NBAA AIRCRAFT

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

June 2002
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

Most significant risk factors for ground
damages
Frequency of events
%

1. Towing
2. Ramp movements
t o w i ng

R a mp

3. Ground service equipment GS E

4. Hangar movements Ha ng a r

0 10 20 30 40 50

NBAA Safety Committee

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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Maintenance Related Exposures

NBAA Safety Committee

 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

 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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Aircraft Movement

NBAA Safety Committee

Risk Exposure - Area:
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
NBAA Safety Committee
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

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
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

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

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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Aircraft Towing

NBAA Safety Committee

 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

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

NBAA Safety Committee

Risk Exposure - Area:
Aircraft Towing - Ramp Areas
Situation/Exposure
• Aircraft should only be
moved by approved
vehicles

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 Aircraft Taxi
Flight Crew Procedures

NBAA Safety Committee

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
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
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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

 Aircraft Parking
Flight Crew Precautions

NBAA Safety Committee

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

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

NBAA Safety Committee

Ground Service Equipment

NBAA Safety Committee

 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

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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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 Crew Communications
Flight and Ground - Towing
Flight Crew Grnd Crew Actions
Questions Response

“Will you be No Present the company’s written

towing our suggested procedures that outlines
aircraft today?” ground chocking procedures and
protection - cones, etc.

Yes Inform ground crew - “be advised, the

brakes are off and here is a copy of our
companies preferred methods for
towing and secureing our aircraft”.

“Are you Yes If time permits, assist as a spotter

familiar with
this type of No or shows Ask that the aircraft remain where it is
aircraft?” uncertainty or that an employee who is familiar
with towing the type of aircraft be
locaSafety
NBAA ted bCommittee
efore it is towed
Crew Communications
Flight and Ground - Towing

Flight Crew Grnd Crew Actions

Questions Response

“Have you been No Ask that the aircraft remain where it is

trained to tow this or that an employee who is familiar
type of aircraft?” with towing the type of aircraft be
located before it is towed
“Will the aircraft Yes Request that a wing walker be present
be towed during and that the perimeter of the aircraft
times the flight be cleared before movement. The use
crew is not of a brake monitor maybe required on
available?” heavy aircraft.

NBAA Safety Committee

Crew Communications
Flight and Ground - Hangar operations
Flight Crew Grnd Crew Actions
Questions Response

“Do you have Yes Present the company’s written

room for our suggested procedures for hangar
aircraft in a movements, i.e., required wing
hangar?” w alkers, chocks, movement speed, etc.

NBAA Safety Committee

Crew Communications Between
Flight and Ground Crews - Fueling
Flight Crew Grnd Crew Actions
Questions Response

“Are you familiar No Present the company’s written

with the fueling suggested procedures that outlines
procedures for this fueling methods.
aircraft?”
Yes If time permits assign a pilot to
observe fueling.

As much as practical, fueling should

be conducted only when a flight
crewmember or employee of the
aircraft’s owner is present.

NBAA Safety Committee

 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

Event:

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
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

Event:

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

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

Case studies of what can go wrong

The result of
unauthorized
vehicle operation on ramp
areas

NBAA Safety Committee

Case studies of what can go wrong

The result of no chocks

on a sloping ramp

NBAA Safety Committee

 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

 Incident

For Each
At-Risk Behavior
For Each UnSafe
Condition Ground damage incident
review process
Yes Did Condition No
Result from a
Behavior?

Unforced Behavior Forced Behavior

Was the Behavior Simply an Error by
No Was the Behavior Out of Control of the No Influenced Behavior
individual? Was there a Risk/Reward Influence on
the
the Behavior?
Individual?

Yes Yes Yes

Explore “Soft” System Issues Explore “Hard” System Issues

Conduct an Analysis to Determine What
•Procedures •Workstation Design
•Tool/Equipment Design Drives the
•Training At-Risk Behavior
•Human Factors •Tool/Equipment Availability

Make Improvements to: Identify and Implement Antecedents

•Redesign Workstation
•Procedures and Consequences that Support Desired
•Redesign Tool/Equipment
•Training Behaviors and Reduce At-Risk
•Purchase Necessary Tool/Equipment
•Human Factors Behaviors

NBAA Safety Committee

 Special Thanks to:
• Home Depot FTY
• Hill Aircraft FTY
• Signature Flight Support
• Purdue University

NBAA Safety Committee