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In several other incidents, ramp agents or ground personnel
did not warn the flight crew of transient light
aircraft in the vicinity of the pushback:
✍ “We had been directed away from the ramp. Ramp
agent was not aware of [small] aircraft behind us.”
(ACN 86732)
Several pilots suggested that damage to baggage carts
by jet blast could be prevented by improved ground crew
vigilance and cart handling:
✍ “Baggage cart drivers/any vehicle drivers [should]
not pass [behind] aircraft at any time because they
are unable to judge how much power is presently
applied or could be applied on the jet engines ahead
of them.” (ACN 194755)
✍ “Baggage cart brakes didn’t work and cart was
not in proper parking area.” (ACN 237246)
Sources and Types of Jet Blast Damage
Because of the small size of the ASRS study set (fiftyone
reports) and the absence of make/model information
in database records examined, it was impossible to
conclusively identify the aircraft types that were primary
sources of jet blast damage. Several interesting
findings emerged, however.
Large (LGT) aircraft weighing between 150,001-300,000
pounds, such as the B-727, B-757, and A320, were the
most frequent source of jet blast damage by nearly a
two-to-one margin, accounting for 45 percent of the
damage incidents reported to ASRS. In comparison,
medium-size transports (MLGs) weighing 60,001-
150,000 pounds, including aircraft such as the DC-9,
BA-146, MD-80, and B-737, were the source of jet blast
damage in 25 percent of the incidents. In another 24
percent of incidents, widebody aircraft (WDB) weighing
over 300,000 pounds, such as the DC-10, L-1011, B-747,
and B-767, were the source of jet blast. (See Table 2.)
10 Issue Number 6
The finding related to LGT aircraft was not completely unexpected: the aircraft types that comprise ASRS’s LGT
weight category—especially the B-727—account for significantly more worldwide commercial jet operations than
other aircraft types. Thus ASRS data may simply reflect these real-world proportions. We also anticipated that
there might be fewer jet blast incidents involving the widebody (WDB) category of aircraft, since many air carrier
companies prohibit maneuvering widebody aircraft in confined spaces such as ramps.
When we classified the types of jet blast damage, we found that other aircraft—particularly light aircraft—were
the primary targets of jet blast damage in 85 percent of the study incidents. Usually aircraft were damaged because
of a direct “hit” from jet exhaust, or because objects such as ladders and baggage carts were blown into them. Many
of these incidents were preventable, either through safer handling procedures for large jets departing and arriving
at ramps; or through stricter ATC separation criteria between large jets and light aircraft in other areas of the
airport, coupled with explicit jet blast warnings to pilots of both large jets and light aircraft.
Summary and Conclusions
In the high-pressure, quick-turnaround environment of most scheduled air carrier
operations, flight crews of turbojet aircraft may be tempted to ignore jet blast
avoidance procedures such as requesting a tug or tractor for pushback, or taxiing to
a designated area on the airport to do a quick engine run-up. Fortunately, the ASRS
jet blast reports we reviewed contained safety suggestions that should help pilots,
ground crews, airport managers, and ATC avoid jet blast incidents without causing
excessive ground delays.
For Flight Crews:
➥ Never perform an engine check or run-up on a taxiway or near a runway without
first informing ATC. This will allow ATC time to issue appropriate jet blast
warnings to lighter aircraft that may be nearby, but unseen by the jet crew.
➥ When it is necessary to perform an engine run-up, request ATC assistance in
ensuring that jet engine exhaust is directed away from active taxiways, runways,
and other areas that may be occupied by lighter aircraft.
➥ If possible, avoid pushback, powerback, or taxi-in procedures that involve 180-
degree-or-greater turns with one or more engines running—consider using a tug
instead.
➥ When departing a gate, request pushback to a position where an initial taxi can
be made without directing forward thrust into the gate area—or into lighter
aircraft parked nearby on the ramp. If a powerback must be made, request that
the guide person direct the aircraft to a position that is parallel to the centerline
of the taxiway, before applying forward thrust.
➥ Before engine start and pushback on a ramp where both turbojets and lighter
　
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