AIRCRAFT GROUND DAMAGE PREVENTION

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

2. AAM Consulting • 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

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

4. 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

5. AAM Consulting Risk Exposures

6. 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

7. 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.

8. AAM Consulting Aircraft Movement • 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

9. AAM Consulting Aircraft Movement • 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

10. AAM Consulting Aircraft Movement • 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

11. AAM Consulting Aircraft Movement • 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

12. AAM Consulting Aircraft Movement • 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

13. AAM Consulting Aircraft Movement • 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

14. AAM Consulting Aircraft Towing • 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

15. AAM Consulting Aircraft Towing • 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

16. AAM Consulting Aircraft Towing • Aircraft should only be moved by approved vehicles

17. 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

18. 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

19. 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

20. AAM Consulting Aircraft Parking • 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

21. AAM Consulting Aircraft Parking • 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

22. 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

23. 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.

24. 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.

25. 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

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

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

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

29. AAM Consulting 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

30. 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

31. AAM Consulting Thank you...