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AIRSHOW RAMP SAFETY

TRAINING MANUAL

DETACHMENT MEMBERS: The latest Marshalling Detachment Training Manual can be downloaded by clicking here. You can then save it as a Microsoft Word document and then view it or print it.
NOTE: When you make other copies on a copy machine it has been designed to be printed on both sides.
You can download the Trainee Evaluation Form by clicking here.
You can download the Trainee Feedback Form by clicking here.

CAF UNITS: If your unit does not have a Marshalling Detachment trainee or qualified member you can download a copy of the Marshaller Manual by clicking here. This manual just has the information pertaining to marshalling guidelines and signals.
NOTE: When you make other copies on a copy machine it has been designed to be printed on both sides.

CAUTION: Just because someone has read through this manual does not make them a marshaller. They should go through a training program and attend airshows to become proficient and this takes time and practice.

PILOTS: Click here to just get a copy of the hand signals.

RAMP CHECKLIST
If you have invited us or you just need information for what is required on the ramp for an upcoming airshow, fly-in or TRARON you can obtain a Ramp Checklist by clicking here.

MARSHALLER TRAINING
If you would like any of our training officers to come to your unit to train members of your unit you can go to the Detachment Officer's page and contact us. Your expense for us to come to your unit would be round trip  transportation to your site, hotel, and ground transportation, either rental car or one of your members picking us up. If you have any questions please contact us.

FROM THE TRAINING OFFICER, March 2008
We have all experienced the problem of marshalling backwards or marshalling sideways down a row of planes. I have even taken a few steps backwards when bringing a plane out. This is how it will be done.
When bringing a plane out of its space you should set yourself up so that all you need to do is rotate your body so that you can bring them around. Sometimes this is difficult because of the spacing between rows but do the best you can.
When you have brought the plane out and there is not another marshaller to hand them off to and again space is tight between the rows you should walk the wing with your hand raised or if there is an obstacle ahead (i.e. fuel truck, car etc.) indicate to the pilot you are going ahead and get on the other side of the obstacle and then turn around and bring them through. If that was your last plane but there are others coming out stay there and be ready to take the planes from the other marshallers.
I hope this will help clear up any problems.
In the last newsletter I talked about the use of a trainee evaluation form. We have already had shows on the west coast and I need the qualified marshallers who were assigned or observed the trainees to fill out one of these and get them to me. You will find the forms on our web site on the RAMP SAFTY section. Save it to your computer and after opening it sate it as the trainees last name Eval. (Smith Eval).
Also we now have a feedback form for trainees to fill out so we have communication both ways. It will be in this newsletter and online on the RAMP SAFETY section of our web site.
At the safety meeting during the wing staff conference there was a question about fires on the ramp and how the marshallers handle them. I gave them the signals we use and what we do to control the fire.
I remember back when I started we would have fire classes at TRARON or at airshows. We have not done this in a long time. I will be working with Gary Austin, Bob Stenevik, and Lyn Fite to begin putting together a fire fighting manual describing where the most likely places fires will occur and how to deal with them. This will be by plane type with pictures showing locations and instructions on containing the fire before emergency personnel arrive. If anyone what’s to help you can send me information and pictures of the planes which your unit might have.
I have also updated the web site with member names and affiliated units. This was based on what Kathy sent me when you sent in your dues. If you would like me to include a link for your e-mail let me know at colreed@clearwire.net or just click on my name on the list.

FROM THE TRAINING OFFICER, Jan. 2008
I would like to start off by going over what I would like to see done this year with regards to our trainees.
We have had an evaluation form around for many years but not many use it. I have asked Sharon to put one in this newsletter so that you can see what is being evaluated. I will put one on our web site and I expect the Ramp Boss to print enough to give to the assigned qualified marshaller to fill out.
If you remember being a trainee out on the ramp all day and at the end of the day no one tells you what you need to work on then why be out there. So this is what is going to happen.
First, I EXPECT all qualified marshallers who are assigned to a trainee will fill out an evaluation form at the end of the day and give it to the Ramp Boss before leaving the ramp.  If it is a two day show you will do it both days. If there is a shortage of qualified marshallers to be assigned to trainees then the Ramp Boss will need to make sure they have someone observe them. Remember a brand new trainee should never work without someone observing them. The Ramp Boss will then mail these to me and I will make a summary to be sent to the trainee(s), Detachment Leader and the Ramp Boss who sent them. Any other qualified marshaller who observes the trainee should give their comments to the assigned marshaller. Remember that there is a comment section on the back and I want you to use it to help get the trainees qualified. Remember if they do not know what they are doing wrong and what needs work then they can’t get qualified.
Second, I EXPECT that after the debrief, the assigned qualified marshaller will let the trainee know how things went and what they should work on. This will be on the summary they will get later but this will help them to start working on what needs to be worked on. If you tell them what’s wrong then you should also tell them how to fix it. As a trainee one of your problems will be that you might get two different opinions on how to do something. If that happens I want to know about it so we can get everybody on the same page doing the same thing. Some of these will be discussed in future newsletters. (I.e. marshalling backwards or sideways)
Third, trainees need to be in uniform which will consist of a gray t-shirt, black pants (long or short), orange vest and hat. There are several shows we attend where there are other people on the ramp who have an orange vest on. I want the pilots getting used to not having to worry about it if we are in uniform
I would like to thank everyone who was at Airsho 2007 this year. It made my job as Ramp Boss very easy to do because I knew you could handle anything that came up. I do want to tell you that we were being watched by both the FAA and CAF insurance. We got high marks from both so CONGRADULATIONS! |
Tip of the month: If you are the only marshaller bringing in a plane in between two other planes and you do not have someone to watch the wings on the other side and it is a sunny day you can marshall from the pilots left side to watch those wing tips and watch the shadows on the other side. If the shadows are going to hit so are the wings. If it is cloudy you may need to stop him after you know he has enough room on your side and indicate you are moving to the other side and bring him in.

HEAT RELATED PROBLEMS ON THE RAMP
With the airshow season now under way it is important for all of us to be watchful on the ramp for heat related problems.
You should be drinking water every chance you get even if you are not thirsty. If you are not going to the head during the day you are not drinking enough water.
Keep an eye on each other as well as the spectators that are there. Know were to get aid if it becomes necessary.
If you have a chance, get in the shade when you can and be sure to wear that sunscreen.
Some of the problems we need to watch out for are:     
Heat Cramps, which are muscle contractions, usually in the hamstring muscles (the muscles at the back of the calves). These contractions are forceful and painful. These cramps seem to be connected to heat, dehydration, and poor conditioning, rather than to lack of salt or other mineral imbalances. They usually improve with rest, drinking water, and a cool environment.
Heat Exhaustion, although partly due to exhaustion is also a result of excessive heat and dehydration. The signs of heat exhaustion include paleness, dizziness, nausea, vomiting, fainting, and a moderately increased temperature (101-102 degrees F) which, in this case, is not truly a fever, but caused by the heat. Rest and water may help in mild heat exhaustion, and ice packs and a cool environment (with a fan blowing at the person) may also help. More severely exhausted patients may need IV fluids, especially if vomiting keeps them from drinking enough.
Heat Stroke. If you have these symptoms call EMS. Heat stroke is a medical emergency! Heat stroke is the most severe form of heat illness. It can occur even in people who are not exercising, if the weather is hot enough. These people have warm, flushed skin, and do not sweat. Whether exercise-related or not, though, a person with heat stroke usually has a very high temperature (106 degrees F or higher), and may be delirious, unconscious, or having seizures. These patients need to get to an EMS as quickly as possible.           
It is possible to prevent heat-related illnesses. The important thing is to stay well-hydrated, to make sure that your body can get rid of extra heat, and to be sensible about exertion in hot, humid weather. The best fluid to drink when you are sweating is water. Although there is a little salt in your sweat, you don't really lose that much salt with your sweat, except in special circumstances; taking salt tablets may raise your body's sodium level to hazardous levels. "Sport drinks" such as Gatorade® are fine, too, but water is easier to obtain or should be.
So let’s be careful out there when you’re on the ramp.

KEEPING CURRENT
You all know that you need to work at least three shows to keep your current qualified status. This has been the rule since time began.  Once  you get your patch you are qualified until the end of time.  This does not mean that you are either current or proficient at your marshalling skills.
In general aviation the FAA tells us that in order to perform certain piloting skills, such as carrying passengers while flying at night we must have successfully executed three take off and landings in the last ninety days.  Does this make you proficient? No.  It just means that you are current as far as the FAA is concerned.  To be proficient one must practice their skills until they feel comfortable in what they are doing.
This holds true with us as marshallers as well.  We can't expect to go out just three times a year to an Airshow and remain proficient.  It takes practice.  For those who do fall behind and have not worked three shows in a year, you must be observed by a current qualified marshaller.  You must also be recommended to the training officer for full qualified status.
What we do out on the ramp is for the safety of the pilots as well as the public.  It is in their best interest that we remain not only current, but also proficient.

IT CAN HAPPEN ANYTIME
As we stroll around our airports we never think that the worse is going to happen.  We go about our business with a certain peace of mind because airplane accidents are a rare occurrence.
As marshallers we must be ever on the alert in case of such an occurrence. What can we do to keep the situation safe and secure?
On May 31, 2003, Brian Low, Kim Chitwood and Ed Cleveland were at Riverside Municipal Airport CA. preparing to leave for a day of marshalling at Ramona CA.  They were just getting into their airplanes when the unthinkable happened.  A Glasair had just departed on Rwy. 9, heading for an airshow at Hemet CA.  He rose to about 75 ft, when he suddenly turned a sharp 180 and nosed into the ground.  The airport siren started whaling and people started running toward the crash site.  As they dashed thru the cafe they could see the airport personal arriving at the site.  They rushed to get as far in front of the crowd as possible before they reached the restricted zone on the terminal ramp.  They then turned and started working crowd control.
This situation is typical whether we are at an airshow or not.  As a result of their quick actions the airport personnel were able to preserve the scene and get the emergency equipment on site without delay.
The Commemorative Air Force, and the Marshalling Detachment, has received a Letter of Commendation from the city of Riverside Airport director Mr. John Sabatello.
Remember to stay on your toes and let the pros do their job.

TEAM WORK
Each time we step onto the ramp we look around to see how things are laid out.  We look for such things as where are the planes coming in from? Where will they go out? How wide is the throat? Where are the latrines? All of these and many more are important to us as marshallers.
Once we get the lay of the land it is important that everyone be on the same page. The ramp boss picks the area chiefs and assigns who will work in what area. Once an area chief is picked they will remain in that area for the duration of the show.  All others will be moved around as necessary to keep the show moving. Trainees will specially be moved to different areas for evaluation by the training officers. When making these changes the area chief must remember to brief everyone on how he or she expects things to work.
Remember, we are out in front of the crowd to see. Work together as a team and we all look good.

HOW CLOSE IS TOO CLOSE
The answer to this question is obvious.  If you scratched it, or put a dent in it, you are way too close.  All kidding aside, this is a major issue that we will need to address.  Most of the pilots we work with on a regular basis will follow our signals all the way to the point of impact.  The reason for this is because they trust us to keep them at a safe distance from objects that will cause damage to their aircraft.
When you are pulling an airplane into position on a tight ramp it is always a good policy to have a wing watcher on the opposite side of the plane.  When you have this luxury keep checking their signal for far the wings are apart.  If you don't have a wing watcher and are in doubt about the clearance, don't feel bad about stopping the aircraft to run to the opposite side to check out the distance between wing tips.  If it is a bright sunny day and you can see the opposite wings shadows you can see if they are going to miss or not. Never assume that you have enough room, know it for a fact.
How close is too close?  One pace is a good rule of thumb.  Eighteen inches is close enough.  Six inches or less is too close for the average pilots comfort zone
Remember, it's better to have a little egg on your face than to have a little paint missing on a wing tip.

MARSHALLING BASICS
Let's all remind ourselves to do the following:
1.  When an aircraft is handed off to a marshaller, that marshaller is to signal to that pilot that he/she is now the current marshaller.  At that time, it is necessary that the pilot be given continuous signal motions until the aircraft has arrived and stopped at the assigned parking spot.  It is not acceptable to point to a parking spot and wait for the pilot to position the aircraft to that spot.
2.  Prior to marshalling out an aircraft for departure, be sure there is another marshaller down the ramp to hand the aircraft off to.  It is not unusual to overlook this basic procedure.
3.  Walking backwards while marshalling an aircraft down the ramp can not only get oneself killed but also be embarrassing when falling down in front of a crowd.  Pass the aircraft off to the next marshaller.  This may appear to be a silly comment but it happens all the time.  If there is no one to pass the aircraft off to, turn, and walk to the side as one would do when wing walking.

RADIO HEADSETS
We are all aware of the term "The Big C".  It is a term that grabs our attention.  We take it seriously.
For marshallers, it means communication.  Without communication on the ramp, unpleasant things happen.  The flow of aircraft ramp movements can become hazardous to person and aircraft.  Therefore, it is important that all marshallers are using headsets.
Some of the more common mistakes that occur are setting the volume too high, yelling into the mike, and having there mike too close to the mouth.  All of the above creates distorted modulation.
It's easy to speak too loud when there is engine noise and you should continue to check to avoid these mistakes.
If we are not understood then we are not communicating, and communication is everything.

OVERLOOKED DETAILS
Fire Extinguishers:  The first marshaller arriving on the ramp should look around the area and check to see if fire bottles have been provided and/or spaced out for ready access.  If none are noted, then it may be necessary to approach someone associated with the show to get some and then we can place them at the appropriate places on the ramp.
Chocks:  Seldom are there enough chocks at an airshow and pilots rarely bring them. It may be necessary to approach someone associated with the show to get some and then we can place them at the appropriate places on the ramp.

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