Aircraft Marshalls - Ministry of Transport and Civil Aviation

Recommendations

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• An inspection should be made of the surface conditions to determine if it is safe to conduct the operation, (e.g. ice, snow, etc). • A visual inspection must be made of the aircraft to ensure all service doors/panels are closed and locked. • All equipment, except that necessary for the departure, is to be positioned behind the equipment restraint line before the aircraft pushback is commenced. • Ensure that all ground equipment are removed from the aircraft and there are adequate clearances between the aircraft and facilities/equipment. • A visual inspection must be made of the area of the operation to ensure it is clear of FOD. • Verification must be made so that power cables, loading bridges etc are detached from the aircraft. • A visual inspection must be made to ensure chocks are removed from all wheels. • A general check of landing gear shock strut extension. • Personnel performing the functions required by the operation should be positioned away from hazard zones. • Only those persons required to perform operating functions should be in the operating area. • During aircraft movement the maximum nose-gear turn limits shall not be exceeded in accordance with airframe manufacturers’ instructions. • Communication with the flight deck should if possible be achieved in a manner that eliminates the need for personnel to walk in close proximity to the aircraft nose gear of the tow tractor during the operation; e.g. use of flexible cord to the tractor driver, or cordless system. • Agreed phraseology should be used for all verbal communication between the flight deck and ground personnel. • When communication between the flight deck and tractor driver is relayed by a third person it is important that this person either uses a flexible cord between their headset and the connection to the aircraft or a cordless system to be able to maintain a safe distance from both the aircraft and tractor in motion. • Provision should be made for a back-up communication system in the event of a failure of the primary system. • Standard hand signals should be used for manual communications. • Prior to moving an aircraft all personnel involved in the operation must have agreed on how communication should be performed and towing manoeuvred. • Standard operating procedures should be developed, in accordance with airframe manufacturers’ recommendations, for each type of aircraft movement operation. • Personnel performing marshalling or wing-walking functions should utilise during daytime operations, either wands or gloves of a high visibility colour and during low visibility/night operations lighted wands. - 36 -
• Operations conducted in poor surface/weather conditions should be performed at low speed. • The general area of the operation should be kept clear of ground support equipment. Pushback Operations • The operator should stay in view of the flight deck, remain clear of the hazard zones during operation and avoid walking backwards when despatching the aircraft. • The tractor and towbar/shear-pin combination should be suitable for the operation, considering: the aircraft type and weight, the weather conditions, the apron surface conditions. • The tractor should be in the appropriate drive mode prior to the commencement of the operation. • Chocks should not be removed from the main-gear until the tractor and towbar are fully secured to the nose-gear and the parking brake set on the tractor. • When connecting the towbar to the tractor personnel should be facing the tractor and have both legs on only one side of the towbar. i.e. they should not straddle the bar. • The tractor and towbar should be in-line with the centre line of the aircraft before the pushback commences. • The tractor should not be left unattended with its engine running. • The wheels on the towbar should be fully retracted/off the ground before the pushback commences. • For aircraft fitted with a Steering By-pass system, ensure that the by-pass pin is correctly installed prior to connecting the towbar to the aircraft and before pushback commences and is removed after the towbar has been disconnected. • For aircraft not fitted with a Steering By-pass system, ensure that either the steering hydraulic system is depressurised of the nose-leg steering torque links are disconnected (as applicable). • Personnel should not step across the towbar whilst the pushback operation is in progress. • If the connection between the aircraft and tractor should be lost while in motion it is important to inform the flight deck to apply brakes gently. • When stopping the pushback the throttle on the tractor will be closed and brakes applied gently. • At the end of the pushback sequence and before the towbar is disconnected, the flight deck should be instructed to set the aircraft brakes and hold position until receipt of visual signal for final clearance to taxi. Note: Brakes set must be confirmed to ground staff. • At the end of the pushback sequence and before the towbar is disconnected, tension must be released from the towbar. - 37 -
Page 1: KAIA Afganistan International Airpo
Page 5 and 6: CHAPTER PAGE TOPIC SECTION 29 .....
Page 7 and 8: I. Personnel Safety in Aircraft and
Page 9 and 10: • Safety sunglasses, face protect
Page 11 and 12: collision beacons are switched off,
Page 13 and 14: Portable Electronic Devices (PED) P
Page 15 and 16: Chocking of Aircraft • Chocks sho
Page 17 and 18: • Equipment should never move acr
Page 19 and 20: • When electrical/motorised equip
Page 21 and 22: een placed across the opening. A si
Page 23 and 24: Due to the fire hazard associated w
Page 25 and 26: • Platforms must not be raised or
Page 27 and 28: VIII. De/Anti Icing of Aircraft No
Page 29 and 30: Heat stress will result in poor per
Page 31 and 32: What to do when Severe Weather is I
Page 33 and 34: Passenger Safety Ensure all passeng
Page 35: Personnel Safety During lightning a
Page 39 and 40: • After disconnecting the tractor
Page 41 and 42: Towing Operations • The tractor a
Page 43 and 44: • Hangar door should be opened an
Page 45 and 46: XI. Peculiarities of Some KAIA Airc
Page 47 and 48: XII. Pacing Wingspans Some people h
Page 49 and 50: - 49 - Fig. 1 WING WALKER/GUIDE Rai
Page 51 and 52: - 51 - Fig. 7 SLOW-DOWN Move extend
Page 53 and 54: - 53 - Fig. 13 MOVE BACK With arms
Page 55 and 56: - 55 - Fig. 19 OPEN/CLOSE STAIRS (t
Page 57 and 58: - 57 - Fig. 26 NEGITAVE (NOT CLEAR)
Page 59 and 60: - 59 - Fig. 32 CLEARENCE FOR PERSON
Page 61 and 62: - 61 - Fig. 38 HOT BRAKES RIGHT SID
Page 63 and 64: Signals Used for Helicopters - 63 -
Page 65 and 66: - 65 - Fig. 50 HOLD POSITION/STAND
Page 67 and 68: - 67 - Fig. 56 ENGAGE ROTOR(S) Circ
Page 69 and 70: - 69 - Fig. 61 INSERT CHOCKS Arms e
Page 71 and 72: Communications are not difficult wi
Page 73 and 74: Report: Pass me the following infor
Page 75 and 76: CATO, CATO, request permission to p
Page 77 and 78: This may take some time if the cont
Page 79 and 80: lines: Broken line: 1.5m (5ft) In c
Page 81 and 82: Stand/Gate Safety Line: The stand/g
Page 83 and 84: Ground Support Equipment Parking Ar
Page 85 and 86: APRON FORMS FUNCTION NAME CELL PHON
Page 87 and 88:
EQUIPMENT RESTRAINT LINES: The red
Page 89 and 90:
XVIII. ABBREVIATIONS AIR OPS: AIR O
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Aircraft Marshalls - Ministry of Transport and Civil Aviation

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