Line station emergency procedures must contain the specific duties and actions of appropriate personnel. This type of manual material must also include notification procedures and requirements. The notification procedures and requirements should contain specifications as to who to notify, who will make the notification, how to make the notification, and when to make it for the various types of emergency situations that could occur at line stations.
Usually this type of manual material should also include a quick reference telephone listing for obtaining fire fighting and medical assistance, and for notifying appropriate company management, law enforcement officials, and FAA and NTSB officials. Line station emergency procedures should be published in a distinct section of the GOM or GMM so that they are easily accessible. For large, complex operators, line station emergency procedures are usually published as a manual under separate cover to ensure rapid accessibility.
Operators should publish a line station emergency procedures manual for each station because of the uniqueness of each line station. POIs should encourage this as a preferred practice. Line station emergency procedures should cover the following types of situations: a Aircraft accidents and incidents POIs should encourage operators to develop guidance for ground personnel providing passenger lists to aid in handling passengers and accounting for all passengers immediately after a survivable type accident.
Handling passengers includes actions such as providing suitable transportation for injured passengers to locations where medical assistance can be obtained. These procedures should include the requirement that whenever passengers are on-board the aircraft before airplane movement on the surface, that at least one floor-level exit must be usable for the egress of passengers through normal or emergency means.
Once the crew determines the evacuation of all aircraft occupants the crewmembers can then initiate the ARFF emergency notification procedures. Contractor personnel are required to be trained on operator-specific procedures. The appropriate manual must contain the specifications for the following: the types of training given to contractor personnel, who is responsible for providing the training, and who is responsible for keeping records of the training.
Although the contractor may be delegated this responsibility, the operator has final responsibility. Trip records include documents such as dispatch and flight releases, flight plans, weather, NOTAMs, oceanic plotting charts, load manifests, and weight and balance documents. The manual material must specify who is responsible for preparing the trip records, the coordination activities that must be accomplished during the trip record preparation process, and the intermediate and final disposition of the trip records.
The POI must ensure that the policies, procedures, and guidance in this manual material consistently contain accurate information for crewmembers and flight operational control personnel. Personnel at line stations have immediate access to and knowledge of various conditions and activities that could affect flight operations at those line stations.
Examples of local conditions and activities include the following: weather conditions, runway and taxiway conditions, airport construction activities, and new obstacles observed in the airport takeoff flight paths.
This manual material must contain clear instructions about the circumstances in which line station personnel are authorized to suspend or delay flight operations.
Passenger briefing cards must be used to supplement the oral briefings. These passenger briefing cards must depict all of the required items that the oral briefings addressed. The current edition of AC , Passenger Safety Information Briefing and Briefing Cards, contains guidance on passenger safety information and briefing cards. Refueling Procedures. Operators may need to conduct operations such as the refueling of a helicopter with the engine running, rotors turning, or with passengers on board.
The operator must train and qualify all applicable personnel in these procedures before conducting such operations. Sources of ignition include, but are not limited to, engines, exhausts, auxiliary power units APUs , and combustion-type cabin heater exhausts. Where the pilot in command deems it necessary for passengers to remain on board for safety reasons, the provisions of subparagraph B below, Evacuation Procedures, should apply.
Written procedures should include the safe handling of the fuel and equipment. Evacuation Procedures. The Code-Share Safety Program Guidelines describe the elements of a code-share audit program and the process for review and acceptance of a U.
If the audit program is current, enter the review complete date in the PTRS. Towbar and Towbarless Towing. The wrong type of tow-bar, or makeshift equipment, can cause damage to the aircraft.
Persons performing towing operations must be thoroughly familiar with the procedures that apply to the type of aircraft to be moved and the type of tow vehicle. Recommend the current edition of the following ACs to the operator. The weight of an aircraft is a major consideration during towing because handling characteristics of the Towbarless tractor change proportionally with the change in aircraft weight.
Tow operators must recognize and understand these characteristics. Heavier weights and too much speed create the potential for disaster. Therefore, operators should reduce towing speeds according to the weight of the aircraft. The braking distance required to stop a large aircraft will be greater than the distance required to stop a small aircraft.
Towing Vehicle Inspections. Tow vehicle operators must ensure all towing equipment is serviceable and functioning properly before starting any towing operation. Before connecting the towbar to the aircraft, the tow vehicle operator should inspect the tow vehicle for defects or extraneous material that may interfere with safe operation. An operator must inspect each tow vehicle at least once each shift to verify that the cab and exterior of the vehicle are clear of all extraneous materials and the vehicle is in safe working condition.
Additionally the operator should check all radio communications before dispatching a tow vehicle. When tow vehicle operators find mechanical defects affecting safety on tow vehicles, the carrier should take the equipment out of service and send it to vehicle maintenance for repairs. Towing Operations. Using trained personnel, following established procedures and properly planning for weather, local conditions such as inclined ramps, emergencies, and other limitations should prevent mishaps.
For maximum safety, towing personnel must not place themselves in the direct path of aircraft wheels nor ride on any external portion of an aircraft or tow vehicle. Towing personnel should use a checklist and ensure placards are serviceable and located inside the tow vehicle cab to identify any restrictions that apply to the tow vehicle. Towing personnel should observe any other placards that might be of a temporary nature prior to all movements.
When connecting a tow bar to any tow vehicle, personnel must stand clear until the backing tow vehicle is in close proximity to the towbar. When connecting a tow vehicle, personnel must be extremely vigilant to any sudden movement of the tow vehicle or aircraft. Personnel Training. Wing and tail walkers may not have to be familiar with all published towing procedures or receive annual proficiency training if their duties are restricted to these positions during towing operations.
The tow team leader should clearly define duties and responsibilities and the use of a checklist covering all items pertaining to the safe movement of the type aircraft being towed, and he or she must brief all team members prior to the aircraft being moved.
All operators of tow vehicles in the airport operations area must be trained and possess a valid driving permit, usually issued by the airport authority, before being granted access in movement and safety areas when performing towing operations. Tow vehicle operators must complete the training prior to the initial performance of such duties and at least once every 12 consecutive calendar-months.
Aircraft Movement. Also the tow operators should ensure that all landing gear struts and tires are properly inflated and brake pressure is built up when applicable.
If the hydraulic pressure that provides braking drops below safe operating limits, the operator should terminate the towing operation. Tow Vehicle Operator. The tow vehicle driver is responsible for operating the vehicle in a safe manner. The vehicle operator must obey emergency stop instructions given by any team member. The vehicle operator must be at the controls of the towing vehicle at all times during aircraft movement.
The tow vehicle must be connected in a manner which will allow the vehicle driver to face the direction of travel while seated. Wing Walker. The operator should station a wing walker at each wingtip to ensure adequate clearance of any obstruction in the path of the aircraft. The wing walker is responsible for properly signaling the tow vehicle operator as soon as it appears the aircraft is in danger of colliding with an obstruction. In such cases, the vehicle operator should stop towing until he or she personally checks the clearance.
Wing walkers are not required for helicopters being towed with rotor blades in the parallel position. Wing walkers do not require annual proficiency testing and need not be fully trained in all towing procedures as long as this is their only task.
Thorough pre-tow briefings by the tow team lead will satisfy the training requirement. Tail Walker. The operator should use a tail walker during towing operations when you turn the aircraft sharply or back into position. The tow operator should avoid backing of aircraft as much as possible. Tail walkers do not require annual proficiency testing and need not be fully qualified in all towing procedures as long as this is their only task.
Personnel Riding or Walking. Under no circumstances should personnel walk between the nose wheel of an aircraft and its towing vehicle, nor should they ride on the outside of a moving aircraft, on the towbar, or on the outside of the vehicle unless in an authorized seat. No person should attempt to board or leave a moving aircraft or towing vehicle. Night Crew Signals. Operators should issue two luminous wands to towing team members who require wands.
Other tow team members should use wands, as required, to warn any aircraft traffic that may approach. Additionally, before any aircraft is moved, the operator should ensure that aircraft position lights are operational.
Control Tower Clearance. Before proceeding to tow an aircraft on or across an established taxiway or runway, the tow vehicle operator must obtain clearance from the control tower. At no time should any aircraft be towed on or across runways or taxiways without advance approval of the control tower.
The primary means of communication will be the aircraft radio. An alternate method when conditions restrict aircraft battery operation is through an escort vehicle in direct radio contact with the control tower. The radio-equipped escort vehicle will accompany the aircraft throughout the towing operation. Towing Speed. Towing speed should not exceed that of walking team members, with a maximum of 7 miles per hour.
To prevent serious mishaps, the operator should charge aircraft brake systems before each towing operation, and stop towing immediately if brake pressure drops below safe operating limits. The tow vehicle operator should not tow aircraft with faulty brakes, except to repair facilities, and then only with personnel standing by ready with chocks for emergency use. Tow Bars. Before moving any aircraft, the operator should inspect the towing vehicle, towbar, towbar connections, and other associated equipment for defects, using only authorized equipment in good condition in towing operations.
The operator should make chocks immediately available in case of emergency throughout towing operations. The operator should place them properly before disconnecting the towing vehicle.
When an operator tows or parks aircraft with snow, ice, or frost present anywhere on the parking ramp or towing surface, he or she should use sand bags and chocks.
The operator should use heavier tow vehicles with chains to improve starting and stopping traction during tow operations on ice or snow-covered towing surfaces. If the operator or the POI finds it necessary for the approval document to be revised, the operator must submit the proposed revision for review and approval.
A revision to an approval document must be approved before the operator can incorporate the changed information into the user manuals. When an operator uses this method for submitting manual or checklist material for FAA approval, POIs must ensure that the operator has stated on the first page of the user manuals that the manual contains FAA-approved material.
The manuals or checklists provided to the user, however, do not have to be specifically identified as being FAA-approved ones. Submission of Material. During phase one, the POI should advise the operator on how to submit the documents, manuals, checklists, and subsequent revisions for approval or acceptance. Coordination of Submitted Documents. POIs should encourage operators to coordinate drafts of manuals and checklists and revisions before making a formal submission.
Mutual agreement on major points should be reached between the operator and the POI before the material is put in final form. Operators should be advised by the POIs not to publish or distribute material requiring FAA approval until after they have received written notification that the material has been approved. An operator who prepares and distributes such material before receiving approval may have to make costly changes.
The POI should encourage the operator to establish methods that streamline and simplify the process for both the operator and the POI. If the submission is incomplete or obviously unapprovable or unacceptable, the process is terminated and the POI must immediately return the submission preferably within 5 working days with an explanation of the deficiencies. POIs should return the submission to the operator promptly so that the operator will not erroneously assume that the POI is continuing the process to the next phase.
The time to complete phase three depends on the scope and complexity of the submission. During the phase two preliminary review, the POI should determine whether the review can be completed within 10 working days.
If any part of the submission requires FAA approval, and the POI determines that it will take longer than 10 working days to complete the review and approval process, the POI shall give the operator an estimate of the time it should take to complete the process.
Review of electronic checklist modifications in applications with the ability to automatically detect the completion of an action shall include verification that this detection is based on monitored conditions that are consistent with the objective of the action for example, a checklist action item for LANDING GEAR. DOWN would show complete on the sensing of the gear handle being down and the gear indication being down. The review and verification should be accomplished using a paper copy of the electronic checklist annotated with the monitored condition for each action whose completion is automatically detected.
Operators should be encouraged by POIs to conduct validation tests of operating procedures and checklists during the development process.
These validation tests should be conducted before the operator submits the proposed procedures and checklists for FAA review and approval. Whenever possible, the POI or a qualified inspector should observe these tests. Under certain circumstances, a validation test may have to be conducted after the phase three in-depth review. In other circumstances, especially for minor types of revisions or simple procedures or checklists, validation tests may not be warranted or appropriate. Before approving operating procedures and checklists, POIs should consider the following guidance concerning validation tests.
Aircraft operating procedures and checklists should be tested in realistic real-time scenarios, with a full crew complement. Validation tests of normal procedures may be conducted in a flight simulator, in a flight training device, on training flights, or in conjunction with proving tests.
Validation tests of nonnormal, abnormal, and emergency procedures or checklists should be conducted in a flight simulator or training device. Tests of nonnormal and emergency procedures and checklists may be conducted in an aircraft; however, the operator must ensure that the test can be conducted safely. Testing of nonnormal and emergency procedures and checklists shall not be conducted during revenue service.
Operators may submit evidence that a qualified party such as the manufacturer or another operator has already conducted a validation test of a procedure or checklist. Changes in the wording of a procedure may not actually change the procedure. In such cases, validation tests are not necessary. POIs shall require that operators validate the safety and effectiveness of any addition, deletion, or change of sequence in the steps of a non-normal or emergency checklist, through validation testing.
For those operators who intend to convert immediate action items to or from challenge-do-verify items on an emergency checklist, POIs shall require that they test the modified procedure to ensure that it is safe, effective, and has no adverse effects. The addition or deletion of individual items to a normal phase checklist does not usually need to be validated by a test. If the POI is of the opinion that the change significantly alters crewmember assignments or workload distribution, the POI shall require a validation test.
While electronic checklists must comply with the same guidelines discussed here, modification to an existing electronic checklist does not in itself require a validation test if the POI deems the modification to be minor. During this phase the POI must formally notify the operator of the approval and also complete a specific record of the approval.
For manuals, manual sections, and part aircraft operating checklists, which are not required to have FAA approval, written notification of acceptance is optional, but not required. See Volume 3, Chapter 1, Section 1 , subparagraph C. Notification of Approval. In this case the approval annotation must be made on two copies of the material. The annotation shall be the same as discussed in subparagraph A1 above.
This procedure should be used only for very short manuals, manual sections, or checklists usually fewer than five pages or when the use of page control sheets is not practical or serves little purpose. In the remaining cases, one copy of the approved material must be returned to the operator with a notification letter that states that the material is approved.
This letter should also contain a statement advising the operator to maintain for its records the signed page control sheets or the material with the approval annotation. The POI shall retain the second copy of the signed page control sheets or the annotated material in the district office files.
Notification of Disapproval. The coordination, revision, and editing activities that take place throughout all phases of the process should eventually result in approved products.
Under certain circumstances, however, it may be appropriate for the POI to terminate the process. For example, the operator may not take any action on the material for 30 days. To terminate the approval process, the POI shall return the entire submission to the operator with a letter stating that the FAA is unable to grant approval, along with the reasons why it cannot be granted.
District Office Records. The POI shall maintain a record of approval for each operator-submitted document, manual, manual section, and checklist.
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