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commuter aircraft are parked, ask ground personnel to inform the flight crew of
any boarding or deboarding operations by lighter aircraft that may be in progress
close behind jet aircraft. If a potential hazard exists, flight crews should delay
their engine start and pushback procedure until the area behind them is clear.
Be aware that even small air carrier and corporate jets can produce potentially
deadly blast.
Issue Number 6 11
For Ground Crews:
➥ Always visually check the ramp and taxiways behind a turbojet before and during
a pushback/powerback for the presence of transient light aircraft that may be
caught in the jet blast.
➥ Give decisive hand signals and/or verbal warnings to the flight crew during a
pushback or powerback if you see a hazardous situation developing.
➥ Avoid driving baggage carts between turbojets on the ramp; it is often impossible
to know whether aircraft engines are running, or whether power might be applied
suddenly by the jet’s crew.
➥ Position baggage carts in the areas designated on the ramp—make sure the cart
brakes have been applied.
For Airport Managers
➥ Ensure that adequate distance buffers are maintained on the ramp between
commuter and turbojet boarding and deboarding operations.
➥ Avoid parking light aircraft “tail-to” turbojets on airport ramps; light aircraft
may be damaged during jets’ power-up and initial taxi. Make sure that any light
aircraft left on ramps overnight, or during daytime operations, are properly
secured.
➥ Encourage owners of light aircraft in parking areas adjacent to taxiways used by
turbojets to make sure that their planes are properly tied down, with gust locks
engaged or attached when possible.
For ATC:
➥ When a turbojet requests a maintenance run-up or engine check, direct the
aircraft to an airport area designated for this activity, or turn the aircraft to a
heading where jet exhaust will not be aimed across active taxiways, run-up areas,
and runways. Require one of the aircraft crew members to be on a headset during
the run-up procedure so that communications between the tower and aircraft will
not be disrupted. Otherwise, the ear-splitting noise of revving jet engines may
drown out ATC instructions on cockpit speakers.
➥ Always warn light aircraft of jet blast hazard if they are near a turbojet that is
initiating or performing an engine run-up. This warning is especially important
to light aircraft taxiing near a turbojet run-up at dusk or night.
➥ Before clearing a turbojet into position on the runway, consider warning the jet
crew of the presence of lighter aircraft directly behind them, or in close proximity
(on an adjacent taxiway or in a run-up area, for example). The jet crew may be
unaware of the lighter aircraft. This warning is particularly important when
“immediate takeoff” instructions are issued.
➥ Before clearing a light aircraft to cross a runway where a large turbojet aircraft
has just departed, issue a jet blast warning and consider applying time or
distance separation between the light aircraft and the residual jet blast. These
safeguards may be especially important at night, when pilots lack the visual cues
that help them judge residual jet blast.
12 Issue Number 6
by
Linda Connell
and
Marcia Patten
“We were on an air
ambulance
flight…picked up a team of organ removal surgeons in XYZ…and flew them to ABC to
remove the heart from a donor. The weather was clear and forecast to remain so. We
understood… [that] the heart has a very short lifetime between removal from the donor
and installation in the recipient, so when the recovery team arrived back at the ABC
airport it would be necessary to expedite as much as possible…The F/O…[and I]
readied the aircraft for the return leg and then went into the FBO to wait…Shortly
before the medical team’s departure from the airport…the fog began to roll into the
area. Upon [their] arrival, the visibility was down to 4000 RVR…[but] our operations
specifications call for minimum 5000 RVR for departure. I felt it was necessary to
depart below minimums based on our medical emergency…I felt the decision to depart
below minimums was the only one available to me under the circumstances. If we had
waited for improved visibility, the heart would have been ruined, and the receiving
patient may have died.” (ACN 221023)
Welcome to EMS Operations
The flight described above is hardly the sort a pilot
wants to face everyday. Fortunately, most helicopter
　
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