Aircraft Marshalls - Ministry of Transport and Civil Aviation

Recommendations

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• In the event that an emergency passenger evacuation is required during pushback, the main-gear controlled unit may have to be removed from the aircraft so that it will not interfere with the evacuation process. Power Back Operations • The Powerback operations must be in conjunction with the safety considerations for aircraft movement operations. • Powerback operations should only be carried out within limitations/approval of the respective authorities. • Ground crew should consist of a minimum of 3 persons, i.e. a marshaller and 2 wing walkers. The marshaller is in charge of the operations. • The marshaller engaged in powerback operations should wear, in addition to their normal personal protective equipment, protective goggles. • In conjunction with the safety considerations operations should not be conducted if any one of the following conditions exist: - If any member of the ground crew is not properly protected, the departure gate is not approved for such operations, - The entire area of the operation is not adequately illuminated, - Visibility is restricted due to weather conditions, - A accumulation ice or snow on the apron, - Verbal agreement is not reached between the marshaller and the flight deck. • To terminate a powerback, only the “come straight ahead” signal is to be given to the flight deck, the “stop” signal only being given when the aircraft has achieved forward movement. - 40 -
Towing Operations • 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 parking brakes on the tractor are set. • For aircraft fitted with a Steering By-pass system, ensure that the bypass pin is correctly installed prior to connecting the towbar to the aircraft and before pushback commences and is removed after pushback is complete. • For aircraft not fitted with a Steering By-pass system, ensure that either the steering hydraulic system is depressurised or the noseleg steering torque links are disconnected (as applicable). • Prior to the commencement of any towing operation a check should be made to ensure the aircraft is “configured” correctly for the operation. • Prior to the commencement of any towing operation a check should be made that the communications link between the tractor and the aircraft is functional. • In the event that the communication link between the tractor and the aircraft is broken during the tow the operation should be immediately stopped. • When towing on ice or snow the towing speed must be considerably reduced and in particular before entering any turns. Under slippery conditions stopping the towing operation while in a turn should be avoided. • If the aircraft is about to overtake the tractor the flightdeck operator should immediately be warned by horn signal or radio/interphone to immediately apply the aircraft brakes gently. • The “brake rider” in the cockpit should wear a seat belt. • Any personnel on board a moving aircraft should be seated. • The aircraft should have full hydraulic brake system pressure prior to and for the duration of the towing operation. • When towing on a “down slope” the operation should be at a very low speed to prevent the aircraft overtaking the tractor. • When towing during low visibility/night conditions the aircraft should be adequately illuminated. • If maintenance towing is done, a chock shall be placed behind the maingear before the tug is disconnected. - 41 -
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 and 36: Personnel Safety During lightning a
Page 37 and 38: • Operations conducted in poor su
Page 39: • After disconnecting the tractor
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

Aircraft Marshalls - Ministry of Transport and Civil Aviation

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