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,