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Subject: Ramp rats, signs and airplanes
From: Paul Miller <pjdmiller@gmail.com>
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References: <list-6452767@logan.com>

The guide to ramps is easy after 30 years of getting whacked.   Expect =
the worse and prepare ahead of time.  A few tips from my pocketbook.

No matter where you go, if they need the space, you'll get moved.   If =
its late at night and the hockey teams' 737 is arriving, you'll get =
moved if you're in the way or if they need the ramp.   You can do all =
the prep in the world but some places just have to move airplanes.  Most =
use tugs even with a 1600lb Lancair.  Find out who is on shift and call =
them to explain what you want and how you can assist.   That handles =
about 95% of the problems.

I learned from damage to C414, TBMs and other planes that it just =
happens but you can be prepared.  I make a set of stainless tow pins for =
the TBM 700s that fit the French metric pinhole.  I've sold a couple =
hundred and I make them soft for a reason.   I've replaced about 50 of =
them over time when an owner calls to say they are bent. I tell the =
owner to go to the FBO and complain because some tug jockey popped a =
clutch and bent those pins and may have damaged a nose strut or linkage. =
  These are A-class FBOs where this happens but at least we have an =
indicator that something happened.

Make up signs with your cell and instructions.  If you want it moved by =
tow bar or tug or push/pulled or have the pilot come out to move it then =
put that in a visible area near the nose wheel.  Leave a tow bar that =
can facilitate hand movements.

Always carry a camera in the plane.

Leave the front desk with a printed sheet with your numbers and emails =
and instructions.  Be prepared to come out at any time to move if that's =
what you asked for.  If the weather changes, call the front desk and ask =
them if hangar space if available or if the plane is protected into the =
wind or whatever is best.  But calling typically gives you a better idea =
of what is happening on the ramp when WX gets nasty.  Some great places =
will just move you inside if they have room and the sirens are going =
off.  If major storms are a risk tell them ahead of time to move you =
inside and you'll pay and put that on the sheet.  That way there's no =
excuse.  You might get a bill once in a while.

If there is damage, photograph it immediately and insist on a rep from =
the FBO to acknowledge the damage in writing and ask for details on =
their insurance.  Photograph your plane regularly at home so you have a =
record. Typically, ramp rash is out of the pockets of fuelers and the =
FBO and insurance is almost never involved.  I experienced a Falcon =
wingtip pulled off moving my Cessna and the guy was so scared he buried =
the evidence.  He never got fired either and that was an AVITAT.  =
$25,000 wingtip and $5000 to my Cessna leading edge and boots. Remember =
you probably can't fly legally unless you get a logbook entry as to the =
repair or inspection.

I had the C414 parked tail into a wind storm with no rudder lock, =
requiring new skins and paint.   The FBO made it up with fuel =
credits--not cash.  I had called that previous night but they never put =
the lock back on after repositioning.  That was a Millionaire.

I leave a sign not to do windows although that is almost never a problem =
these days.  I never touch the pressurized windows, maybe hose them once =
in a while is all that I do.

I go to self-serve pumps and quiet airports when available and I am =
almost always present if someone else fuels the plane.  A lonely airport =
solves about 90% of all the ramp rash and fuel problems.

Ramp rats are very careful when someone is watching, or so it seems.  =
(I've been a ramp rat and I've dinged an airplane going too fast on a =
tug on a cold winter night).  I've seen rats use a screwdriver to chip =
the ice off the top of my wing to get at the fuel cap.   Yeah, that was =
an AVITAT too--different one.  Be there for your fuel.  Be prepared to =
wait on departure if the FBO is busy that morning.  Go out the night =
before and get it done when things are quiet.  Bring doughnuts or =
anything half decent.  At a busy place, these rats can go nonstop all =
day and are grateful to get the leftover catering from the BBJ or Q-jet. =
 Then the freight runs start and can consume the entire night.  Is that =
where you are parking for a week?

I bring my own fuel mat that is clean and free of chips and stones and =
oil.  It is made from snowmobile suit material and never freezes in =
winter like rubber mats.  I wash it with soap and water and keep it with =
me.

If you are really adamant about not moving the plane then get those =
chocks made up with appropriate language and have it direct to call you =
so that you can come out in the middle of the night and move it.  Or go =
to a tie-down spot and tie it down.   At busy airports a ramp spot is =
not a dedicated space.  Its a fluid parking lot of different aircraft =
and you can't expect to stay in a place unless they've marked that on =
your sheet.  But, I found if you take time to leave notes, make a call =
and express your wishes in writing, people tend to take notice and they =
appreciate you recognizing they have a job to do and you've made it =
easier with your information.  At busy airports with tight space you're =
going to get moved.

I'm sure others have tips to share as well.

Paul
Legacy

> on my prop to move the airplane around the ramp. What have you guys =
been
> successful with to prevent this? "NO PUSH/PULL" signs do not seem to =
work,