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From NASA's Aviation Safety Reporting System�
Number 197
October 1995
Improving Ramp Safety
Airport Ramp Safety will be one of the topics discussed at the Flight Safety Foundation’s 48th International Air Safety Seminar, in Seattle, Washington, in November. The subject is an important one. The annual cost of equipment damage during ramp operations has been estimated as the dollar equivalent of a fleet of widebody jets. The true cost of injury to personnel is incalculable. Because of the hazard that jet blast poses to ramp ground personnel and equipment, many air carriers prohibit or se verely restrict single-engine taxi, instead requiring use of a tug to position the aircraft. An ASRS report provides graphic illustration of the jet blast damage that can occur on a tight ramp:
fully depressed the toe brakes. However, there is no hydraulic power at low RPM settings. The aircraft rolled forward enough to strike a ground power unit, tearing a hole on the right side, below the First Officer’s window. The parking brake had not been set, [even though it] was called out by me and the Captain confirmed it was set.
The Road Home
In another ASRS report, an Air Carrier Captain was confronted with several roadblocks to his attempts to park his aircraft for the night:
■ As I was approaching gate I shut down the #2 engine (per
our Ops Manual). I was momentarily distracted inside the cockpit. There was enough room to make a turn...to gate. I added power on the #1 engine. During the left turn, the jet blast from the #1 engine blew a mechanic off a maintenance stand. It also blew part of an engine cowling off the stand. In future situations, I will...shut down and use a tug to repo sition if there is any doubt about jet blast.
Is This the Party to Whom I Am Speaking?
Lack of adequate communication–verbal or visual–among flight crew and ground crew, is at the heart of many ramp incidents reported to ASRS. Good communication is espe cially important during night ramp operations, as shown by the following eye-opening (and costly) encounter:
■ [We were] cleared to the gate and advised to power in to the gate. Guide-in man had no lights or wands, but was standing in bright lights from the terminal. He brought us 12 feet too far forward of the stop line, and the left engine cowl hit the jetway. When the jetway driver tried to move the jetway, he pushed the aircraft, causing more damage. The stop lines were marked, but were hard to read because they had oil and grease on them. The jetway was not parked in the normal spot and was unlit.
The reporter makes several suggestions for these problems: taxi and parking lines should be clean and visible; jetways should be manned by qualified personnel and parked in proper position; and supervisors should be at any gate where aircraft are being moved. Equipping guide-in personnel with lights or wands is another safety recommendation.
■ I had just confirmed with the headset operator [the tug driver] that all doors were closed and we were cleared to push back. About twenty feet back, we encountered a firm object. The lav truck driver [had returned] to the aircraft to empty “the blue room,” and had ignored the beacon lights or not realized that aircraft movement was imminent. Just prior to impact, the driver bailed out of the truck. The wingwalkers on both wings failed to notice this vehicle behind us.
The aircraft had to be jacked up to facilitate removal of the truck. The aircraft sustained extensive damage, a 7-foot gash in the belly, and was down for four days. Good cockpit communication is equally important. The next report, from a Commuter First Officer, illustrates how easily CRM skills can be lost, even during routine tasks like a de parture checklist:
Sudden Disappearance
Perhaps the most frightening sort of incident is the sudden disappearance of a passenger on the ramp. A number of factors led to this GA pilot’s nerve-wracking experience while taxiing a tail-dragger aircraft:
■ I began my duties of computing weight and balance and bug speeds. I saw the Captain advance the condition levers... [and] I sensed the aircraft began to roll forward. We both
■ While I was taxiing for takeoff, a [charter airplane] in front of me stopped on the taxiway. The pilot was not using the radio, so I decided to taxi around the plane in the ramp area to his right. A passenger deplaned and began walking toward the ramp—this put his path in front of mine. I stopped and looked to see if any additional passengers were deplaning. I then looked back...and assumed the passenger was with [a group of people off to the side]. Again I started around the plane. I leaned forward ...and stopped immedi ately when I saw the passenger crouching on the ground in front of me. He had apparently tripped on a tie-down cable and was picking up papers he had dropped.
ASRS Recently Issued Alerts On...
Reports of malfunctioning pilot seat locks on B737s Tree obstructions on approach to an Illinois airport Frequency interference between two Arizona ATIS's Similar-sounding intersection names on a Texas STAR Inadequate back-up power systems at several TRACONs
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
August 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1914 833 113 38
TOTAL
2898
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_197.pdf
From NASA's Aviation Safety Reporting System�
Number 197
October 1995
Improving Ramp Safety
Airport Ramp Safety will be one of the topics discussed at the Flight Safety Foundation’s 48th International Air Safety Seminar, in Seattle, Washington, in November. The subject is an important one. The annual cost of equipment damage during ramp operations has been estimated as the dollar equivalent of a fleet of widebody jets. The true cost of injury to personnel is incalculable. Because of the hazard that jet blast poses to ramp ground personnel and equipment, many air carriers prohibit or se verely restrict single-engine taxi, instead requiring use of a tug to position the aircraft. An ASRS report provides graphic illustration of the jet blast damage that can occur on a tight ramp:
fully depressed the toe brakes. However, there is no hydraulic power at low RPM settings. The aircraft rolled forward enough to strike a ground power unit, tearing a hole on the right side, below the First Officer’s window. The parking brake had not been set, [even though it] was called out by me and the Captain confirmed it was set.
The Road Home
In another ASRS report, an Air Carrier Captain was confronted with several roadblocks to his attempts to park his aircraft for the night:
■ As I was approaching gate I shut down the #2 engine (per
our Ops Manual). I was momentarily distracted inside the cockpit. There was enough room to make a turn...to gate. I added power on the #1 engine. During the left turn, the jet blast from the #1 engine blew a mechanic off a maintenance stand. It also blew part of an engine cowling off the stand. In future situations, I will...shut down and use a tug to repo sition if there is any doubt about jet blast.
Is This the Party to Whom I Am Speaking?
Lack of adequate communication–verbal or visual–among flight crew and ground crew, is at the heart of many ramp incidents reported to ASRS. Good communication is espe cially important during night ramp operations, as shown by the following eye-opening (and costly) encounter:
■ [We were] cleared to the gate and advised to power in to the gate. Guide-in man had no lights or wands, but was standing in bright lights from the terminal. He brought us 12 feet too far forward of the stop line, and the left engine cowl hit the jetway. When the jetway driver tried to move the jetway, he pushed the aircraft, causing more damage. The stop lines were marked, but were hard to read because they had oil and grease on them. The jetway was not parked in the normal spot and was unlit.
The reporter makes several suggestions for these problems: taxi and parking lines should be clean and visible; jetways should be manned by qualified personnel and parked in proper position; and supervisors should be at any gate where aircraft are being moved. Equipping guide-in personnel with lights or wands is another safety recommendation.
■ I had just confirmed with the headset operator [the tug driver] that all doors were closed and we were cleared to push back. About twenty feet back, we encountered a firm object. The lav truck driver [had returned] to the aircraft to empty “the blue room,” and had ignored the beacon lights or not realized that aircraft movement was imminent. Just prior to impact, the driver bailed out of the truck. The wingwalkers on both wings failed to notice this vehicle behind us.
The aircraft had to be jacked up to facilitate removal of the truck. The aircraft sustained extensive damage, a 7-foot gash in the belly, and was down for four days. Good cockpit communication is equally important. The next report, from a Commuter First Officer, illustrates how easily CRM skills can be lost, even during routine tasks like a de parture checklist:
Sudden Disappearance
Perhaps the most frightening sort of incident is the sudden disappearance of a passenger on the ramp. A number of factors led to this GA pilot’s nerve-wracking experience while taxiing a tail-dragger aircraft:
■ I began my duties of computing weight and balance and bug speeds. I saw the Captain advance the condition levers... [and] I sensed the aircraft began to roll forward. We both
■ While I was taxiing for takeoff, a [charter airplane] in front of me stopped on the taxiway. The pilot was not using the radio, so I decided to taxi around the plane in the ramp area to his right. A passenger deplaned and began walking toward the ramp—this put his path in front of mine. I stopped and looked to see if any additional passengers were deplaning. I then looked back...and assumed the passenger was with [a group of people off to the side]. Again I started around the plane. I leaned forward ...and stopped immedi ately when I saw the passenger crouching on the ground in front of me. He had apparently tripped on a tie-down cable and was picking up papers he had dropped.
ASRS Recently Issued Alerts On...
Reports of malfunctioning pilot seat locks on B737s Tree obstructions on approach to an Illinois airport Frequency interference between two Arizona ATIS's Similar-sounding intersection names on a Texas STAR Inadequate back-up power systems at several TRACONs
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
August 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1914 833 113 38
TOTAL
2898
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_197.pdf
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