Aircraft Handling Procedures: Part 2 – Departure Coordination & Safety Standards

Effective aircraft handling procedures are vital for ensuring the safe and smooth departure of an aircraft. This involves a range of tasks, from precise aircraft communication between flight crews and ground staff to proper equipment operation and strict adherence to safety standards. Ground staff must coordinate seamlessly with the flight crew, particularly during the pushback and taxi-out processes, to avoid delays and ensure the aircraft is ready for takeoff.

Coordination Between Flight Crew and Ground Staff

During a departure, effective communication between the flight crew and ground staff is critical to ensure safety and smooth operation. This interaction typically takes place through an interphone system, where precise information is exchanged to guarantee the highest safety standards. The individual responsible for the pushback is in continuous contact with the flight crew, overseeing the ground maneuver and ensuring the operation’s safety. This procedure is specifically focused on conventional towbar and towbarless pushback operations. It’s important to note that the term “headset” also applies when an interphone system is used for communication between the two parties.

Procedures for Wheel Chock Removal & Communication with Flight Crew

The wheel chock removal process is a critical task that requires careful coordination between the headset operator and the ground handling crew to ensure safety and proper aircraft handling. The headset operator, through the interphone, must first request approval from the flight crew for chock removal, confirming that the aircraft’s parking brakes are set. Additionally, the operator checks that all Ground Support Equipment (GSE) has been disconnected, the passenger boarding stairs are retracted if applicable, and the tow tractor is securely attached to the nose gear with parking brakes set on the tractor.

 

Once these steps are confirmed, the operator gives clearance to the ground staff to remove the chocks. If a chock is stuck, it can be removed by gently tapping it with a spare chock or by moving the aircraft once the aircraft brakes have been released. The operator then relays the ‘Chocks Removed’ hand signal to the flight crew and ensures that the flight crew repeats the signal as confirmation. The responsible personnel then stow the chocks in their designated place.

 

If the aircraft’s interphone system is inoperative, hand signals must be used. The person performing the hand signal must maintain continuous visual communication with the flight crew and display the appropriate ‘Set Brakes’ and ‘Chocks Removed’ hand signals, ensuring that confirmation is received from the flight crew before proceeding with chock removal. Special considerations apply when the main gear wheel chocks are still in place, allowing the nose gear wheel chocks to be removed without notification.

 

Here’s a table formatted to clearly separate the actions and their applicability to Pushback, Towing, and Taxi Out, while also distinguishing between TT, TBL, and PPU where applicable:

 

Action	Pushback (TT)	Pushback (TBL)	Pushback (PPU)	Towing (TT)	Towing (TBL)	Taxi Out
Pre-Departure Servicing Checks	X	X	X	X	X	X
Fire Protection Devices	X	X	X	X	X	X
Communication with Flight Crew and Ground Staff	X	X	X	X	X	X
Clear Path and Area (FOD-Free)	X	X	X	X	X	X
Stand Surface Condition (Free of Ice/Snow)	X	X	X	X	X	X
GSE Outside Equipment Restraint Area (ERA) & Loading Bridge Retracted	X	X	X	X	X	X
Air Start Unit Positioned Correctly (if required)	X	X	X	X	X	—
Wing Walkers Present (if applicable)	X	X	X	X	X	—
Air Intake and Blast Areas Clear	X	X	X	X	X	—
Bypass Pin Installed/Steering Torque Links Off	X	X	X	X	X	—
Personnel Clear of Danger Zones	X	X	X	X	X	—
Qualified Brake Operator in Cockpit	X	X	X	X	X	—
Wheel Chocks Not Removed from MLG	X	X	—	X	X	—
Wheel Chocks Not Removed from Nose Landing Gear (NLG) for Powered Push Unit (PPU)	—	—	X	—	—	—
Tractor & Shearpin Suitable for Operation	X	X	—	X	X	—
Completion of Predeparture Table Communicated	X	X	X	X	X	X

 

X: Action is required for the specified operation or equipment.

—: Action is not applicable.

Communication Protocols During Engine Start & Departure Procedures

Effective communication during both engine start and departure procedures is vital for ensuring the safety and smooth operation of the aircraft. Prior to engine start, a pre-departure briefing should be conducted with the flight crew, and specific engine start procedures should be referenced from the airline’s General Operations Manual (GOM). During the engine start, communication with the flight crew should be limited to situations that require immediate attention or action. If the engine start involves the use of an Auxiliary Power Unit (ASU), the ground staff must supply the necessary pressure at the flight crew’s request.

 

For ground staff positioned in front of the aircraft, facing the nose, the engines are identified from right to left, with Engine number 1 located on the right side and always on the captain’s side.

 

Departure communication serves as a basic standard for both pushback and open ramp (taxi-out) departures. While certain airlines may have specific requirements that could vary, this communication standard should be applied unless the airline’s GOM provides more specific guidelines. This dialogue does not prohibit the exchange of additional important information between the flight crew and ground staff, such as requests for authorization to disconnect ground support units.

 

In the case that pushback must be stopped, the call “STOP PUSH BACK” will be made. Where applicable, the term “pull out” may be used instead of “pushback.” The towbarless tractor should only be engaged, and the aircraft should only be lifted once the passenger boarding device has been removed from the aircraft, and the flight crew has requested the pushback.

Wingwalker Responsibilities During Pushback Operations

Wingwalkers or assist personnel are not a mandatory requirement during pushback operations and are subject to the operating airline’s General Operations Manual (GOM) as well as regulations from civil aviation or local airport authorities. If wingwalkers are not used, all related references should be disregarded.

 

When wingwalkers are assigned, they must operate under the direction of the responsible ground crew at all times. They are required to use two marshalling wands, either day wands or illuminated wands for low visibility conditions. The wingwalker should be positioned approximately 1 meter outboard of the aircraft wingtip and in line with the rearmost main gear wheel to ensure the aircraft movement path is clear of obstructions, other aircraft, or vehicles. They are responsible for providing “Safe to Proceed” signals, using a distinct pendulum motion, and maintaining visual contact with the person in charge of pushback and towing. Throughout the pushback, the wingwalker must monitor the aircraft’s path until it comes to a complete stop at the departure point.

In addition, the wingwalker should position themselves in clear visibility of the flight crew on the terminal side at a safe distance, typically at the 11 o’clock or 1 o’clock position. Upon receiving the “Brakes Set” signal from the responsible ground crew, they will give the “AIRCRAFT HOLD” signal to the flight crew. The wingwalker remains in position until the responsible ground crew member takes over the marshalling duties. Once the transfer is complete, the wingwalker returns to the terminal.

Maneuvering During Adverse Weather

In adverse weather conditions such as fog, rain, or snow, maneuvering of aircraft on the ramp presents significant challenges due to impaired visibility and reduced traction. The tractor driver must adjust vehicle speed to account for these conditions, prioritizing safety at all times. In icy conditions, extra caution is required to prevent loss of control of the towing vehicle. The driver must avoid sudden movements such as sharp turns, rapid acceleration, or deceleration, and only engage the aircraft engines under the following conditions: the pavement must provide adequate traction, the aircraft’s parking brakes must be engaged, and the aircraft must be detached from the tow vehicle.

Nose Gear Steering & Protection

Each aircraft has specific requirements for bypassing the nose gear steering mechanism, typically outlined in the operating airline’s Ground Operations Manual (GOM). The nose gear bypass pin must be clearly labeled for use on specific aircraft types, marked with a “Remove Before Flight” streamer, and regularly inspected for condition in line with manufacturer specifications. Additionally, visual steering limit markings on the aircraft indicate the maximum nose gear steering angles. If these limits are exceeded, it is critical to immediately notify maintenance and the flight crew, requesting a technical inspection. A towbarless tractor, if used, must be equipped with oversteer protection to ensure the maximum steering angle is not exceeded. The “over-torque” system on such tractors must also be operational to prevent damage to the aircraft’s nose gear.

 

By following these detailed procedures, ground staff help ensure that every departure and ramp operations are conducted safely and efficiently. For Just Aviation, these standards are critical to maintaining the highest levels of operational safety and reliability across key international airports. With a commitment to excellence in ground handling services, Just Aviation remains a trusted partner for seamless aviation operations. For more insights into Pre-Arrival & Ground Support Essentials, feel free to explore our Aircraft Handling Part-1 blog.