Every pilot, to one degree or another, spends time contemplating risk management. While aviation is known to be potentially risky, many aviators adopt the strategy of actively managing risk as a means of minimizing the exposure to danger. Each and every flight involves a series of choices and judgments, either conscious or not, that ideally insures the safe completion of the flight.
We spend a significant portion of our non-flying aviation time engaged in safety related activities. Reading accident reports, attending safety seminars or even going through the new FAR. Virtually every aspect of flight safety is scrutinized. I say “virtually” since there is one area that is given very little consideration. That is, what happens on “the ramp?”
Intuitively, the dangers lurking on a typical general aviation ramp are nowhere near the risky environment faced by crewmen working the deck of an aircraft carrier during flight operations. But, how safe (or dangerous) is it? It is exceedingly difficult to derive a useful statistical comparison (like fatalities per 100,000 flight hours, for example) since there is a broad spectrum in ramp activities; from a sleepy grass strip where hand propping might be the greatest risk, to a large metropolitan airport where the intensity of activity can appear to create a blur The risks and frequency of events are likely to be completely different across the spectrum of airports, however, knowing what has happened might make you pause to think next time you walk across the apron on your cell phone or glancing at the likely departure procedure, as you approach your aircraft. The goal of this article is to help you look at the ramp in different way, recognizing the hazards of being in an area where some bad things can and do happen.
In an effort to better understand the risks faced by ground crew in busy, commercial airports, Grabowski, Baker and Li published a study entitled, “Ground Crew Injuries and Fatalities in U.S. Commercial Aviation, 1983-2004.” (Aviation, Space and Environmental Medicine 76(11):1007-1011, 2005). In this study, they searched the National Transportation Safety Board (NTSB) database for ground crew injuries occurring during the landing, taxiing or standing phase of commercial flights. In the 22-year period studied, these authors found that there were 80 accidents, involving a total of 98 ground crew members. There were 21 recorded fatalities.
The majority of the accidents (64%) occurred when the aircraft was in the “departure phase” of flight and nearly half of the accidents (49%) occurred while the aircraft was in motion. With the number of people and vehicles (including heavy equipment) congregating in a small area around the aircraft, it is no surprise that 43% of the accidents involved vehicles colliding with aircraft. Non-fatal accidents frequently involved moving vehicles (including wing walkers being run over by the aircraft), jet blast mechanisms or fire (cargo hold and equipment.)
Ten of the 21 fatalities resulted from a ground crewmember contacting a spinning propeller. Six fatalities were due to vehicles contacting an aircraft, 3 were heavy equipment accidents. The remaining two fatalities involved mechanics: one who was struck by lightning and the other killed by an over-inflated tire, which failed.
The study by Grabowski and co-authors nicely summarized the kinds of incidents that occur on busy airport ramps. However, the aggregated data, while powerful in its own right, does not really convey the human element of the risks that people face while working around aircraft. What follows are some case reports selected from the National Transportation Safety Board (NTSB) and from the Occupational Safety and Health Administration (OSHA) databases. These reports occurred within the last ten years and were selected for their educational value. They highlight dangers pilots face while working in the ramp area. (Reports were edited for brevity.)
Propeller Strike:
The danger of being around a spinning propeller or helicopter rotors is obvious. Often this is discussed during the first day of flight training; however these serious, often fatal accidents continue to occur: “….a lineman was seriously injured when the lineman inadvertently walked into the turning propeller for the number 1 engine while undergoing ground operations prior to the night flight….The pilot stated that as the airplane completed both engine starts, in preparation for the flight, the employee quickly approached the airplane to unplug the ground power unit (GPU) when he proceeded to cross beneath the left wing from forward-to- aft retrieving the left main landing gear wheel chocks. While recovering the left wheel chocks the lineman was struck by the left engine propeller blade sustaining serious injury”. (NTSB: DFW07CA189)
“At 6:20 pm on Feb. 21, 1999, Employee #1 was preparing to direct a single engine Piper Saratoga private aircraft from its parking place across the tarmac to the proper ramp leading to a runway. Prior to the aircraft starting to move, Employee #1 walked into one (sic) of the spinning propellers. The blade struck the left side of his head in two locations, decapitating him. Employee #1’s left arm was also amputated at the shoulder.” (OSHA accident: 14294664)
“At approximately 12:01 am on January 22, 2001, Employee #1, a security guard, was securing the Air-Evac helicopter pad as the Air-Evac helicopter was preparing for take off. Employee#1 voluntarily offered to remove the starting unit from the pad. Employee #1 took the cart from the side of the aircraft and proceeded to the rear of the helicopter. Employee #1 apparently bent over to clear the tail of the craft but was struck in the head by the tail rotor. Employee #1 was killed.” (OSHA accident: 200270767)
Notice that each of these three accidents occurred at night, in low light conditions.
Vehicles:
As emphasized in the Grabowski article, vehicles on the ramp constitute a significant hazard. Drivers are often more concerned about not running into expensive aircraft than worrying about not hitting pedestrians. Pilots on the ramp are engrossed in the task at hand and may not be watching where they are walking, or aware of who is around them.
“Employee #1… was standing with her back to a fuel truck as it finished refueling an aircraft. She was killed when the vehicle backed up into her. The fuel truck did not have a spotter.” (OSHA accident: 20030575).
Having a fuel truck “spotter” at most General Aviation fields is almost unheard of.
Non-Pilots, including furry friends:
To seasoned pilots, the ramp area is a familiar, perhaps even comfortable environment. Next time you are on the ramp, stop for a moment and try this mental exercise. Look around you and try to imagine what it was like the first time you walked the flight line. Or, recall the feeling(s) you had when you walked up to your aircraft for your very first introductory flight. Everything was new to you. You were excited, possibly a bit anxious, about the upcoming experience. The point is that, it is unlikely that you were aware of what was happening around you, as you admired the airplanes on the flight line.
Try to remember those early reactions as you escort friends and family, those who are new to aviation, to your aircraft. It often pays to “brief” first time visitors to stick close to you and not wander off as you prepare for departure. It may make sense to leave your party in the terminal, or some place safe, while you pre-flight the aircraft. Are you really being thorough in your pre-flight routine, if you have to constantly keep half-an-eye out for your passengers? Be vigilant with children and animals. They may be prone to dash off to investigate something especially interesting. They may not recognize the danger of a nearly invisible spinning prop. Can you be certain that they will look both ways to avoid a taxiing aircraft or a moving fuel truck? Many of these dangers are obvious to you, but not so to the un-initiated.
Fires:
Anytime you get that much fuel (in the aircraft tanks, in the fuel truck or even on the ground) and a myriad of ignition sources in one place, problems are bound to occur.
“During engine start, an engine fire started and consumed the airplane. The pilot applied primer and began to start the engine. He heard a backfire and flames emitted from the engine. He continued the engine start attempt; however, the flames became too excessive and the pilot and passenger were forced to evacuate the airplane. Post accident examination by the FAA accident coordinator showed no mechanical malfunctions.” (NTSB: SEA07LA094)
“Employee #1 and two co-workers were working on a leak in the left fuel tank of an aircraft. After placing a patch over the hole they poured a sealant containing methyl ethyl ketone into the tank to seal the hole. The coworkers left the area. Employee #1 continued the sealing operation by using an electric hair dryer to speed up the drying process. Shortly thereafter, an explosion occurred and the aircraft caught on fire. Employee #1 suffered severe burns… and died several days later.” (OSHA accident: 200260818)
Sometimes, even careful, conscientious pilots can do things that result in a bad situation on the ramp.
“The pilot stated that the battery was not strong enough to turn the engine over, so he pulled his car up and attached the jumper cable to the outer jump device. He started the engine, reduced power to idle and applied the parking brake. He waited thirty seconds to a minute to ensure the airplane was not capable of moving. He left the cockpit, removed the jumper cable and climbed on the wing to re-enter the cockpit. As he was climbing on the wing, the parking break let loose and the sudden movement caused him to loose his balance and fall off the wing. Before he could catch the aircraft, it clipped one aircraft near the propeller and ran into the second aircraft at less than five miles per hour.” (NTSB: CHI07CA143)
Finally, when you think you can relax, with your airplane is safely tucked away in your hanger, think again: “The three person flight crew were taxiing a transport category airplane to the active runway…when they taxied beyond the access to the runway and into a confined ramp area. A ground controller observed the situation and asked the flight crew if they were able to maneuver the airplane back, or if they wanted a tug to reposition. A crewmember responded that they would maneuver the airplane without ground assistance. In an attempt to turn around, the flight crew selected reverse thrust and backed the airplane toward a private hanger. Then the flight crew selected forward thrust and the subsequent jet blast damaged two hangers, the contents inside and seriously injured a person inside one of the hangers. The flight crew then proceeded to the runway and departed. When the crew arrived at their destination…they were informed of the damage and later, the ground injury. A review of a published Jeppesen airport chart… revealed that the crew had taxied the airplane into an area that was closed to aircraft weighing over 59,000 pounds.” (NTSB: DFW06LA024)
Working in and around aircraft on an airport ramp is clearly hazardous. While the risk of injury or death increases with the size of the aircraft and the intensity of ramp activity, the nature of what occurs on every ramp, at every airport, should make one pause before entering the ramp area. Be aware of your surroundings (situational awareness is just as important on the ramp, as it is in the air).
Be defensive, don’t assume that the fuel truck driver sees you or that everyone is as aware of their surroundings as you are.
Treat every propeller, rotor or jet intake/exhaust as a potentially lethal object.
Fires do happen and every aircraft on the ramp is a potential fire bomb.
Remember, you are virtually invisible at night!
Be especially vigilant when non-pilots are in the ramp area; brief your friends and loved-ones about the dangers that they might not be aware of in the area. Keep a “short leash” on kids, animals and others who aren’t aware of the dangers.
The ramp area can be a place full of fun, excitement and anticipation. It is an area where potentially dangerous equipment congregate in relatively small areas. Whether you are engrossed in the details of the upcoming flight or reflecting on the flight that just ended, be extra vigilant on and avoid the dangers that are on the ramp.