1. NBAA AIRCRAFT GROUND DAMAGE PREVENTION
Best practices for preventing business aircraft ground damage events
June 2002

2. Introduction
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
NBAA Safety Committee

3. Most significant risk factors for ground damages
1. Towing
2. Ramp movements
3. Ground service equipment
4. Hangar movements
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4. Most significant human factors issues for ground damages
1. Time pressures - task saturation
2. Skill based errors - over/under skilled
3. Customer satisfaction
4. Direct rule based violations
5. Environmental i.e. illumination, visual obstructions, noise levels
6. Communications breakdowns
7. Loss of situational awareness
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5. Maintenance Related Exposures
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6. Risk Exposure - Area: Maintenance Related Exposures
Situation/Exposure
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
NBAA Safety Committee

7. Maintenance Related Exposures
Risk Exposure - Area:
Maintenance Related Exposures
Situation/Exposure
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
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9. Risk Exposure - Area: Situation/Exposure
Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
Use of at least 2 wingwalkers 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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10. Risk Exposure - Area: Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
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
NBAA Safety Committee

11. Risk Exposure - Area: Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
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
NBAA Safety Committee

12. Risk Exposure - Area: Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
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
NBAA Safety Committee

13. Risk Exposure - Area: Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
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
NBAA Safety Committee

14. Risk Exposure - Area: Aircraft Movement In/Out of Hangars/Storage
Situation/Exposure
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
15,000lb
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15. Aircraft Towing
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16. Risk Exposure - Area: Aircraft Towing - Ramp Areas
Situation/Exposure
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
NBAA Safety Committee

17. Risk Exposure - Area: Aircraft Towing - Ramp Areas
Situation/Exposure
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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18. Risk Exposure - Area: Aircraft Towing - Ramp Areas
Situation/Exposure
Aircraft should only be moved by approved vehicles
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19. Aircraft Taxi Flight Crew Procedures
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20. Risk Exposure - Area: Initial Aircraft Taxi Approach to Ramp Area
Situation/Exposure
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
NBAA Safety Committee

21. Risk Exposure - Area: Initial Aircraft Taxi Approach to Ramp Area
Situation/Exposure
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
NBAA Safety Committee

22. Flight Crew Precautions (departure)
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
NBAA Safety Committee

23. Flight Crew Precautions
Aircraft Parking
Flight Crew Precautions
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24. Risk Exposure - Area: Aircraft Parking/Tie Down - Ramp Areas
Situation/Exposure
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
NBAA Safety Committee

25. Risk Exposure - Area: Aircraft Parking/Tie Down - Ramp Areas
Situation/Exposure
The main gear should be chocked at all ramp parking situations
A ground marshler 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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26. Ground Service Equipment
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27. Risk Exposure - Area: 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
NBAA Safety Committee

28. Flight crew communications
with ground crews
Hey, do you have
crew cars? Fuel her
up and I will see
you in the AM
Pilot
Ground crew
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29. Flight and Ground - Towing
Crew Communications
Flight and Ground - Towing
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30. Crew Communications Flight and Ground - Towing
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31. Crew Communications Flight and Ground - Hangar operations
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32. Crew Communications Between Flight and Ground Crews - Fueling
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33. Case studies of what can go wrong
Aircraft Towing (Hangar)
Event:
Two ground crew employees were positioning a Falcon 50 into a hangar when the left wing tip struck a golf cart. One employee was operating the Lektro tug and the other employee was acting as the wing walker. The aircraft was being nosed into the hangar. There was a golf cart being charged on the left side of the hangar and a car was parked on the right side of the hangar. As the aircraft was being pulled in, the wing walker was at the rear of the aircraft going between the right wing and left wing to monitor clearance. As the right wing cleared the car the wing walker started to move back to the left wing when the left wing tip struck the golf car` `
Lear–60 Ground Power Unit
A Lear-60 requested a GPU start assist. Upon completion of both engine starts, and proper shut down procedures of the GPU, the line service technician noticed the GPU cable plug head felt very hot to the touch during disconnect from the aircraft GPU receptacle. The crew was notified, shut down the engines, and requested a maintenance inspection of the GPU receptacle and related components. The aircraft maintenance representative discovered a lose wire on the internal bracket of the GPU receptacle located within the fuselage. .
NBAA Safety Committee

34. Case studies of what can go wrong
Aircraft Towing and Hangar Storage
Event:
Two line service employees with the additional assistance of two aircraft crewmembers were preparing to pull an aircraft from a hangar. The tractor operator misjudged the gear pattern noted on the transmission stick selector, and upon release of the clutch pedal the tractor lurched forward several inches pushing the aircraft into another aircraft positioned directly behind. The intended tow aircraft suffered a dent to the right outboard flap, and the other aircraft suffered a scratch to the nose cone.
Use of Approved Tow Bars
The owner of a Mitsubishi MU-2 recently requested his aircraft to be towed from a hangar utilizing the customer owned tow bar. Upon the initial tow bar inspection, it was noticed the tow bar was not equipped with manufacturer identification tags and the tow bar was bent.
The line crew notified their supervisor of their findings, and the supervisor instructed the crew not to use the tow bar. The supervisor notified the pilot of the issue and requested the manufacturer labeled tow bar, designed for the aircraft be used. The pilot understood the concern and had no issue with utilizing the approved tow bar. The approved tow bar was used with no further incident.
NBAA Safety Committee

35. Case studies of what can go wrong
Crew miscommunication
Event:
The ground crew was informed by the flight crew that the aircraft ( King Air 200 ) brakes were set in the off position. A tow was initiated which resulted in damage to the brake and wheel assembly.
Aircraft Towing - lektro tug
Event
An employee used the Lektro 8750 to tow a Cessna 425 Corsair to a hangar. After the employee captured the C-425 he installed the front gate guard on the bucket of the Lektro. The aircraft was towed to and placed in the common hangar. The operator of the Lektro unit lowered the bucket and released the winch strap prior to chocking the aircraft. The C-425 rolled backwards into the front gate guard crushing the nose wheel fender. The nose wheel fender, which covers the rear of the nose wheel, was crushed against the tire and the fender brackets were broken.
NBAA Safety Committee

36. Case studies of what can go wrong
The result of unauthorized
vehicle operation on ramp
areas
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37. Case studies of what can go wrong
The result of no chocks on a sloping ramp
NBAA Safety Committee

38. Self-audit tool:Gap Analysis
We have written standard operating procedures 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
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
Flight crews provided ground damage awareness training
NBAA Safety Committee

39. Ground damage incident review process
For Each
At-Risk Behavior
Ground damage incident review process
For Each UnSafe Condition
Yes No
Did Condition Result from a Behavior?
Unforced Behavior
Was the Behavior Simply an Error by the
Individual? No
Forced Behavior
Was the Behavior Out of Control of the individual? No
Influenced Behavior
Was there a Risk/Reward Influence on the Behavior?
Yes
Yes
Yes
Explore “Soft” System Issues
Procedures
Training
Human Factors
Explore “Hard” System Issues
Workstation Design
Tool/Equipment Design
Tool/Equipment Availability
Conduct an Analysis to Determine What Drives the
At-Risk Behavior
Make Improvements to:
Procedures
Training
Human Factors
Identify and Implement Antecedents and Consequences that Support Desired Behaviors and Reduce At-Risk Behaviors
Redesign Workstation
Redesign Tool/Equipment
Purchase Necessary Tool/Equipment
NBAA Safety Committee

40. Special Thanks to: Home Depot FTY Hill Aircraft FTY
Signature Flight Support
Purdue University
NBAA Safety Committee