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From: Jeff Edwards <vtailjeff@aol.com>
Subject: Re: [LML] Ramp rats, signs and airplanes

Paul,

Great material!=20

Jeff

On Sep 5, 2013, at 8:40 AM, Paul Miller <pjdmiller@gmail.com> wrote:

> 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.
>=20
> 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 yo=
u're in the way or if they need the ramp.   You can do all the prep in the w=
orld 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.
>=20
> I learned from damage to C414, TBMs and other planes that it just happens b=
ut 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 t=
hem soft for a reason.   I've replaced about 50 of them over time when an ow=
ner calls to say they are bent. I tell the owner to go to the FBO and compla=
in because some tug jockey popped a clutch and bent those pins and may have d=
amaged a nose strut or linkage.   These are A-class FBOs where this happens b=
ut at least we have an indicator that something happened.
>=20
> Make up signs with your cell and instructions.  If you want it moved by to=
w bar or tug or push/pulled or have the pilot come out to move it then put t=
hat in a visible area near the nose wheel.  Leave a tow bar that can facilit=
ate hand movements.
>=20
> Always carry a camera in the plane.
>=20
> 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 y=
ou asked for.  If the weather changes, call the front desk and ask them if h=
angar space if available or if the plane is protected into the wind or whate=
ver is best.  But calling typically gives you a better idea of what is happe=
ning on the ramp when WX gets nasty.  Some great places will just move you i=
nside 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 w=
hile.
>=20
> 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 insur=
ance.  Photograph your plane regularly at home so you have a record. Typical=
ly, ramp rash is out of the pockets of fuelers and the FBO and insurance is a=
lmost never involved.  I experienced a Falcon wingtip pulled off moving my C=
essna and the guy was so scared he buried the evidence.  He never got fired e=
ither and that was an AVITAT.  $25,000 wingtip and $5000 to my Cessna leadin=
g edge and boots. Remember you probably can't fly legally unless you get a l=
ogbook entry as to the repair or inspection.
>=20
> I had the C414 parked tail into a wind storm with no rudder lock, requirin=
g new skins and paint.   The FBO made it up with fuel credits--not cash.  I h=
ad called that previous night but they never put the lock back on after repo=
sitioning.  That was a Millionaire.
>=20
> I leave a sign not to do windows although that is almost never a problem t=
hese days.  I never touch the pressurized windows, maybe hose them once in a=
 while is all that I do.
>=20
> 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 ab=
out 90% of all the ramp rash and fuel problems.
>=20
> Ramp rats are very careful when someone is watching, or so it seems.  (I'v=
e been a ramp rat and I've dinged an airplane going too fast on a tug on a c=
old 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--diff=
erent 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 thi=
ngs are quiet.  Bring doughnuts or anything half decent.  At a busy place, t=
hese rats can go nonstop all day and are grateful to get the leftover cateri=
ng from the BBJ or Q-jet.  Then the freight runs start and can consume the e=
ntire night.  Is that where you are parking for a week?
>=20
> 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.
>=20
> 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 yo=
u can come out in the middle of the night and move it.  Or go to a tie-down s=
pot 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 sta=
y in a place unless they've marked that on your sheet.  But, I found if you t=
ake time to leave notes, make a call and express your wishes in writing, peo=
ple tend to take notice and they appreciate you recognizing they have a job t=
o do and you've made it easier with your information.  At busy airports with=
 tight space you're going to get moved.
>=20
> I'm sure others have tips to share as well.
>=20
> Paul
> Legacy
>=20
>> 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=
,
>=20
>=20
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