Ramp Handling Management - Manual

RAMP HANDLING MANAGEMENT Tirana International Airport SHPK Tirana International Airport Nënë Tereza Administration Building, RinasAlbania Phone: +355 4 2381 600 Fax: +355 4 2381 545 E-Mail: info@tirana-airport.com Web site: www.tirana-airport.com

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RAMP HANDLING TRAINING

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No part of this Document should be copied or reproduced in any Other way on any possible media without written permission of Igli Larashi

Address: Tirana International Airport Shpk Administration Building, Rinas, Tirana, Albania Phone 00 355 42 381 600 Fax 00 355 42 381 455 Mail info@tirana-airport.com

Name, title Developed by:

Igli Larashi

Checked by:

Alma Bako

Authorized by:

Rolf Castro Vasquez

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Signature/date

Date 01/08/2008

RAMP HANDLING MANAGEMENT TRAINING QUALITY DOCUMENTATION DEVELOPMENT AND MANAGEMENT

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0.1 REVISION LIST Revision No. 1

Date

Prepared by:

Checked by:

Revision done by:

Authorised by:

01/07/2009

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0.2 DOCUMENTATION DISTRIBUTION LIST Copy No 1 2 3 4

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User Title (within a unit) Chief Operations Officer Quality, Health, Environment and Safety Archive-Document Storage Ground Operating Department

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No. of Copies 1 1 1 1

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RAMP HANDLING MANAGEMENT CONTENTS

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0.3 Contents Section No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

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Subject Ramp Handling- Safety and Security on the Ramp Carriers Safety Policy Guidelines and Audits Scope Ramp Handling Activities Control Measures Ground Handling Department Introduction Aircraft Access/Authorized Personnel Ramp Handling Management and procedures Ramp Accident/Incident Reporting Policy and Purpose of Investigations Handling of Accidents and Occurrences Accidents/Incidents Reporting Injury or Illness to Crew or Passengers on Board Aircraft Infectious Diseases Handling of Passenger and Load after Emergency Landing

Aircraft Doors Cabin Doors Standard Signals for Cabin Doors Cargo Compartment Doors Handling of Ground Equipment Equipment Positioning and Removal Visibility Aircraft Loading/unloading Operations Precautions and Special Care Battery Operated Wheelchairs Human Remains Perishable Cargo Aircraft Servicing Communication with Flight Crew Ground to Cockpit Communication Starting procedures with Pushback Marshalling Engine Starting and Pushback Towing

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RAMP HANDLING MANAGEMENT SAFETY AND SECURITY ON THE RAMP

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RAMP HANDLING 1. SAFETY AND SECURITY ON THE RAMP Tirana International Airport Policy on Safety Safety in aviation is a permanent requirement of utmost importance, thus in the air and on the ground, safety is the first rule.

All the points in this chapter must be followed scrupulously. Tirana International Airport is providing ground handling services, in accordance with Concessionary Agreement Schedule 36/37. All the safety procedures and actions must be supervised and enforced by the Company Duty Operation Manager, ramp agents, or appointed Ramp Supervisor.

Note: The utmost caution is required to avoid any situation which might result in

damage to

an aircraft or operators, staff, passengers whilst on the ground.

Ramp safety rules and procedures ensure safe handling; therefore, safety regulations should be understood and always applied on the ramp, on and around the aircraft, by all Airport staff.

Tirana International Airport ramp agents or Load Masters, appointed supervisor or managers, all staff of handling company, and/or any other employee/subcontractor/airline who perform duties in or around the aircraft, shall be fully trained in order to enforce the application of all safety rules, procedures and requirements in all activities connected with aircraft handling.

Tirana International Airport SMS Manual: is the document distributed to all Ground Handling units from airport authorities as guidelines and procedures to be follow from all staff for safe operations during the working process.

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Tirana International Airport Security Manual: is the document distributed to all Ground Handling units from airport authorities as guidelines and procedures to be follow from all staff for secure operations during the working process.

Tirana International Airport Aerodrome Manual : is the document distributed to all airport users as guidelines for familiarization, introduction and facilitation of working process in Tirana International Airport aerodrome.

All those manuals are installed in ground handling local computers or easily fundable on TIA internal website (start/my network places/ tap on server/ operations/manuals).

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RAMP HANDLING MANAGEMENT POLICY AND CONTROL MEASURES

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2. CARRIERS SAFETY POLICY GUIDELINES AND AUDITS All Carriers operating in Tirana International Airport are obliged prior to start the operations to present updated carrier safety recommendations or guidelines for operating safe and secure their aircrafts. It Is obligation of TIA GH staff to ensure that those guidelines or instructions are read, understood and applied on daily operations with aircrafts.

Also, prior to signing formal standard ground handling agreement contracts with airlines (SGHA), it is a requirement from airlines to assess ground handling staff’s capability for handling airlines aircraft operations in safe and secure manner.

3. SCOPE To ensure that all staff is in level of understanding, following and accomplishing with Tirana International Airport safety standards.

4. RAMP HANDLING ACTIVITIES (general itemization) Loading Elevators High Lift Vehicles (GHD) Water Servicing Catering Vehicles (Subcontractor) Toilet Servicing Cleaning Vehicles (GHD) Aircraft Chocking Training (ASD) Ground Power (GHD) Ramp Safety Training (GHD-ASD-HR) Air Starts Supply (GHD) Bussing passenger/staff and crew (GHD) Loading/unloading aircraft (GHD) Aircraft Cleaning (Interior) (GHD) Turnaround Co-coordinator Passenger doors (GHD) Supervising Aircraft Loading De-icing (Engineering responsibility) (GHD) Aircraft Tow in/ Push out (TIPO) Instructor/ Trainer basic training (GHD-HR) Headsets and walk-round Marshalling (ASD) Cabin Dividers Load Control (GHD)

5. CONTROL MEASURES In order to ensure that activities are compliant, their activity is performance managed or monitored on a regular basis and where appropriate corrective action is identified and implemented.

Control Measures - Airports Safety Audit Monitoring (airlines and internal airport authority audit) - Station Airlines Safety Audit monitoring (airlines) - Audit Line Maintenance Audits (airlines when applicable) - SLA GHA Process Quality Audit (airlines, internal airport authority audit)

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RAMP HANDLING MANAGEMENT GROUND HANDLING DEPARTMENT

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INTRODUCTION 6. GROUND HANDLING DEPARTMENT INTRODUCTION GHD Department Organizational Scheme – 01.12.2008

Since September 1, 2007 Ground Handling Department has been re-organized in units with respective area of duty coverage’s and responsibilities.

Those department as demonstrated in last modified scheme of organization are represented from Ramp Service and from Terminal Service.

Currently Tirana International Airport on Ground Handling Department has 152 employees (seasonal staff or part times are not included) divided in two unit Ramp Service and Passenger and Customer Service.

Ramp Service is the biggest unit of Ground Handling Department divided in Ramp Supervisors, Load & Balance Planner, Load Masters, GSE Operators, Aircraft cleaning unit and aircraft loading/unloading unit.

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Note: Any changes in the following structure needs approval of Chief Operations Officer and will be admitted only from Ground Handling Director and Human RAMP HANDLING MANAGEMENT AIRCRAFT ACCESS

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Resource department.

7. AIRCRAFT ACCESS / AUTHORIZED PERSONNEL The basic principle in this regard is that access to an aircraft, being prepared for flight, or not, is permitted only for:

 Airlines authorized personnel;  authorized airport staff (only those that are assigned for the handling of the particular aircraft);  Officials on duty (police, customs, civil aviation inspectors, immigration & health authorities).

Airport staffs that are not assigned to a particular duty for the ground handling supervisors of the particular aircraft shall not be allowed to access the aircraft’s interior or vicinity. All of the above authorized staff, or officials on duty, shall wear the relevant airport’s valid ID. The ID must be worn in a visible manner.

Note: Any person found to be without the valid ID, will not be permitted to access the aircraft’s interior, or vicinity.

Exceptions/guided tours Only carrier official representatives, in coordination with the Flight Crew (whenever available), may allow exceptions for, or grant permission to:

 other airline staff;  guided tours for small groups of guests In such cases, the carrier supervisors must obtain permission from the Airport authorities and/or temporary IDs (as required by the local airport’s authorities), and provide competent supervision of these visitors or escorting them.

The visitors are never to be left alone, this until they have exited the aircraft’s operational area (interior or ramp). Ramp Supervisor should supervise and control all the movements of following people in Ramp. In case of any irregularity notified immediately he/she should inform ODM or Security Staff.

Note: Visits are not allowed during fuelling/de-fuelling.

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RAMP HANDLING MANAGEMENT PREARRIVAL RAMP INSPECTION

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Page 09 8. RAMP HANDLING MANAGEMENT AND PROCEDURES 8.1 Aircraft pre-arrival Ramp Inspection A ramp inspection must be performed before the aircraft reaches the parking position. The tarmac must be clear of any foreign object in order to prevent ingestion by the engines or damage to the aircraft’s tiers (see “Prevention of FOD”, later on this chapter).

Report immediately any oil or fuel deposit. The aircraft is not to be parked until the area is cleaned accordingly by the appropriate staff (fire fighting squad in this case). Inform ODM for any irregularity notified.

Note: For the above reasons, it is important that the ramp staff is in the aircraft’s parking spot at least 5 minutes before arrival.

Prior to the movement of any ground support equipment a walk-round check must be made. Any scratches, dents or other damages to the aircraft must be reported immediately to the ODM and aircraft Commander and to the airline Station Manager.

Note: The relevant equipment must be kept away until the damage is investigated.

8.2 Departure Ramp Inspection Prior to the departure of the aircraft, both the ramp inspection and the aircraft’s walk round check have to be performed. Any foreign object that is found in the aircraft’s wheel and engine intake operational areas has to be removed from the tarmac. Any scratches, dents or other damages to the aircraft structure must be reported immediately to the Operation Duty Manager, respective GH director, QHSE specialist Commander as appropriate and to the airline Station Manager.

8.3 Foreign Object Damage (FOD) Prevention All aircraft movement areas (ramp, taxiways, and runways) must be regularly cleaned, as bolts, nails, stones, plastic bags, or other objects, may cause damage to the aircraft engines and tires. This is part of all staff in Ramp responsibility not only of Airport Service and Maintenance.

TIA ramp staff, or Ramp Supervisors, will inspect the ramp and aircraft parking area before each arrival and departure. Random inspections shall be carried out onto the taxiways and runways from Follow me or Maintenance authorized department.

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Any deviation to the norm will be immediately reported to the ODM, respective department Director, Safety Managers and ASD, QEHS specialist etc.

RAMP HANDLING MANAGEMENT AIRCRAFT SAFEGUARDING

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Page 10 In addition to the above inspections, TIA ramp staff or Ramp supervisors will take care that:

 the passenger walkways, the ramp, taxiways and runways are regularly inspected;  passenger steps, loading bridges and passenger walkways between the aircraft and bus or terminal are clean and free of ice, oil spills, and/or other slippery substance;  the ODM is informed of any unclean areas;  parking positions are clean;  staff is instructed to immediately remove any debris lying around on the ramp;  no personal belongings of staff is left near the aircraft.

8.4 Aircraft Safeguarding All reasonable precautions to safeguard airlines aircraft, its load and handling equipment, shall be taken at each Airport. It is responsibility of the carrier’s supervisors to make sure that these actions are followed by the relevant Airport staff and/or Authorities.

8.5 Unattended aircraft Whenever an aircraft is left unattended, cabin doors and compartment doors must be closed.

Passenger stairs, container/pallet loaders, catering vehicles and conveyor belts, or any other ground equipment, must be removed from the aircraft’s vicinity.

The above processes need coordination with the Flight Crew and/or ground engineer. It is necessary to seal the aircraft doors and/or service access panels. The aircraft security door sealing will be done by carrier crews or representatives.

Always consult Security Chapters or Airlines GOM concerning application of those issues.

8.6 Unauthorized access prevention Prevention of access by unauthorized persons during ground stop must be arranged with the authorities and/or handling agent.

These arrangements must guarantee that unauthorized persons have no access:

 the aircraft’s interior;  the aircraft parking area;  the parking / storage areas for ground handling equipment;  the load storage and sorting baggage processing areas.

Note: The ODM must be informed of the presence of any suspicious or doubtful persons in the above mentioned areas.

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RAMP HANDLING MANAGEMENT DISEMBARKATION/EMBARKATION

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8.7 Disembarkation/Embarkation and Unloading/Loading with Running Engines Disembarkation / embarkation of passengers, and/or cargo unloading / loading, whilst the aircraft’s engines are running, is not permitted, the reason being safety. In exceptional cases (e.g. due to an inoperative APU and non-availability of an air starter unit), the decision to proceed with the passenger disembarkation/embarkation, and/or cargo unloading / loading, will be taken by the aircraft Commander together with Ramp Supervisor and ODM. From here on, the operation will be coordinated by those staff. The ramp staff or Ramp supervisor will be in charge of the supervision of the staff acting and dispositions.

Passenger handling procedure In addition to Airport standards and rules, the aircraft Commander may coordinate with Ramp staff for following general guideline procedures:  the aircraft must be on a parking position;  only the right hand engine will be running;  Passengers must board through the passenger staircase, positioned at the most forward passenger cabin door.

8.8 Loading procedure The aircraft commander in cooperation with Ramp Supervisor is in charge of the entire operation. Airport standards and regulations should be applied, but the below guidelines will always be followed:  the aircraft must be on a parking position;  only the cargo doors located on the opposite side of the fuselage, in respect to the running engine, are to be opened;  loading is thus permitted only on the side of the aircraft that is described in the previous point;  staff, cargo, equipment or other material will be kept well away of the running engine’s intake and jet-blast areas Note: The before mentioned procedures imply that for those type of aircraft whereby cargo doors are located on the right hand side of the fuselage, the cargo unloading/loading cannot be performed simultaneously to the passenger disembarkation / embarkation.

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In this case, the different operations must be performed separately and the single running engine will be changed right to left, or vice versa, according to the operation that is ended and the one that will be performed next

RAMP HANDLING MANAGEMENT FIRE PROTECTION

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8.9 Fire Protection and Prevention Fire prevention is just as important as fire fighting; therefore a good housekeeping is essential.

Garbage should not be allowed to accumulate, but should be disposed of into approved containers.

Any suspected or known fire and/or smoke must be reported immediately. Faults in electrical wiring must be reported immediately.

Wearing of steel tip/heel, or nail soled, boots is to be prohibited.

If fuel spillage, or other liquids, is noted from parked ramp equipment, the following points have to be followed:  do not under any circumstance try to drive the vehicle away as sparks may ignite the fuel;  do not walk on the fuel spill;  evacuate area and if possible switch off any running engine in the vicinity;  call the ODM or local fire fighting Brigade in order to have the area cleaned

8.9.1 Smoking on the Ramp Smoking is NOT permitted on any ramp areas, or in any vehicle driven/located in this area.

This rule is to be maintained within a radius of 400 m of any aircraft.

Note: Pay particular attention during boarding, as many passengers are unaware of this rule.

At the gate, passengers will be asked refrain from smoking during boarding, nevertheless, we cannot assume that all the passengers have heard and thus have been correctly instructed.

8.9.2 Fire Fighting Equipment Portable fire extinguishers are available for immediate use. They must be used for fighting fires of spilled liquids and other combustible materials, and for landing gear brake fires.

Portable fire extinguishers must meet the applicable standards and must be periodically checked according to local regulations.

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Fire extinguishers (of adequate size) are available in/on every ramp vehicle, or motorized ground equipment, and at least one extinguisher is available within a radius of 50 meters from the aircraft parking position.

RAMP HANDLING MANAGEMENT FIRE ON AIRCRAFT

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Each ramp staff (airlines, crews, company supervisors, handling staff, fuelling company staff) must be instructed beforehand, thus will be aware and keep in mind, of the location of ramp fire-fighting equipment, fire alarms, emergency shut-offs, etc.

The GHD ramp staff, or GHD supervisors, will make sure of the existence of such equipment and that its access is not obstructed. Any deviation must be reported to the local ODM, in addition to the

ASD, GHD, and QEHSD. 8.9.3 Fire on Aircraft If a fire, or suspected fire (smoke, smell, etc.), is discovered in a parked aircraft, the ramp staff, or Ramp supervisor, will make sure that:

 any persons on board will be immediately advised to evacuate the aircraft;  the technical staff, or cockpit crew where available, is promptly alerted;  the airport’s fire fighting authority is immediately informed;  the ODM and Fire Brigade and carrier station manager are informed.

If possible, assist the ground technicians and/or crew to close all doors and hatches, etc. Act only under ODM, Fire Brigade and head crews directives; do not take any personal initiative.

Note: The wheeled ramp extinguishers or other extinguishers available on the aircraft may be used if the situation does not pose immediate risks. Remember to always consider that the safety of lives is of utmost importance.

Note: Always inform ODM or directly Fire Brigade for immediate assistance.

8.9.4 Aircraft Engine Fire Aircraft engine fire may not be fought by means of fire extinguishers used by ground staff, but rather flight crew, or trained technicians, by means of the engine fire extinguishing system. Do not try or do not take any personal initiative.

8.9.5 Fire on Ground Equipment If a fire breaks out on a ground vehicle, or any other ground support equipment, it should be controlled utilizing either the ramp extinguishers or the extinguishers attached to the ground equipment. The equipment should be removed from the vicinity of the aircraft as soon as possible.

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Note; Inform immediately ODM and Fire Brigade. Also maintenance department should be alerted for technical assistance.

RAMP HANDLING MANAGEMENT DANGER AREAS

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8.10 Danger Areas Aircraft ground operation is full of potentially dangerous areas. All staff that move in and around aircraft must be well aware of these dangers. In particular:

8.10.1 Blast area The blast area is the area affected by the efflux (exhaust) of jet engines. The area is to be considered of cone shape originating from the rear of the aircraft. The cone angle and length varies from an aircraft type to another. It can be considerably extended under unfavorable conditions (bad condition of the tarmac surface, inclination of the tarmac, wind, snow, ice, etc.).

All the staff must be instructed to keep well away, as well as ground equipment and other objects removed, from this area whenever the aircraft’s anti-collision lights are switched on.

8.10.2 Intake area This is the area covered by the safety distance from the inlet of running jet engines to avoid suction. It extends in front, on the sides, as well as aft of the inlet. The area varies on the different types of aircraft.

As for the blast area, all the staff, ground equipment, or other objects, must be kept well away of this area whenever the aircraft’s anti-collision lights are switched on.

8.10.3 Venting area The venting area is a spherical zone around the fuel vents of an aircraft. Within this area inflammable fuel vapors have to be expected during fuelling. The extension of the venting area is of 5 meters radius around the fuel vents for kerosene-type fuel, 10 meters radius for wide-cut-type fuel and/or a mixture of wide-cut-type fuel and kerosene-type fuel.

Vehicles, equipment or load may not be parked in the venting areas during fuelling. Vehicles or persons may not pass through the venting areas during fuelling, except if specifically required for fuelling purposes.

Found on next pages example of restricted areas next to engine aircraft series :

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RAMP HANDLING MANAGEMENT RAMP ACCIDENT/INCIDENT REPORTING

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Page 17 9. RAMP ACCIDENT/INCIDENT REPORTING Any damage to an aircraft must be immediately reported to the Flight Crew and Ground Engineer and Operation Duty Manager.

Should even the slightest scratch/dent in the aircraft occur, or be noticed, it must immediately be reported to permit technical evaluation. As aircraft have to withstand very great forces at high altitudes, all personnel must be aware that even minor deformations could be the direct cause of serious accidents.

A message must be sent to carrier OPS/OCC, reporting the damage, location, time of occurrence and time of notice, as well as any other relevant remark.

A Ramp Incident / Accident Report is to be issued by the carrier engineer on duty. This report must include photographs of the damaged area/s.

Note: Check the carrier documents for applying forms and addresses to use. Consult always ODM or Respective Department Director prior releasing any information.

Note: Information and/or photographs may not be passed on to insurance companies or any persons involved in the incident/accident without prior permission from Airport executive Level Authorities and from carrier legal department.

10. POLICY AND PURPOSE OF INVESTIGATIONS 10.1 General Policy Usually is carrier primary concern in the interests of safety to ensure the full, free and uninhibited reporting of all incidents that affect flight safety. It is therefore the responsibility of every employee to report any circumstances affecting safety and to co-operate fully throughout any investigation.

10.2 Purpose of Investigations The purpose of an investigation of any Accident or Reportable Incident by Safety Services authorities is to establish the facts and cause, and thereby prevent further occurrence. The purpose is not to apportion blame or liability.

Investigations will be conducted by or under the authority of the ODM OR EQHS Department, who shall determine as quickly as possible, the facts of the case, so that the Directors can determine whether there are circumstances which necessitate immediate changes to procedures, operating or engineering standards, modifications of equipment or other measures.

This process will take place whether or not the State in which the incident occurs or any other State affected decides to carry out its own investigation.

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RAMP HANDLING MANAGEMENT HANDLING OF ACCIDENTS AND OCCURRENCE

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11. HANDLING OF ACCIDENTS AND OCCURENCES 11.1 Governor/State Investigations Albanian legislation is based on ICAO Annex 13, which provides for the State in which an Accident occurs to carry out an investigation either by itself, by the State of Registry or the State of the Operator.

In other countries an investigation may be initiated by any of the following: a) the State of occurrence, b) the State of Registry c) the State of operator, and d) the Company.

Carrier Ground Operations Manual (GOM) 11.2 Accidents and Accident – Definition Mostly of airlines regulations define an accident as an occurrence associated with the operation of an aircraft which takes place between the time when any person boards the aircraft with the intention of flight and such time as all persons have disembarked there from in which: a) any person suffers death or serious injury while in or upon the aircraft or by direct contact with any part of the aircraft (including any part which has become detached from the aircraft) or by direct exposure to jet blast, except when the death or serious injury is from natural causes, is self inflicted or is inflicted by other persons or when the death or serious injury is suffered by a stow-away hiding outside the areas normally available in flight to passengers and members of the crew of the aircraft; or b) the aircraft incurs damage or structural failure, which adversely affects its structural strength, performance or flight characteristics and which would normally require major repair or replacement of the affected component, other than i) engine failure or damage when the damage is limited to the engine, its cowling or accessories, ii) damage limited to propellers, wing tips, antenna, tires, brakes, fairings, small dents or punctured holes in the aircraft skin; or c) the aircraft is missing or is completely inaccessible.

11.3 Serious Injury – Definition Serious injury means an injury which is sustained by a person in an accident and which a) requires his stay in hospital for more than 48 hours commencing within seven days from the date on which the injury was received; or b) results in a fracture of any bone (except simple fractures of fingers, toes or nose); or c) involves lacerations which cause nerve muscle or tendon damage or severe hemorrhage; or d) involves injury to any internal organ; or e) involves second or third degree burns on any burns affecting more than five per cent on the body surface; or f) involves verified exposure to infectious substances or injurious radiation.

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RAMP HANDLING MANAGEMENT REPORTING OF ACCIDENTS

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12. ACCIDENTS/INCIDENTS REPORTING 12.1 Reporting of Accidents All reports forms and guidelines are fundable in Tirana International Airport Safety Management System Manual.

12.2 Aircraft Accident Signal In the event of an aircraft accident the airlines Operations Control Center must be advised by the quickest method possible, usually by telephone. This initial contact must be confirmed by a SITA telex as soon as possible and must not be delayed because any section of the signal cannot be completed.

It must be sent at the highest priority and copied to all stations along the route. The signaling and circulation procedures ensure that the details are speedily notified to all who need to know.

12.3 Aircraft Accident Signal – Text OPS FLASH AIRCRAFT ACCIDENT a) Flight Number b) Aircraft Registration c) Destination Station d) Departure Station e) Location of Accident f) Approximate time of Accident g) Number of casualties if known h) Brief description of circumstances

12.4 Responsibilities of the Reporting Official after an Accident (General Knowledge) The following action will be taken by the Reporting Official, following an accident, as soon as possible pending the arrival of an Investigation Team. In an area where there is no carrier representation the Captain or, if he is incapacitated, the Senior Crew Member will take on those duties (a-j) listed below: a) Safeguard the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) tapes and any other electronically generated information that is able to be protected by pulling and tagging the appropriate circuit breakers. An entry in the Aircraft Maintenance Log shall be made recording the disabling of the CVR electrical power; b) Arrange for immediate treatment of casualties and for the welfare of survivors; c) arrange for a responsible guard on the accident site who will prohibit smoking, prevent unauthorized persons approaching and any unauthorized interference with the accident site, the aircraft or its contents; d) Notify the nearest airlines station or the nearest aerodrome and local police by the quickest means available; e) Send the Aircraft Accident Signal as mentioned in Aircraft Accident Signals f) Safeguard all the evidence and where possible record perishable evidence such as ice formation etc.; g) Safeguard all operational documents relating to the aircraft, the crew and the flight; h) arrange for medial examination of all Flight and Cabin Crew Members involved; i) complete and file an Air Safety Report form; j) arrange for witness statements.

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RAMP HANDLING MANAGEMENT PRESERVATION OF EVIDENCE

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Page 20 12.5 Documents (General Knowledge) The following flight documents must be impounded immediately and kept safely until passed to the Head of Safety (Air Safety Officer) or his representative. a) All technical documents b) All operational documents c) Pertinent personal documents d) Electronically generated information that is able to be protected.

Preservation of Evidence in the case of an accident in or over Albania, no person other than authorized persons shall have access to the aircraft involved in the accident and neither the aircraft nor its contents shall, except under the authority of the State, be removed or otherwise interfered with, other than: a) as far as may be necessary for the purpose of extricating persons or animals, removing any mails, valuables and dangerous goods carried by the aircraft, preventing any danger or obstruction to the public or to air navigation or to other transport, or under the supervision of an Inspector or, with the agreement of, and Inspector or of a Policeman, for the purpose of removing any other property from the aircraft; b) if an aircraft is wrecked on the water, the aircraft or any of its contents may be removed to such extent as may be necessary for bringing it or them to a place of safety.

In this context the expression “authorized person” means any person authorized by The State either generally or specially to have access to any aircraft involved in an accident and includes any Police Officer or any Officer of Customs and Excise.

12.6 Reportable Incidents (General Knowledge) Mandatory Occurrence Reporting (MOR) Scheme The requirements for Mandatory Occurrence Reporting (MOR) requires the Captain of an aircraft to report any “reportable occurrence” known to him within 72 hours, and defines this as: a) any incident relating to such an aircraft or any defect in or malfunctioning of such an aircraft or any part of equipment of such an aircraft, being an incident, malfunctioning or defect endangering, or which if not corrected would endanger, the aircraft, its occupants or any other person; b) any defect in or malfunctioning of any facility on the ground used or intended to be used for purpose of or in connection with the operation of such an aircraft, being such a defect or malfunction endangering, or which if not corrected would endanger such an aircraft or its occupants.

Incidents involving serious damage to aircraft or ground installations or which result in serious injury to or death of passengers or Crew Members must be reported immediately.

Initially any such occurrences must be reported immediately to airlines Director Flight Operations on Duty by telephone, if possible, or by the quickest means available.

In all the above cases an Air Safety Report should also be completed and passed to airlines Safety officer who will advise the appropriate authorities.

ASRs procedure should be followed for lightning strikes, bird strikes, dangerous goods incidents or incidents involving unruly passengers. All these categories call for further reports to the airport authorities for further actions.

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RAMP HANDLING MANAGEMENT REPORTABLE INCIDENT-DEFINITION

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Page 21 12.7 Reportable Incident – Definition (General Knowledge) A Reportable Incident means any event by which the safety of an aircraft or any person is or could have been jeopardized by any occurrence. The following gives guidance on events which are classified as Reportable Incidents for which an Air Safety Report (ASR) must be filed. The list is not exhaustive, if there is any doubt about compliance, an ASR should be filed as a precaution.

1. When a SYSTEM defect occurs, which adversely affects the handling characteristics of the aircraft or which renders it unfit to fly.

2. When DOUBLE AIRCRAFT SYSTEM FAILURE occurs.

3. When there is a warning of FIRE or SMOKE, or when fire, explosion, smoke, or fumes occur.

4. When an EMERGENCY is declared.

5. When SAFETY EQUIPMENT or PROCEDURES are defective or inadequate.

6. When deficiencies occur in any OPERATING PROCEDURES or MANALS. 7. When there is incorrect LOADING of fuel, cargo or livestock, or DANGEROUS GOODS or a significant error on the LOADSHEET. 8. When operating standards are degraded due to deficient GROUND SUPPORT or ground facilities.

9. When GROUND DAMAGE occurs.

10. When a REJECTED TAKE-OFF is executed after the take-off power is stabilized.

11. When an EXCURSION occurs; if any part of the aircraft leaves the paved surface during taxiing, take-off or landing.

12. Whenever significant HANDLING difficulties are experienced.

13. When a NAVIGATION ERROR occurs, involving a significant deviation from the intended track.

14. When a HEIGHT CONTROL error of more than 300 ft occurs.

15. When there is an EXCEEDANCE of the limiting parameters for the aircraft CONFIGURATION, or when a significant unintentional SPEED change occurs.

16. When COMMUNICATIONS fail or are impaired.

17. When a GO-AROUND or WINDSHEAR GO-AROUND is flown.

18. Whenever a GPWS alert/warning occurs.

Bank Angle alerts only when exceeding 40 degrees.

(General Knowledge)

19. Whenever a STALL WARNING occurs.

20. Whenever a HARD LANDING check is required.

21. When a serious loss of BRAKING occurs.

22. When the aircraft is EVACUATED. 23. When the aircraft lands with Final Reserve Fuel, or less, remaining.

24. When use of FUEL JETTISON is required.

25. When an AIRPROX or ATC INCIDENT or WAKE TURBULENCE event occurs (defined below) 26. When TCAS resolution advisory occurs.

27. When significant TURBULENCE or WINDSHEAR is encountered, or any other severe WEATHER condition; When crew or passengers are seriously ILL, INJURED or become INCAPACITATED

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29. When there is difficulty in controlling VIOLENT, ARMED or INTOXICATED passengers or when the PASSENGER RESTRAINT kit is used.

30. When TOILET SMOKE DETECTORS are activated or vandalized.

31. When an ACT OF AGGRESSION occurs e.g. attacks against aircraft; hijack; discovery of explosives, explosive devices, detonators or incendiary devices; bomb threats; suspicious or malicious damage to aircraft etc., 32. When there is a BREACH OF SECURITY PROCEDURES concerning: screening of passengers, cabin baggage or hold baggage; screening of air crew and baggage; protection of baggage; passenger/baggage reconciliation; transfer, rush or unaccompanied baggage; cargo, courier or mail; document checks (visa, passports etc.)

33. When a BIRD STRIKE or FOREIGN OBJECT DAMAGE occurs 34. When a LIGHTNING strike occurs.

35. Any event where SAFETY STANDARDS ARE SIGNIFICANTLY REDUCED. 36. Any event which may provide USEFUL INFORMATION FOR THE ENHANCEMENT OF FLIGHT SAFETY. In the context of the above, the following incidents are defined: Airprox – Airprox (formerly Airmiss) means any incident in which the pilot considers his aircraft may have been endangered by he proximity of another aircraft to the extent that a definite risk of collision existed.

Air Traffic Incident – Air Traffic Incident means any incident in which aircraft appear to have less separation than the pilot expected, although there was no definite risk of collision.Any Airprox on Air Traffic Incident as defined previously must be reported immediately by radio and confirmed by completing an Airprox/Air Traffic Incident Report Form.

Wake Turbulence – Wake turbulence means any significant air disturbance caused by a preceding aircraft. Wake turbulence events must be reported by completing an ASR including the “Wake Turbulence” section on the back of the form.

Hard Landing – A hard landing in which the impact is so severe that the Captain considers that the aircraft specified limits have been exceeded. An engineering check of structural integrity of the aircraft is necessary before the next departure.

12.8 Aircraft Ground Damage To support the aircraft damage investigation and insurance claims by carriers it is necessary to collect and record the following information when filling the Air Safety Report: • detailed description of the incident, • details of persons involved, such as name, address, phone number, • details of persons who can help with the investigation, such as Handling Agent, airport manager, airport police, witnesses.

In all aircraft damage cases immediate contact with airlines OPS OCC is mandatory.

Always request ODM or respective department director advice

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12.9 Reporting Procedure for a Reportable Incident (General Knowledge) Following a Reportable Incident The following action must be taken by the Captain as soon as practicable: a) Safeguard the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) tapes and any other electronically generated information, unless it is obviously not relevant to the Reportable Incident; b) Fully complete and file an Air Safety Report. This should be auctioned at the next point of landing and must not be delayed for any reason.

All Crew Members are responsible for ensuring that an Air Safety Report is completed after a Reportable Incident.

ASRs should be highlighted if the nature of the occurrence could have an adverse effect on ETOPS operations. Reference should always be made to ETOPS when the occurrence took place on an ETOPS sector.

When an ASR is raised, and where appropriate, an amplified and explanatory Flight Crew Report should be submitted via the normal reporting procedure. In the case of serious or potentially serious Incidents, the Captain should make every effort to verbally debrief Fleet Management, before any assigned duties are resumed.

Whenever an Air Safety Report in addition to a Tech Log/Work Order entry is raised, the Tech Log/Work Order must be endorsed “Air Safety Report raised” and a brief description of the reason for the ASR included. This will inform Maintenance whether maintenance action is required before the aircraft next flies.

If the ASR refers to an engineering related topic a full description should be included in the Maintenance Log, this will inform Maintenance as to the necessary action.

13. INJURY OR ILLNESS TO CREW ON BOARD THE AIRCRAFT (General Knowledge) Any Crew Member feeling unwell in the air should immediately report. Any apparent incapacity in a fellow Crew Member should be investigated without delay.

In the event of injury or illness or a Crew Member in flight, it is the Commanders responsibility to decide if an immediate landing is to be made. In the event of a Crew Member, or a number of Crew Members indicating symptoms of food poisoning the Commander should, when considering diversion, take into account the possibility of a common cause producing further Crew incapacitation.

Under these circumstances an intermediate landing can be considered an emergency and route and aerodrome experience requirements will not apply.

If due to the incapacitation of a Flight Crew Member the crew complement is reduced below the minimum complement for the aircraft a PAN call must be made.

If a Crew Member becomes unconscious and exhibits little or no vital signs of life, rapid medical attention is essential. The aerodrome of intended landing must be informed by use of the phrase “Seriously ill – a life threatening/emergency condition”

RAMP HANDLING MANAGEMENT INJURY, ILLNESSTO PAX ON BOARD AIRCRAFT

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A Crew Member incapacitated in flight for any reason must consult airlines appointed doctor or airport doctor as soon as possible after landing. If, due to emergency or other unforeseen circumstances, Treatment is given by a doctor other than the above then a carrier appointed doctor must be consulted before the Crew Member next operates.

It is not sufficient for the Crew Member to be seen only by paramedics or airport first aid staff.

13.1 Injury or Illness to Passengers On Board the Aircraft (General Knowledge) Every case of injury or illness of a passenger shall be given all possible assistance immediately, and medical assistance shall be called if necessary. If the passenger's condition permits, agreement to receive medical attention shall be obtained. If an aircraft has been involved in an Accident or Reportable Incident, it is the Commander’s responsibility to offer passengers the opportunity of medical examination.

13.2 Passenger Refused Boarding An approved doctor is responsible for advising if a passenger taken ill at the airport is fit to fly with the airlines/carrier.

For general guidance, when authoritative medical clearance has not been obtained, it is inadvisable to permit boarding of passengers suffering from the following conditions: i) Conditions aggravated by a lack of oxygen, including: Severe anaemia.

Recent heart attack (within 10 days).

Uncontrolled heart failure.

Recent stroke (within 10 days). ii) Conditions aggravated by pressure changes, including: Severe middle ear or sinus disease.

Peptic ulcer with recent bleeding.

Post operative condition - within 10 days of abdominal surgery or within 14 days of chest surgery. iii) Others including: Known contagious or infectious disease.

Mental illness without approved escort.

Stretcher cases without approved escort.

Pregnancies beyond the 36th week.

Fractured jaws with fixed wiring.

Threatened miscarriage.

13.3 Off-loaded Passengers If a passenger is off-loaded at any station on account of infectious illness, the airlines Duty Officer will obtain a certificate of clearance from the Airport Health Authority. This must be kept until the end of the service, when should be kept in file records. Airport staff should also save a copy on Carrier Trip Files.

If a passenger is off-loaded at any station on account of any other illness or injury, the airlines Duty Officer will, if possible, obtain from the health care professional attending the case or the Airport Health Authority a certificate to the effect that the person off-loaded is not suffering from an infectious disease, preferably stating the diagnosis. This must also be kept until the end of the service and after that stored on Carrier Trip Files.

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14. INFECTIOUS DISEASES (General Knowledge) In the absence of a qualified medical diagnosis, the Commander should regard the following symptoms as indicative of infectious disease: a) persisting fever accompanied by prostration or glandular swelling, b) any acute skin rash or eruption, with or without fever, c) severe diarrhea, d) jaundice accompanied by fever.

14.1 Food Poisoning On Board the Aircraft

(General Knowledge)

If a passenger or Crew Member who becomes ill on board the aircraft alleges that aircraft food is responsible, or symptoms are indicative of food poisoning, the Senior Cabin Crew Member is required to send three meals or part meals by the quickest possible means to Operations and to complete an ASR, copies of which are in the Spare Forms wallet.

14.2 Information to Station of Landing If medical attention is required, the Commander must inform the aerodrome of intended landing by radio as soon as possible. He should state the nature of the injury or illness so that Staff and equipment may meet the aircraft or arrival and the Port Health Authority is informed. Tower or ACC staff should inform the ODM or the carrier may contact directly on Ground Handling Frequency 136.250 AM. The passenger will normally be conveyed to the nearest hospital. The Commander is also responsible under the Local Public Health (Aircraft) Regulations for notifying, by radio, the aerodrome of intended landing of any persons suffering from an infectious disease or who has symptoms which may indicate the presence of an infectious disease.

The following details should be given if time permits: a) full name and status of the individual; b) symptoms and diagnosis if known; c) if an ambulance is required; d) whether a stretcher or sitting case; e) any special requirements, e.g. oxygen; f) ultimate destination and address.

14.3 Use of Emergency Medical and First Aid Kits

(General Knowledge)

The contents of the any airlines Emergency Medical and First Aid Kit are usually included in the aircraft documents. Following use of Emergency Medical Kit a record must be made in the airlines Tech log.

Emergency Medical Kits contain certain Controlled Drugs and Prescription only Medicines. The use of these items must be authorized by an airlines doctor and the procedures for handling and recording of their use, contained in the Emergency Medical Kit, must be followed. If during crew checks, the Emergency Medical Kit is seen to have been opened then, Maintenance must replace the kit.

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14.4 Handling of Medical Emergencies (General Knowledge) Cabin Crew are trained in First Aid and in the use of aircraft medical equipment i.e. Emergency Medical Kit contents (apart from those parts designated for Doctors use only), oxygen sets, resuscitators, aspirators and eye irrigators.

Wherever possible, the Commander’s permission is to be sought before opening the Emergency Medical Kit and such permission should always be given if the Commander is satisfied that the contents are to be used under the supervision of trained Cabin Crew or by volunteer professional assistance identified by Cabin Crew.

Cabin Crew is not expected to act beyond the limits of their training. Volunteer professionals are not expected to advice or act beyond the limits of their particular professional competence.

When dealing with a medical emergency, the Cabin Crew should keep the Commander informed of the situation and, in particular that: a) The situation is satisfactorily resolved, or b) The situation is containable with the resources available on board but medical assistance will be required at the next scheduled landing, or c) Medical assistance is urgently required and consideration should be given to diversion and unscheduled landing. This is most likely to arise in cases of: i) Continuing unconsciousness. ii) Acute breathing difficulties iii) Severe, uncontrolled pain iv) Uncontrolled bleeding v) Major injury with shock vi) Impending birth.

The Commander’s decision will depend upon the information available together with other operational factors and the ultimate authority is his.

If urgent medical attention is required a PAN call should be made.

15. HANDLING OF PASSENGERS AND LOAD AFTER EMERGENCY LANDING In the event of an emergency landing at an aerodrome without normal handling facilities, the Commander should contact Airport Operations and Air Traffic Control as soon as possible for guidance on disposal of passengers and cargo. Airport will activate the emergency team and will take all measures.

If the flight requires Custom Clearance and/or Immigration formalities, the Commander is responsible for informing the Customs and/or Immigration authorities, and for the safe custody of bonded cargo until cleared by the authorities.

16. AIRCRAT DOORS Upon arrival, cabin and compartment doors, shall not be opened until all engines have been shutdown and the aircraft’s parking brakes have been set or the chocks are in position and anti-collision lights are off.

Subsequently, all doors shall be closed and locked before engine start.

Note: When, in exceptional cases, one engine must be kept running (e.g. when no APU/GPU available) doors may only be opened at the aircraft’s side where the engine has been shutdown. The Commander and the ground staff shall have agreed before on the course of action to be followed.

Airport staff must be informed and acceptance of work on this condition must be received priory work start.

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17. CABIN DOORS Cabin doors are defined as those that open access to the passenger cabin area, thus passenger entrance doors and catering service doors. Cabin doors shall be opened from the inside by cabin crew and/or authorized staff. In the event that cabin doors need to be opened from the outside, only TIA GH GSE operator authorized (thus properly trained) staff are allowed operate them.

Note: Always make sure that crew has disarm the evacuation slide before opening the door.

Note: Use the standard signals and procedures (see next paragraph).

Note: Particular attention has to be applied when opening doors which open on the outside in order to prevent accidental damage against ground equipment (stairs, jet bridges, etc.).

Whenever passenger steps or catering trucks, are conformed in such a manner as to obstruct the opening/closing of the aircraft’s doors, these must be opened immediately prior to the positioning of this equipment, and closed immediately after the removal of the same.

Cabin doors shall be closed from inside (departing flight), or outside (overnight aircraft), but only by authorized staff. Service doors must be closed immediately after servicing is completed.

If necessary, ground staff shall assist crew in opening or closing of the cabin doors.

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CABIN DOOR CLEARANCES (Aircraft MD 80 example)

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MAIN DOOR CLEARANCES (Aircraft MD 80 Example)

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AFT SERVICE DOOR CLEARANCES (Aircraft MD80 Example)

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AFT DOOR CLEARANCES (Aircraft MD 80 Example)

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18. STANDARD SIGNALS FOR CABIN DOORS Whenever personnel are present inside the passenger cabin, the standard signals (through the door’s window) must be used to indicate to the cabin crew, or other mechanics certified staff, that:  ground support equipment is correctly positioned (staircase, loading bridge, etc.);  that the door is about to be opened, thus the crew must stand clear of the door level found on the inside of the cabin.

The standard signals for the opening, from the outside, of the cabin doors are the following:  knocking at the door  thumb up  eye contact established with the flight attendant through the door’s window (to make sure that the crew is informed on door opening).

19. CARGO COMPARTMENT DOORS Only TIA ground Handling trained and authorized staff may open compartment doors (manually or electrically operated).

Compartment doors may only be opened after:  the engines have been shut down;  the anti-collision light has been switched off;  the wheel chocks have been positioned.

Compartment doors must be closed as soon as loading is completed. Before closing the doors, make sure that:  the luggage loaded is properly secured;  the load restraint nets and the door protection nets are properly installed;  the compartment lights are switched off;  the loading supervisor has given the authorization to close the compartment doors;  the door and door frame show no visible damage.

Note: Any irregularity, including damage, must immediately be reported to the Commander and/or Ground Engineer and/or Station Manager, as applicable Note: Particular attention has to be applied when opening and closing doors, in order to prevent accidental damage against ground equipment.

Note: When open after loading finish the TIA Load Master or Ramp Agent should perform aircraft compartment security check being sure that the compartments are totally loaded, cleaned from remaining baggage stripes, lock or other items.

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FORWARD CARGO COMPARTMENT AIRCRAFT MD82

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MIDDLE CARGO COMPARTMENTS MD82 EXAMPLE

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AFT CARGO COMPARTMENT MD 82 EXAMPLE

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PASSENGER CABIN CROSS SECTION MD 82 EXAMPLE

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19.1 Authorized Staff

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For the before mentioned aircraft door operation, the authorized staff are defined as those, handling trained employees, appointed ramp handling supervisors, or contracted engineers, that have completed the training for the specific door and specific aircraft type.

Note: No other staff, or person, is to be allowed to maneuver the aircraft doors, or any other part of.

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20. HANDLING OF GROUND EQUIPMENT

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The following general procedures are to be followed whenever a piece of equipment is operated in the aircraft’s vicinity:  When approaching or leaving an aircraft, the equipment must not be driven faster than walking speed.  Cables, hoses and any other loose part of the ground support equipment must be securely stowed before the unit is moved near, or away from, the aircraft.  Elevating devices must not be driven in the elevated position except after final positioning of stabilizers.  Passengers and staff are not to be allowed on the support stairs or jet-bridge until correct positioning and stabilizers are fully deployed and all side rails (or canopy) are extended.

Attachment fittings, transfer bridges/steps and platforms must be fully extended.  Stabilizers must be deployed whenever equipment is to be raised above 2.0m.  Motorized equipment must have an operator in attendance whenever the engine is running.

The engine must be switched off if it is left unattended, even for a few minutes.

Ground Support Equipment (GSE) shall not in any circumstance block safe emergency exit of the refueling truck!

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21. EQUIPMENT POSITIONING AND REMOVAL

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21.1 Arrival Equipment Positioning Ground support equipment must be positioned behind the equipment restraint line prior to the arrival of the aircraft at the parking position. Equipment, including passenger loading bridges, must not move towards the aircraft until:  it has come to a complete stop;  the parking brakes are on;  wheel chocks have been positioned at the nose landing gear wheels;  ground/flight deck contact has been established;  ground power unit is connected (if required);  engines are shut down;  anti-collision lights have been switched off; Whenever, in exceptional cases, one engine must be kept running (e.g. when no APU/GPU available) ground equipment shall only approach that side of the airplane where the engine has been shutdown.

The Commander and the ground handling staff shall, beforehand, have agreed on the course of action to be followed.

21.2 Equipment Positioning Distance Protective rubber bumpers on equipment, e.g. passenger steps, conveyor belts, catering trucks must not be compressed against the aircraft fuselage, in order to prevent damage and to allow for aircraft settling during servicing.

A distance of at least 2 cm between the rubber and the fuselage must be respected at all times. Remember that the aircraft will move vertically during loading/unloading of passengers, cargo, fuel or other.

Note: If the rubber bumpers on the equipment are damaged, thus protruding Metal or other hard surfaces is exposed, the equipment must be replaced before it approaches the aircraft.

RAMP HANDLING MANAGEMENT EQUIPMENT BRAKES

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21.3 Equipment Brakes Motorized equipment must make a brake check (full stop) before entering the equipment restraint area and again before reaching the aircraft side. Vehicles and equipment must have parking brakes applied, with gear selector in park or neutral when parked away from, or positioned at the aircraft.

21.4 Cabin Door Equipment Removal Before removing ground support equipment from any one of the aircraft’s cabin access doors, the operator must inform the cabin crew (if available), or the handling ramp supervisor on duty.

Cabin door ground support equipment must not be removed unless:  the relevant cabin door is closed; or  there are no passengers on board and the safety cord has been pulled across the door opening.

Note: If passengers are on board the aircraft, it is not acceptable to extend the safety cord whenever the cabin door is left without the correct equipment. The cord is very thin, thus scarcely visible. Children may fall off!

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21.5 Jet-Bridge Equipment Positioning Ramp equipment is to be positioned and aligned behind the equipment restraint line with the parking brakes applied prior to the arrival of the aircraft at the parking position.

The passenger loading bridge is to be in the fully retracted position prior to aircraft arrival or departure.

21.6 Remote Parking Equipment Positioning In remote parking positions, all vehicles must be aligned in a line parallel to that of aircraft movement direction and at a safe distance (further away than the wing tips).

When positioning equipment, special care must be exercised to ensure adequate clearance of vehicles, aircraft, other equipment and facilities.

21.7 Baggage and Cargo Equipment Baggage/cargo shall not be transported on equipment not specifically designed for that purpose.

Pallets are usually transported on vehicles having a roller or castor conveyor bed, some with power. It is most important that end locks and side guide rails be positioned at each end and side to ensure that the load cannot roll off inadvertently.

All locks and guide rails should be checked every time before use.

All baggage, cargo, mail to be loaded shall be positioned at the aircraft in due time not only to ensure an on-time departure, but also to reduce, as far as possible, stress of staff which could be detrimental to safety.

Note: Trains of carts/dollies tend to “drift in� or shorten turning corners. Therefore, pedestrians or other vehicles should be alert to keep at a safe distance. Tractor drivers should avoid turning prior to, or immediately after, passing an obstacle.

21.8 Departure Equipment Removal All equipment, except the tow-truck, is to be positioned behind the equipment restraint line before the aircraft pushback, and/or engine start is commenced. Ensure that there is adequate clearance between the aircraft fuselage/wing/tail and the facility/equipment during pushback and/or taxiing.

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22. VISIBILITY When visibility is restricted in critical areas (such as positioning certain pieces of equipment to or backing away from an aircraft) a guide person shall be used. The guide person shall be positioned so that these clearances can be accurately judged and be visible/able to communicate the signals to the vehicle operator at all times. If visual contact with the guide person is lost, the driver must stop immediately.

In case of low visibility (fog, heavy rain, and night operation), the equipment, or any other vehicle, must be moved in and around the ramp area, with the utmost care, at walking speed.

Keep in mind that many areas of the aircraft, like certain sections of the wings, are scarcely visible even in normal conditions.

22.1 Equipment Condition Ground Support Equipment shall be in good mechanical condition. Any non-efficient piece of equipment must be kept away from the aircraft and replaced before start of operation.

Do not, under any circumstance, use a vehicle or Ground Support Equipment that is in any way:  leaking some form of liquid;  provoking sparks;  Damaged in any way that might compromise safety during operation.

Unserviceable equipment should be clearly tagged “Out of Service”, reported to the relevant controlling office and immediately be sent to the repair/maintenance department.

22.2 Wheel Chocks Chocks are to be positioned by authorized personnel, only after the aircraft has come to a complete stop.

On MD/Fokker/CRJ/ARJ aircrafts, wheel chocks are to be positioned by the main-right and main-left landing gear (front and aft of the wheels).

The nose landing gear is to be chocked only in adverse weather and/or tarmac conditions.

Removal of chocks is to be accomplished by authorized staff. They are to make sure that the wheel chocks are removed in the following sequence:

RAMP HANDLING MANAGEMENT OPERATING STAFF

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 Wheel chocks at the main landing gear wheels (whenever applicable) must be removed prior to engine starting and provided confirmation has been received from the commander that the parking brake has been set.  all remaining wheel chocks are to be removed upon order from the Commander.

Note: Caution: be aware that the aircraft can skid slightly when the parking position is covered with ice or snow.

The cross section of the chock should be in the form of an equilateral triangle with corner radius. The height of the chock from base to the opposite corner should be approximately 15 cm (6 inches), while the length should be approximately 25 cm (10 inches).

The three external surfaces should be covered with rubber or a rubber-like material and should have longitudinally 'teeth' for improved slip resistance.

22.3 Operating Staff Any equipment, or part of, shall be operated by certified staff only, thus trained for the particular duty and equipment.

23. AIRCRAFT LOADING/UNLOADING OPERATIONS 23.1 Free-Load Whenever the available volume of the compartment is not completely used, an additional securing is necessary for:  Small pieces with a high individual mass.  Load which is sensitive against jolts or tilting.  Pipes, bars, planks, machinery etc.

Heavy items with an individual mass of 150 kg or more as well as wet freight shall always be lashed.

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24. PRECAUTIONS AND SPECIAL CARE Technicians, or appointed supervisors, shall control that the handling staff will take special precautions to prevent damage that may result from:  load shifting in flight;  exceeding of aircraft floor load limitations;  inadequate tie-down and failure to fasten separation nets and door nets;  incorrect opening or closing of door and operation of cargo doors during strong or gusty wind conditions;  Mishandling of catering equipment.

In addition, carrier technicians, or appointed supervisors will make sure that special care will be exercised, by the handling company staff, in:  loading and unloading operation to avoid damage to the aircraft’s structures such as fuselage, interior panels, doors or their opening;  maneuvering large or heavy items within the holds to prevent damage to the floor (crowbars and similar implements should never be used directly upon the aircraft floor); Note: Spilling in the compartments of acids or any other liquids must be reported immediately as it might result in damage to the aircraft floor or wiring. Should a package be damaged or found to be leaking, immediate action must be taken to avoid embarkation.

Note: Prior to aircraft departure, a visual inspection must be completed to ensure all cargo and service doors/panels are closed and locked (see “Arrival/Departure inspections”).

RAMP HANDLING MANAGEMENT BATTERY OPERATED WHEELCHAIR

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25. BATTERY OPERATED WHEELCHAIRS Before loading a wheelchair it shall be ascertained  that the battery is securely attached to the wheelchair,  that the battery is disconnected,  that the battery terminals are insulated in order to prevent short-circuits.

Wheelchairs which cannot be loaded, stowed, secured and unloaded in an upright position must have the battery removed; the removed battery shall be carried in strong, rigid packaging:  packaging must be leak tight and impervious to battery fluid,  batteries must be protected against short circuits, secured upright in their packaging and surrounded by compatible material sufficient to absorb their total liquid contents,  packaging must be marked "BATTERY, WET, WITH WHEELCHAIR" and be labeled "corrosive",  packaging must be stowed/secured in accordance with the provisions of DGR The commander shall be informed, by Special Loads Notification of the location of the battery aboard. The ground handling staff shall send a message to the destination or transfer station indicating the passenger's name/seat number and the location of wheelchair/battery.

Note: Battery driven wheelchairs with dry, cell batteries or non-spill able wet cell batteries are rare; they may be carried as "checked baggage" in a baggage/cargo compartment provided that the battery has been, disconnected and is securely attached to the wheelchair and that the poles have been insulated.

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26. HUMAN REMAINS Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead or zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and should be covered by canvas or tarpaulins in such a way that the nature of its contents is not apparent. Such human remains shall not be loaded in close proximity to food for human or animal consumption or edible materials.

Note: The Commander, by Special Loads Notification, and the down line stations shall be informed.

27. PERISHABLE CARGO Perishable goods are those who are condition or suitability may deteriorate if exposed to undue changes in temperature or humidity, or delay in carriage. They shall only be accepted for carriage when it is reasonably certain that they will reach destination in good condition.

Therefore, it is mandatory that the shipper provides instructions as to the maximum acceptable duration of transportation and any required special handling. This will enable the company to make appropriate en-route arrangements.

The temperature range and ventilation requirements of such cargo must be matched by the capabilities of the cargo compartment provided. Perishable cargo shall be accessible, without needing to be offloaded, whenever any handling is required at a transit or the destination station.

Perishables refrigerated with wet ice or containing fluid or moisture which could leak out shall be treated as wet cargo. Perishables refrigerated with dry ice fall under the provisions of Dangerous Goods Regulations (DGR).

Foodstuffs shall not be loaded together with poisons, infectious substances nor in close proximity of live animals and non-cremated human remains.

The handling staff shall, by Special Loads Notification (NOTOC), inform the Commander before departure of all perishables carried and their location. All down line stations shall be in formed by appropriate messages.

Where necessary, the devices used in carriage shall be thoroughly cleaned and disinfected immediately after unloading.

RAMP HANDLING MANAGEMENT AIRCRAFT SERVICING

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28. AIRCRAFT SERVICING 28.1 Potable Water Potable water systems are susceptible to contamination by bacteria and other microorganisms. It is thus essential that such water is free from chemical substances/microorganisms which might cause illness and that it is chlorinated.

The Tirana International Airport EQHS department shall ensure that suitable bacteriological examinations of water samples taken from water supply systems, servicing vehicles and airplane water systems are carried out at least four times a year.

Potable water equipment shall not be filled up from the same tap as toilet machinery.

Potable water and toilet equipment shall not be parked in the same area.

Personnel engaged in toilet servicing shall not perform water service.

Note: At stations where the water supplied does not meet the quality standards, sterilization must take place using an carrier approved product.

During winter operation, to prevent freezing of the water in the aircraft potable water system (tanks and lines), following precautions must be taken: ď ‘ drain the potable water system completely if the aircraft is parked in the open for several hours without electrical power supply (external or internal) and the temperature is or is expected to be below freezing point; ď ‘ Replenish the potable water tanks only after the electrical power supply has been restored, and as shortly as possible before departure of the flight concerned.

Coordinate all activities with EQHS and AS Department Representatives.

28.2 Waste Disposal/Removal Each Airport has the obligation to provide an effective system for the removal and disposal of cabin waste. The ramp handling supervisor, or handling unit in charge for aircraft assistance, of Tirana International Airport, will be responsible to alert the airlines Ground Operations Department that, for any reason, the removal of waste is no longer ensured. Such information is necessary to duly inform the flight and cabin crews, and to take any relevant operational action.

RAMP HANDLING MANAGEMENT LAVATORY CLEANING/DISINFECTION

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28.3 Lavatory Cleaning/Disinfection As normal procedure, each time the lavatory is cleaned, a deodorizing and disinfectant chemical must be added to the aircraft’s toilets:  for hygienic reasons and to avoid obnoxious odors;  in liquid or powder form  to be added to the prime charge (the amount of water being pumped into the tanks);  Generally dyed in blue color.

The toilet may be disinfected with any product that is commercially available, as long as it fulfils the aircraft manufacturer’s specification(s).

During winter operation, to prevent freezing of the water in aircraft toilet tanks and lines, the following measures must be taken:  drain toilets if the aircraft is parked in the open for several hours without electrical power supply (external or internal) and the temperature is or is expected to be below freezing point;  service toilets only after electrical power supply has been restored, and as shortly as possible before departure of the flight concerned;  add 20% by volume of anti-freeze to the water used as prime charge or use hot water for prime charge.

Coordinate all activities with Maintenance Department and AS Department.

Anti-freeze products may be of any commercially available automotive type, e.g. Ethylene Glycol. For applicable prime charges, or any additional information, refer to the carrier Technical Department.

Note: Any of the above operations need to be requested, supervised and approved by the carrier aircraft mechanic on duty.

28.4 Ground Air Conditioning Equipment In normal operation conditions, ground air conditioning equipment is not necessary. But, it must be provided whenever the aircraft mechanic on duty or cockpit crew requests it.

Generally this will happen whenever the outside air temperature requires such action (aircraft conditioning system incapable of with situation).

The following timing must be observed:  

System started: System deactivated:

60 min prior to STD Shortly before embarkation of passengers.

Local regulations are to be observed for the use of air conditioning units during refueling.

RAMP HANDLING MANAGEMENT OXYGEN BOTTLE SERVICING

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28.5 Oxygen Bottle Servicing – General Knoledge

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Only Technical Department trained staff is to perform this operation. Special safety provisions shall be observed when aircraft’s oxygen bottles are being filled or exchanged (i.e. connection/disconnection to/from system).  No passenger shall be on board.  No ground power unit shall be connected or disconnected.  No refueling /defueling is permitted.

Note: Filling/exchanging is not permitted during a thunderstorm.

28.6 Aircraft Disinfection – General Knoledge The disinfection procedure shall be applied on any carrier aircraft, whenever we ascertain, or suspect, a potentially infective hazard to passengers, crew or other ground employees (e.g. after transportation of passengers with contagious diseases).

This is not to be considered part of the normally planned disinfection operated during aircraft maintenance.

The following departments/staff may decide that an extraordinary disinfection is to be carried out:  the heads of the Flight or Ground Operations Departments; Carrier Station Manager  the Airport Health Authorities;  the duty manager of the handling company or airport, after consultation with the local medical department;  the Commander or SCCM of the concerned flight.

The disinfection of the aircraft is done by Cabin Cleaning staff, or by an external subcontracted company (depending on the stations).

Procedure The entire cabin is to be sprayed /treated, but particular attention has to be paid to those specific parts that are more likely to have been contaminated such as:  the seat used by the patient(s);  the toilet(s);  any other object that might have been in contact with the patient(s).

RAMP HANDLING MANAGEMENT DISIFENCTANT PRODUCT

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After completion, all staff involved in the disinfection must carefully wash their hands and any other exposed parts with the disinfecting product.

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Contaminated blankets/pillows must be collected by either cabin crew or cabin cleaning staff, whichever is applicable.  put the blankets/pillows in a special plastic bag;  attach a label indicating the origin and the reason for disinfection;  Mark the bag hospital cleaning.

Disinfectant products There is no precise indication of the type of product that is to be used for the disinfection of the aircraft, but the product must be approved beforehand by the carrier Headquarters.

It shall anyway be harmless to human beings when applied according to the manufacturer’s prescription.

This service is not provided from Ground Handling Department in Tirana International Airport.

28.7 Aircraft Disinfection Disinfection of aircraft is required by a number of states in order to prevent the introduction, or spreading, of communicable diseases or pests. Failure to comply with the local requirements may lead to the quarantining of passengers, crew and /or aircraft, for an indefinite time, by the Health Authorities of countries.

The cabin crew is responsible that disinfection is properly carried out where and when required (according to the different local requirements). They are responsible of both the flight deck and the cabin areas.

Cargo compartments must be sprayed by ground staff, and the following procedures will be adhered to:  each compartment must be treated 10 to 15 seconds prior to closing the compartment door;  insecticide may never be directly sprayed on live animals;  empty cans must always be returned to the cabin crew as they might be needed as evidence (upon arrival);  if for any reason aircraft doors are opened after ‘blocks-away’ disinfection is completed, the treatment must be repeated prior to take-off.

Products There is no precise indication of the type of product that is to be used for the disinfection of the aircraft, but the product must be approved beforehand by the carrier Headquarters.

It shall anyway be harmless to human beings when applied according to the manufacturer’s prescription. This is an airline activity and not a ground handling obligation.

RAMP HANDLING MANAGEMENT AIRCRAFT CLEANING

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28.8 Aircraft Cleaning

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Cleaning should have been finished, and cleaning personnel should have left the aircraft before passenger embarkation. If passengers stay on board during transit, cabin cleaning should be performed in such a way as not to disturb the passengers.

The flight deck may only be cleaned on request and under supervision of an authorized employee of Ramp Handling or cabin crew.

For the station there are two categories of cabin cleaning:  

Transit/short turn-around cleaning Standard Turn-around cleaning.

The Technical Departments of every local based airlines in connection with major maintenance activities will perform cleaning activities exceeding these categories.

28.9 Transit / Short Turn-around Cleaning The transit/short turn-around cleaning shall be performed during every transit stop or during a short turn-around, respectively, and comprises the following duties:  Removal of waste and extreme contamination from floor, cleaning of carpet/PVC cowers  Removal of waste from seat pockets/nets and emptying of ashtrays.  Cleaning of seats, cleaning of paneling windows, hack tracks/stowage beans and PSUs in case of extreme contamination.  Arranging of seat belts.  Proper folding and stowing away of blankets.  Cleaning of lavatories including wash basins, faucets, toilet seats, toilet bowls, toilet cowlings, mirrors and floor, emptying of waste boxes/change of waste bags.  Emptying, flushing and refilling of toilets with the appropriate quantity of toilet water and deodorizing substances as required for the receptive aircraft type.  Cleaning of pantries including working surfaces and hand basins, emptying the waste boxes/change of waste bags.

If required, additional duties, which are included in the turn-around cleaning, may be performed on special request.

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28.9.1 Turn-around Cleaning

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Subject to turn-around time and condition of cabin and cargo compartments, a turnaround cleaning shall be performed comprising the following duties:  Removal of waste and thorough cleaning of floor.  Cleaning of cabin accessories and equipment (e.g. hat tracks, PSU, partitions Lockers and wardrobes including shelves magazine stowage, containers, blinds etc.).  Cleaning of lavatories incl. Wash basins, faucets, toilet seats, toilet bowls, toilet cowlings, mirrors and floors, emptying of waste boxes/change of waste bags;  Emptying, flushing and refilling of toilets with the appropriate quantity of toilet water and deodorizing substances as required for the respective aircraft type.  Cleaning of pantries including working surfaces and hand basins cleaning and emptying of waste boxes/change of waste bags.  Cleaning of passengers tables and their stowage bind as well as cleaning of bar tables.  Cleaning of inside cabin windows.  Changing of head rests and blankets.  Cleaning of seats, arranging of seat belts.  Emptying and cleaning of ashtrays as well as removal of waste from seat pockets.  Distribution of items in cabin and toilets (to be provided by carrier itself).  Disinfecting of aircraft and/or spraying of aircraft interior with deodorants.  Cleaning of compartments if required.

Note: Cabin cleaning is dependent on contract arrangements on certain location and can be either extended or reduced. Please check arrangements in place for Tirana station.

RAMP HANDLING MANAGEMENT COMMUNICATION WITH FLIGHT CREW

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29. COMMUNICATION WITH FLIGHT CREW 29.1 Information Timely and comprehensive information to the flight crew is essential in the interest of:  safety;  regularity of flight operations;  courtesy to flight crew;  good customer service.

Station handling personnel must promptly inform the Commander of any relevant operational aspect, in particular:  of possible turn around irregularities and the reasons;  of unusual occurrences at the airport that can cause irregularities in the ground handling, such as breakdown of airport facilities, strikes, intensified security controls, reception of high ranking persons, presence of military forces, demonstrations, etc.;  of any unusual observations or occurrences at and around the aircraft (in that case inform the Commander immediately).

Contact the Commander and in case of local base airlines even their OCC as early as practicable; if the irregularity is known before the arrival of the aircraft, use the CUT if available.

Make, or suggest, recommendations for minimizing the negative effects of such irregularities on the flight schedule and passengers.

30. GROUND TO COCKPIT COMMUNICATION The ground to cockpit communication shall be performed by qualified staff, by means of interphone (headset). If this is not possible, for any reason, the ICAO hand signals shall be used (for reference see the IATA AHM-631). After disconnection of the headset, hand only signals apply.

Upon aircraft arrival, parking brakes shall not be released until:  all engines have been shutdown;  the flight crew has ascertained that chocks have been inserted;  and that the airplane is not moving.

RAMP HANDLING MANAGEMENT LANGUAGE AND SIGNALS

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The following persons are responsible for communication with flight crew by means of the interphone system (or signals):  Marshal’s or carrier ground engineer;  ground engineer of the organization contracted by carrier;  Ramp Handling authorized and licensed staff;  authorized ramp staff in charge to provide this service directly by carrier Language and Signals Communication must be in English, firm knowledge of the standard phrases and signals is required.

Signals must be executed in a clear and precise manner in order to preclude confusion between different signals.

Establishing interphone communication After the aircraft has come to a complete stop at the parking position, the staff assigned to this duty shall:  connect the headset to the aircraft and call the flight crew  make visual contact with the flight deck if interphone communication has proven unsatisfactory.

Re-establishment of interphone communication This procedure is to be used in case that ground staff, or flight crew, wishes to re-establish interphone communication, after it has been disconnected. It should be used only if the situation cannot be resolved via radio communication (CUT or ATC). The procedure must be followed strictly, by all parties, using the below steps:  the person that will establish the contact shall make sure that he has been seen, and his intention to approach the aircraft is understood, by the flight crew, before any movement towards the danger area;  only such person shall approach the aircraft (no one else);  when approaching the aircraft, a sufficient safety distance to running engines must be observed  the aircraft must be approached from a direction ensuring that visual contact with the flight crew can be maintained as long as possible. If the re-establishment of communication is requested by the cockpit crew:  the use of the ground horn by the cockpit, if unserviceable (or not available) flashing of landing lights, signals that the flight crew wishes to re-establish interphone communication;

RAMP HANDLING MANAGEMENT THUNDERSTORM PRECAUTIONS

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 upon this signal the ground staff responsible for engine starting and/or pushback establishes visual contact with the flight crew;  by waving his headset (at night illuminated by a torch light, if necessary), he acknowledges that he has understood the signal;  only when the landing lights stop flashing (or ground horn stops blowing), the aircraft shall be approached and communication established through the interphone system;  when the matter has been clarified, the “all clear” signal must again be shown to the flight crew.

When ground staff is requesting the re-establishment of communication:  the flight crew must first be informed via radio (CUT or ATC) that ground staff wishes to reestablish interphone communication;  upon this request the flight crew will flash the landing lights (or blow the ground horn), indicating that the aircraft can be safely approached;  the person establishing the interphone communication shall then follow the same procedure as if it were flight deck initiated (see above).

Thunderstorm precautions For safety reasons, the interphone system may not be used for communication with the flight crew during a thunderstorm (risk of electrical discharges between aircraft and the interphone system). In such cases, only manual signals are to be permitted.

“All clear” signal Normally the person responsible for the “all clear” signal shall be positioned on the left hand side of the aircraft.

In the event that this is not possible (due to safety reasons, obstructed visual contact with the flight deck, etc), the “all clear” signal may also be given from the right hand side of the aircraft, provided this has been agreed with the Commander beforehand.

30.1 Standard Ground to Cockpit Phraseology Hereafter we have listed, for the various circumstances, the standard ground to cockpit communication phraseology.

These need to be observed in order to facilitate the communication with the cockpit crew and thus avoid misunderstanding or misinterpretation of the various commands given, or received.

RAMP HANDLING MANAGEMENT STARTING PROCEDURE WITH PUSHBACK

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31. STARTING PROCEDURE WITH PUSHBACK Revision: 0

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When pushback clearance received When parking brakes released

COCKPIT READY FOR PUSH BACK AND STARTING OF ENGINES

GROUND Release Parking Brakes.

PARKING BRAKES RELEASED

Commencing Pushback and Clear to start Engines

ARE

When right engine is stabilized follow the same procedure for left engine When P/Back Completed, pushback Set Parking Brakes. completed When parking PARKING BRAKES ARE SET, “Disconnecting. Stand by brakes are set for visual “ Engines REMOVE EQUIPMENT, YOU “Disconnecting. Stand by stabilized MAY DISCONNECT, for visual signal“ STANDING BY FOR VISUAL SIGNAL When visual signal received cleared for flight controls check and taxi

32. MARSHALLING The Ground Handling departure coordinator (ramp agent), or appointed ramp supervisor, must make sure that effective marshalling is available, unless local conditions provide for safe taxiing and maneuvering of aircraft (specific guide-in system).

Note: In case of marshal-less aircraft taxiing, the ODM or licensed Ramp Handling Supervisor must make sure that the aircraft maneuvering area is free of any vehicle, equipment, or object (see FOD and Arrival inspections). In case of any deviation to the norm, the cockpit crews’ attention must be sought and the aircraft stopped immediately.

Marshalling is to be performed either by an Airport authority staff, handling agent, or by other airlines approved personnel. Only officially authorized, thus properly trained, staffs are permitted to give marshalling signals.

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Visible batons must be used for signaling, including torch lights or illuminated batons at night.

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The Commander remains responsible for the safe operation of the aircraft.

If necessary, particularly when operating in tight areas, between obstacles, and/or in poor visibility, the marshal is to be aided by one, or two wingmen (depending on the ramp layout situation).

These wingmen have the chore to aid the marshal in monitoring that a safe distance is maintained between the aircraft’s wingtips & tail and any possible obstacle. This is to be accomplished by following the aircraft on the external side of the wing tip, and signaling to the marshal (by “thumb-up”) as long as the wing is clear of obstacles.

Note: In a wingmen operation, the marshal is to immediately stop the aircraft whenever eye contact is lost with any of the wingmen.

The standard ICAO / IATA signals are to be performed by the authorized personnel.

For the signal diagrams refer to the IATA AHM-631.

RAMP HANDLING MANAGEMENT ENGINE STARTING AND PUSHBACK

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33. ENGINE STARTING AND PUSHBACK

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33.1 Removal of Ground Support Equipment The ramp area has to be prepared before the aircraft engines are started. Thus the Ground Handling departure coordinators (ramp agents), or appointed ramp supervisors, will take the necessary steps, in cooperation with the authorized Carrier own ground technician or Crew, in order that:  ground support equipment which is no longer needed, is removed as soon as possible;  ground support equipment is parked in the designated parking areas;  cabin doors are closed by the flight attendants when embarkation of passengers is completed;  passenger steps or loading bridges are removed only after cabin doors have been closed;  the entire operational area is clear of any foreign object in order to prevent damage to the aircraft (FOD).

33.2 Pushback Assistance/Responsibilities In principle, responsibility is assigned to the ground handling Company. Only authorized and licensed thus properly trained, staff may perform the pushback. Many carriers are requesting to authorize the staff or train them on performing push back for their airlines.

The interphone system must be used for communication with the Commander. In situations whereby it is not possible to use headsets, the standard ICAO/IATA signals must be used for communication between flight deck and ground (for reference see the IATA AHM-631).

Note: The technician that is communicating with the flight crew must always maintain a sufficient safety distance from the nose landing gear during the pushback operation. This implies that the before mentioned technician is trained and well aware of the different air intake, and jet-blast, hazards of each type of aircraft.

RAMP HANDLING MANAGEMENT CHECKS PRIOR TO ENGINE STARTING

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33.4 Checks Prior to Engine Starting The Marshal and authorized ground handling staff, are entitled to perform the engine starting procedure, must make sure that: Revision: 0

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 the interphone system is working, by connecting the headset to the aircraft and calling the flight crew, and/or that hand signal communication has been established;  all staff not required for engine starting and/or pushback have left the parking position;  the air intake and blast areas are clear of persons, ground support equipment and any other foreign objects;  the ground support equipment for engine starting is ready, if required;  all cabin and compartment doors are closed;  if the APU is not working, air for engine starting must be supplied by air starter units.

Note: When the flight crew is ready for engine starting and/or pushback, the anti- collision light will be switched on.

33.4.1 Starting of Engines Depending on local procedures, equipment and regulations, engines can be started before, during or after pushback.

The interphone or hand signal system must be used for communication with the commander. If the interphone communication is not possible, the standard ICAO/IATA signals must be used for communication between flight deck and ground.

Note: The Marshals or authorized ground handling staff, must make sure no one enters the air intake and blast areas. They will immediately alert the Commander in case of any abnormal occurrence.

33.4.2 Checks after Engine Starting The TIA Marshals or authorized ground handling staff must make sure that the covers of the electrical power receptacle – and, if applicable, the air starter connector panels are properly closed.

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33.4.3 Starting of Engines during Pushback

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Engine start is allowed during pushback, since local regulations allow it. The procedure must be agreed between the Commander and the Marshals or authorized ground handling staff, prior to starting pushback.

Everyone involved in the pushback, including the driver, must be informed accordingly.

In adverse weather and/or tarmac conditions, the driver of the pushback equipment may request not to start engines during pushback if he feels that this could jeopardize safe maneuvering.

Note: The interphone system must be used for communication with the Commander. In the event that this is not possible, starting of engines during pushback is not to be permitted.

The person communicating with the flight crew must maintain a sufficient safety distance from the nose landing gear during the pushback operation.

34. TOWING Towing is only to be performed when engines are switched off (unless for short forward movements to center the nose wheel). Here again, in this case the anti-collision light must be switched on.

Standard phrases and signals also apply to towing (replace the term “pushback” with “towing”).

The procedure must be agreed between the Commander and the authorized ground handling staff prior to starting pushback

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