Ed_Wischmeyer
Well Known Member
The good news is that the RV-9A was never in any danger because when I saw what was going on, I left it in the hangar. But?
As I was adding oil and generally getting the plane ready to go to another airport to top off the tanks before tomorrow?s X-C, I heard an unfamiliar, loud jet noise that did not subside, as such noise would on takeoff. I walked down to the end of the hangar row and maybe a hundred yards away, saw a bizjet with a maintenance truck next to it. Immediately before me, a Cessna 340 was rocking in its tiedowns. The tail tiedown was not tight (don?t recall the others) and the rope was at a 45 degree or flatter angle to the ground. The rudder was fully deflected to the left, bouncing off the stop, and the trim tab was also fully deflected to the left. The rudder skin appeared wrinkled. I walked farther out away from the end of the hangar but did not go beyond a point at which I had to decidedly lean into the jet blast, and I would estimate that to be at least 50 MPH.
I did not observe any rotating beacon on the Phenom jet. Later, from the side, I observed the beacon atop the vertical fin. I never did observe the belly beacon, for whatever reason.
I was immediately aware that if I had tried to taxi through that jet blast, exiting the hangar row, my plane might well have tipped up onto a wingtip or beyond. It later occurred to me that I almost certainly would have lost directional control with that much crosswind.
I walked up in front of the jet and got the attention of the left seater, but gestures were inadequate to get him to change anything.
I flagged down the airport police, but they said that the ramp was beyond their control and to talk to the FBO. I had just talked to the FBO who told me that they had approved the ramp for the runup as there were no planes behind. They were oblivious to planes that might be taxiing to and from their hangars and oblivious to how far behind the plane the jet blast extended. The manager on duty got defensive and gave me the runaround.
Then it occurred to me to call the tower. The ramp is, technically speaking, not a movement area and not under their control, but they were glad to have the information to pass on to other planes. I wound up calling them a half dozen times as the jet's engine repeatedly shut down and restarted.
Later, I observed that the skin on the left side of the twin Cessna?s rudder was wrinkled and had two distinct tears in it. I mentioned this to the FBO, and the counter gal said that if I?d noticed it, the pilot would surely notice it on his preflight. I opined that I was looking for problems and he might not be, and that if I came out to the airport and found my plane damaged and unairworthy, and found out that the FBO knew about it and did not call me, I?d be much more than annoyed. I also observed a traffic cone of the type normally placed under the Cessna?s right wingtip, but this cone was 35 paces downwind of the wingtip. And in front of the left wingtip was something that looked like a rudder gust lock.
I took a whole slew of cell phone pictures to document everything, including the jet N# and license plate # of the maintenance truck. I should have taken video and more pictures.
I later talked to the two mechanics in the FBO. The conversation was polite and formal, and I suggested that they go look at the Cessna to CYA.
I did relay this entire incident to one of my friends who is active in NBAA.
Without assigning blame, what are the missed safety opportunities?
FBO:
* Failure to train personnel on jet blast;
* Improper choice of runup location, including not considering routes of taxiing aircraft;
* Reluctance to notify Cessna owner of damage (don?t know if they ever did);
* Failure to provide adequate tie downs for Cessna;
* Failure to inspect Cessna tiedown;
* Failure to notify tower (granted, there was on legal requirement);
Maintenance crew and company:
* Failure to train mechanics on jet blast during runup;
* Failure to assume responsibility for adequate clearance behind for the runup, they just took the FBO?s word for it;
* Failure to consider routes of taxiing aircraft;
* Failure to notify tower (granted, there was on legal requirement);
Cessna owner:
* Failure to properly secure the airplane;
* Failure to request adequate tiedowns;
Airport police:
* Not my problem attitude;
My hope is that this is a learning opportunity for all participants, not an excuse to fire people just because?
For my part, after getting the runaround from everybody except tower, I decided I?d had enough fun for one day and to take my accumulated stress home rather than into the air. I?ll make an extra fuel stop tomorrow and call that good enough. And the ASRS report will go in this afternoon.
As I was adding oil and generally getting the plane ready to go to another airport to top off the tanks before tomorrow?s X-C, I heard an unfamiliar, loud jet noise that did not subside, as such noise would on takeoff. I walked down to the end of the hangar row and maybe a hundred yards away, saw a bizjet with a maintenance truck next to it. Immediately before me, a Cessna 340 was rocking in its tiedowns. The tail tiedown was not tight (don?t recall the others) and the rope was at a 45 degree or flatter angle to the ground. The rudder was fully deflected to the left, bouncing off the stop, and the trim tab was also fully deflected to the left. The rudder skin appeared wrinkled. I walked farther out away from the end of the hangar but did not go beyond a point at which I had to decidedly lean into the jet blast, and I would estimate that to be at least 50 MPH.
I did not observe any rotating beacon on the Phenom jet. Later, from the side, I observed the beacon atop the vertical fin. I never did observe the belly beacon, for whatever reason.
I was immediately aware that if I had tried to taxi through that jet blast, exiting the hangar row, my plane might well have tipped up onto a wingtip or beyond. It later occurred to me that I almost certainly would have lost directional control with that much crosswind.
I walked up in front of the jet and got the attention of the left seater, but gestures were inadequate to get him to change anything.
I flagged down the airport police, but they said that the ramp was beyond their control and to talk to the FBO. I had just talked to the FBO who told me that they had approved the ramp for the runup as there were no planes behind. They were oblivious to planes that might be taxiing to and from their hangars and oblivious to how far behind the plane the jet blast extended. The manager on duty got defensive and gave me the runaround.
Then it occurred to me to call the tower. The ramp is, technically speaking, not a movement area and not under their control, but they were glad to have the information to pass on to other planes. I wound up calling them a half dozen times as the jet's engine repeatedly shut down and restarted.
Later, I observed that the skin on the left side of the twin Cessna?s rudder was wrinkled and had two distinct tears in it. I mentioned this to the FBO, and the counter gal said that if I?d noticed it, the pilot would surely notice it on his preflight. I opined that I was looking for problems and he might not be, and that if I came out to the airport and found my plane damaged and unairworthy, and found out that the FBO knew about it and did not call me, I?d be much more than annoyed. I also observed a traffic cone of the type normally placed under the Cessna?s right wingtip, but this cone was 35 paces downwind of the wingtip. And in front of the left wingtip was something that looked like a rudder gust lock.
I took a whole slew of cell phone pictures to document everything, including the jet N# and license plate # of the maintenance truck. I should have taken video and more pictures.
I later talked to the two mechanics in the FBO. The conversation was polite and formal, and I suggested that they go look at the Cessna to CYA.
I did relay this entire incident to one of my friends who is active in NBAA.
Without assigning blame, what are the missed safety opportunities?
FBO:
* Failure to train personnel on jet blast;
* Improper choice of runup location, including not considering routes of taxiing aircraft;
* Reluctance to notify Cessna owner of damage (don?t know if they ever did);
* Failure to provide adequate tie downs for Cessna;
* Failure to inspect Cessna tiedown;
* Failure to notify tower (granted, there was on legal requirement);
Maintenance crew and company:
* Failure to train mechanics on jet blast during runup;
* Failure to assume responsibility for adequate clearance behind for the runup, they just took the FBO?s word for it;
* Failure to consider routes of taxiing aircraft;
* Failure to notify tower (granted, there was on legal requirement);
Cessna owner:
* Failure to properly secure the airplane;
* Failure to request adequate tiedowns;
Airport police:
* Not my problem attitude;
My hope is that this is a learning opportunity for all participants, not an excuse to fire people just because?
For my part, after getting the runaround from everybody except tower, I decided I?d had enough fun for one day and to take my accumulated stress home rather than into the air. I?ll make an extra fuel stop tomorrow and call that good enough. And the ASRS report will go in this afternoon.