CALIFORNIA WING CIVIL AIR PATROL
AIRCRAFT HANGAR PARKING
BEST PRACTICE
AUGUST 2012
Col. Jon Stokes, CAP CAWG CC
Lt. Col. Mitch Richman, CAP CAWG DO
Lt. Col. Mike Watkins, CAP CAWG SE
1
TABLE OF CONTENTS
PAGE
3
A. PURPOSE
B. IMPLEMENTATION
3
C. THE HANGAR ENVIRONMENT
1. Furniture and Stored objects
2. Lighting
3. Guide Stripes
4. Alternative Parking
5. Annual Inspection
4
4
5
6
7
7
D. HUMAN FACTORS
8
E. PREPARATION
9
F. EXECUTION
11
G. CONCLUSION
12
H. APPENDIX
13
2
A. PURPOSE
This best practice is designed to help prevent damage to CAP aircraft while they are
extracted or parked in T-Hangars1. It does so by sharing the lessons learned in
California and other wings during actual incidents where aircraft were damaged
through impact with their hangar or objects therein. These incidents typically occurred
while the aircraft was being pushed back into the hangar. Such movements are the
primary, but not sole, focus of this Best Practice.
B. IMPLEMENTATION
While non-regulatory in nature, the Wing Command staff expects the guidelines
presented in this document to be implemented in their entirety. Any deviation requires
the approval of the Wing CC & SE. This document should be prominently posted for
reference in all hangars used by CAP aircraft and should be added to the Aircraft
Information Manual (AIM) in CAWG aircraft that are hangared. Failure to follow the
practices contained herein could justify the application of levies permitted by CAPR
174-1 for acts of varying degrees of negligence.
Additionally, this document should be the subject of a Squadron Safety Briefing at
least annually in all CAWG Squadrons since any member may be called upon to
assist in parking aircraft.
Implementing the practices contained in this document in no way supersedes other
requirements related to aircraft handling, such as the every-two-year requirement to
view the “Aircraft Handling” video available in eServices.
1
Although primarily intended for T-hangars, many practices included herein, for example, making a walking
clear-path pass through the hangar, pushing straight back, etc., apply to commercial, multi-aircraft hangars.
3
C. THE HANGAR ENVIRONMENT
Four subjects are presented here:
1. Furniture and stored objects
2. Lighting
3. Guide stripes
4. Alternative parking
1. FURNITURE AND STORED OBJECTS
Aircraft hangars are frequently equipped with desks, chairs, shelving, cabinets, boxes,
etc. All should be considered potential obstructions and impact points to hinder
aircraft handling or to inflict damage.
BEST PRACTICE: Objects such as shelving, tables, ladders, broom sticks or any
other item that is high enough to become an obstacle to the movement of the aircraft
into or out of the hanger shall be moved to a safe location or removed from the
hanger. These objects shall not cause a reduction in clearance from any Wingtip,
Horizontal Stabilizer or Vertical Tail Fin from the wall of the hanger. All objects shall be
placed in a location that if there were an earthquake, strong wind or bumped into
would fall without striking the aircraft. Do not hang anything over the aircraft.
Objects in rear
area of hangar
should be no
higher than bottom
of elevator.
AVOID CORNER
AREAS ENTIRELY!
Objects in
widest
section of
hangar
should be
no higher
than bottom
of wing tips.
4
2. LIGHTING
Darkness in the hangar has been a factor in numerous hangar-rash mishaps.
Hangars that have electricity should be equipped with overhead lighting fixtures and a
light switch that is near the entry area and easily accessible. In the absence of
installed overhead lighting, the squadron may have to resort to use of clamp-on type
“trouble lights” of the type readily available in automotive supply stores.2
BEST PRACTICE: Provide for adequate illumination in the hangar to facilitate safe
handling of aircraft during hours of darkness or in conditions of reduced natural
lighting. Always use all available lighting during such hours.
If the hangar is not equipped with electricity, consider the use of battery-powered
lanterns or spotlights of the type readily available in camping supply stores or
hardware outlets. Do not use propane or kerosene lanterns due to the inherent
hazards of their use and fuel storage.
2
Be sure to check hangar lease agreements and local building codes. Codes normally restrict extension cord
lengths to no more than six feet.
5
3. GUIDE STRIPES
BEST PRACTICE: Hangers shall have painted or adhesive taped lines on the floor to
indicate the proper rolling position of the main wheels and nose wheel. Lines should
extend at least 14 feet outside the hanger door3. If the airport authority does not
permit guide lines outside the hangar, inquire if three subtle adhesive-backed dots
would be permissible that would mark the position of all three aircraft wheels while the
aircraft is properly aligned with the tail still outside the hangar.
A set of chocks or a fixed bumper for both main gears shall be left in a position to limit
roll into the hanger. These chocks shall not travel with the aircraft. Such chocks or
bumpers shall be at least three inches in height to prevent the main wheels from
inadvertently passing over them during aircraft parking.
Fixed chocks for main
gear (or concrete
bumper if chocks cannot
be fixed to hangar floor).
Guide stripes should
extend far enough
outside hangar for
aircraft wheels to be
positioned on them
before tail enters
hangar.
3 If lines cannot be painted and taping is not possible, a waiver may be requested from the Wing Commander or
designee
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4. ALTERNATIVE PARKING
BEST PRACTICE: Designated alternative parking is established for use in events
where any of all of this best practice cannot be followed for any reason.
It is better to leave the aircraft, properly locked and secured, on an outside ramp than
to risk damaging an aircraft. Such designated alternative(s) are posted to an inner
hangar wall and carried in the Aircraft Information Manual.
If no reasonable alternative parking is available, a waiver may be requested from the
Wing Commander or designee.
5. ANNUAL INSPECTION
BEST PRACTIVE: At no greater than 12-month intervals the Group SE shall inspect
each hangar utilized by CAP aircraft to determine compliance with this document.
Such inspections will be recorded on paper with the date and name of the inspector
and the record left in a prominent place in each respective hangar.
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D. HUMAN FACTORS
Crew fatigue has been a contributing factor in many hangar rash mishaps. Although
a crew may still be within legal “duty day” limits, a long day in warm temperatures or
otherwise tiring activity can significantly reduce alertness.
BEST PRACTICE: Crews utilize the established alternative to hangar parking if they
arrive back at the hangar after a full day of tiring activity and/or operating in high
temperatures, especially if arriving in hours of darkness and/or the pressure of time is
felt.
Crew size during the hangar parking process has also been a factor in hangar rash
damages. Ideally, it takes six crew members to safely park an aircraft in a hangar.
These are:

One person steering the nose wheel

Two persons pushing; one on each strut

Two persons at the wing tips; one guarding each wingtip

One person guarding the tail
Such a crew of six persons is rarely available or practical but the pilot in command
(PIC) is still responsible for determining whether there are enough crew members to
accomplish the parking move safely. This is especially true if the approach to the
hangar is uphill or if there are nearby aircraft, vehicles, or other obstructions in the
immediate vicinity.
BEST PRACTICE: The minimum crew for putting an aircraft into a hangar is two
persons although conditions may dictate a higher number. The PIC considers all
conditions related to the parking movement in order to determine additional crew
members. If the minimum cannot be met, utilize alternative parking per section C, 4.
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E. PREPARATION
Taking the time to properly prepare for parking movements is essential to avoiding
aircraft damage. REMEMBER, THE AIRCRAFT WILL BE IN CLOSE PROXIMITY TO
IMMOVABLE OBJECTS!
BEST PRACTICE: Perform the following steps prior to pushing the aircraft into the
hangar:
1. Be sure the hangar door(s) is/are fully open.4
2. Make a walking tour of the hangar. Check for and
remove all possible obstructions
3. Position the aircraft outside the hangar so that it will
be pushed straight back into the hangar. Never
allow the tail to enter the hangar while the aircraft is
being turned.
(continued)
Hangar is free
of interfering
objects.
Aircraft is properly
positioned on guide
lines prior to tail
entering hangar.
4
See attachments for recommended placards
9
4. To the extent possible, provide for a level, smooth path
into the hangar. To do so, it may be necessary to place
boards on the ground near the hangar foundation
and/or to place rubber strips adjacent to the door rails
(if a rolling door is used).
Place wooden boards or
rubber strips where
necessary to provide a level,
smooth path for aircraft
movement.
10
F. EXECUTION
BEST PRACTICE: Apply enough smooth steady pressure to the wing struts to move
the aircraft slowly into the hangar. Never push on a propeller blade5, spinner, a wing
or stabilizer surface, or a tow bar. (A tow bar is to steer only).
NOTE: MOTORIZED TUGS. A motorized tug will not be utilized unless the tug
operator has completed a training course administered by the unit charged with
maintaining the hangared aircraft. Such training will be documented and retained by
the unit administering the training.
Stay on the guide lines. If any wheel(s) leave the guide line(s), stop immediately.
Carefully reposition the aircraft onto the guide lines. If necessary, depending on crew
size, stop every five feet to check on alignment.
All members of the movement crew maintain constant communication and avoid
distractions.
Gently bring the aircraft to a stop against the main gear chocks and place chocks in
front of both main wheels. Squadrons may also elect to chock the nose wheel but this
is optional.
Before closing hangar doors, double-check that the propeller spinner is well aft of the
door track.
5
If necessary, pushing against the propeller hub may be permissible. Never push outboard of the hub.
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G. CONCLUSION
Congratulations on a successfully aircraft parking movement and in protecting a very
valuable CAP asset through application of 1. Environment preparation, 2. Crew
evaluation, 3. Initial aircraft positioning, 4. Teamwork, and 5. Communication.
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APPENDIX
Per footnote on page 9, one of the following attachments should be placed as follows:
For sliding doors, a placard (attachment 1) shall be placed on the hanger wall
directly inside the hanger and adjacent the sliding door, when open, at eye level that
states “OPEN DOORS COMPLETELY, FLUSH WITH HANGER WALL.” For vertical
electric openers the placard shall be placed next to the control button that states
“RAISE DOORS TO FULL OPEN POSITION” (attachment 2).
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Attachment #1
OPEN DOORS
COMPLETELY
FLUSH WITH
HANGER
WALL
14
Attachment #2
RAISE DOORS
TO FULL
OPEN
POSITION
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