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

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 AAM Consulting

Most significant risk factors for ground damages Towing Ramp Movement Ground Service Equipment Hangar Movements AAM Consulting

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 AAM Consulting

Risk Exposures AAM Consulting

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 AAM Consulting

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. AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

Aircraft Towing AAM Consulting Aircraft should only be moved by approved vehicles AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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 AAM Consulting

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. AAM Consulting

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. AAM Consulting

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 AAM Consulting

What can happen? No Chocks on a sloping ramp... AAM Consulting

What can happen? AAM Consulting Unauthorized vehicles operations on the ramp... AAM Consulting

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

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 AAM Consulting

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 AAM Consulting

Thank you... AAM Consulting