factors for ground damages
Time Factors
Skill-based Errors
Customer Satisfaction
Direct Rule Violations
Environment Issues
Communication Errors
Loss of Situational Awareness
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5. Risk Exposures
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6. Maintenance Related Exposures
Mobile ladders/equip near aircraft control surfaces
Walk paths near aircraft storage positions
Use of non-rubber chocks while in hangars
Static wick protection warning devices
Complete a Job hazard analysis for specific aircraft maintenance exposures related to unique situations
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7. Maintenance Related Exposures
Fire Protection - urea foam deluge systems should receive periodic inspection
Equipment that can move due to vibration or jet blast should be chocked or secured
Aircraft log books should be stored in a secure storage system when not in use
Clothing - Belt buckles covered and shoe protectors used if required.
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8. Aircraft Movement AAM Consulting
Use of at least 2 wing walkers while moving aircraft from or into hangars along with tug operator
Team completes an area risk assessment before moving aircraft
Perimeter floor marking that delineates limits of aircraft placement near hangar walls
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9. Aircraft Movement AAM Consulting
Hangar doors - securing methods to prevent inadvertent closure due to jet blast or high winds
Aircraft wings should not overlap other aircraft due to settling hazard
Hangar doors should be fully opened before aircraft movement
Aircraft should not be moved through propeller arcs
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10. Aircraft Movement AAM Consulting
Floor/ramp markings delineate best aircraft positions for entry or exit from hangars
Suggested hangar staking diagrams should be provided as visual aids
Overhead doors systems should have a periodic inspection process
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11. Aircraft Movement AAM Consulting
A Job hazard analysis should be completed for aircraft movement exposures in hangar areas related to unique situations
Written procedures for aircraft movement should be available in both the flight and maintenance operations manuals
Employees who move aircraft receive should receive training on company procedures
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12. Aircraft Movement AAM Consulting
A visual inspection of the aircraft should be completed before any tow initiates
The team should complete an area risk assessment briefing before moving aircraft - all sides of aircraft perimeter visually inspected for hazards
Towing equipment - tugs/Lektro tugs visually inspected, brakes checked, correct tow bar verified
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13. Aircraft Movement AAM Consulting
Towbars should be labeled as to aircraft type
Tugs are marked as to rated maximum loads
A post tow inspection should completed of aircraft
For aircraft pushes, the rear area must be inspected before movement
A written job hazard analysis should be completed for aircraft towing exposures
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14. Aircraft Towing AAM Consulting
Verification that aircraft brakes are off is completed before the tow or push is initiated
Employees who move aircraft should receive training on procedures
Aircraft are towed at a safe walking speed
Towing safety rules marked on tugs
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15. Aircraft Towing AAM Consulting
Large/heavy aircraft should require a person acting as a brake monitor during movement - in cockpit
If the tow operator loses sight of wing walker, an immediate STOP should occur
If there is any doubt as to having adequate space/clearance,an immediate STOP should occur
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16. Aircraft Towing AAM Consulting
Aircraft should only be moved by approved vehicles
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17. Aircraft Taxi To Ramp Area
Pilots should visually scan the ramp for risks while taxing in
Ground marshaller’s should provide the correct hand signals - if in doubt, stop
While taxiing, the area should continually be scanned for threats such as: drain grates, narrow rows of positioned aircraft, ramp slope, blind spots, jet blast hazards, wind direction, loose chocks, vehicle movements
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18. Aircraft Taxi To Ramp Area
Pilots should communicate (radio) with unicom or for taxi in assistance from FBO, etc.
Pilots should observe any hazards related to ground service equipment movements or positioning hazards - plan ahead for departure routes
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19. Aircraft Taxi From Ramp Area
Flight crew should complete a visual inspection of the aircraft prior to departure
Pilots should ensure that wing walkers are used in confined areas or areas where marshalling person cannot see all positions of the aircraft.
Pilots should visually survey the ramp area for risks during pre-start and taxi
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20. Aircraft Parking AAM Consulting
Warning cones should be placed at wing tips and tail
Potential jet exhaust blast hazards should be planned for
Aircraft should be positioned to avoid wing overlap hazards
Triple chocks should be placed at mains and nose gear for overnight parking
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21. Aircraft Parking AAM Consulting
The main gear should be chocked at all ramp parking situations
A ground marshaller should be used to aid for taxi in and departure from parking spots
Ground air stair mats should be removed before engine start
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22. Ground Service Equipment
Fuel Trucks should be chocked when servicing aircraft
All mobile equipment should be positioned to not face aircraft
Ground power units should not be positioned under tail sections and must be chocked
Special precautions should be followed to insure the removal of GPU plugs before the unit is moved
Tugs and other types of GSE such as golf carts should be shut-off, parking brakes set, and chocked when left unattended
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23. Towing Communications
Will you be towing our aircraft today?
Yes - Inform ground crew: “Be advised the brakes are off and here is a copy of our company’s preferred for towing and securing our aircraft.”
No - Present the company’s written suggested procedures for ground chocking and protection - cones, etc
“Are you familiar with this type of aircraft?”
Yes - Assist as a spotter
No - Ask that A/C remain where it is
“Do you have room for our A/C in your hangar?”
Yes - Present the company’s written suggested procedures for hangar movements - chocks, walkers, speed, etc.
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24. Towing Communications
“Have you been trained to tow this type of aircraft?”
No - Ask that A/C remain where it is
“Will the aircraft be towed at times when the flight crew is not available?”
Yes - Ask that wing walkers be present at that the perimeter of the aircraft be cleared before movement. Suggest the use of a brake monitor on heavy aircraft.
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25. Fueling Communications
“Are you familiar with the fueling procedures for this type of aircraft?”
No - Present the company’s written suggested procedures that outline fueling methods
Yes - If time permits, assign a pilot to observe fueling
As much as practical, fueling should only be conducted when a flight crew member or employee of the aircraft’s owner is present
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26. What can happen?
No Chocks on a sloping ramp...
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27. What can happen? AAM Consulting
Unauthorized vehicles operations on the ramp...
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28. Ground Damage Incident Review Process
For Each
At-Risk Behavior
Did Condition Result from a Behavior?
Unforced Behavior
Was the Behavior Simply an Error by the
Individual?
Forced Behavior
Was the Behavior Out of Control of the individual?
Explore “Hard” System Issues
Workstation Design
Tool/Equipment Design
Tool/Equipment Availability
Influenced Behavior
Was there a Risk/Reward Influence on the Behavior?
Conduct an Analysis to Determine What Drives the
Redesign Workstation
Redesign Tool/Equipment
Purchase Necessary Tool/Equipment
Incident
Explore “Soft” System Issues
Procedures
Training
Human Factors
Identify and Implement Antecedents and Consequences that Support Desired Behaviors and Reduce At-Risk Behaviors
Yes No
Make Improvements to:
For Each UnSafe Condition

29. Self-Audit Gap Analysis...
We have written SOP’s in place? Y N
Employees trained on procedures Y N
Employees provided risk awareness training Y N
Incident investigations conducted Y N
We have completed a risk assessment Y N
Compliance evaluations completed Y N
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30. Self-Audit Gap Analysis...
We have the correct ground equipment Y N
We monitor FBO actions Y N
We have an accountability system in place Y N
Access to ramp areas is controlled Y N
Crews have ground damage awareness training Y N
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31. Thank you...
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