ANC - Ground Services Manualfeground.com/wp-content/uploads/2017/12/ANC-GSM-Rev.-2.9... · 2017. 12. 28. · 2.9 05/01/17 TJ New Format and Updated Organizational Chart NOTE: The

ANC - Ground Services Manual

PREPARED BY SAMUELL GRADY

Document Owner(s) Project/Organization Role

T.J. Fielding FEAM Director Of Operations

Sam Grady Duty Manager / Trainer

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OPERATIONS MANUAL VERSION CONTROL

VERSION DATE AUTHOR CHANGE DESCRIPTION

2 05/22/13 Sam Added China Aircraft Security2.1 06/06/13 Sam Added F&E Organization Chart2.2 02/08/14 Sam Changed Vehicle parking near Aircraft2.3 03/06/14 Albert Add L/D door handling CI2.4 5/27/14 TJ Circle of Safety Procedures, Belt Loader Proce-

dures, Stair Stand Procedures, L1 and Cargo Door Procedures

2.5 12/06/2015 TJ Amends marshaling aircraft and Equipment posi-tioning in preparation for Arrival/Departure

2.6 08/19/2016 Sam Chock Placement 2.7 01/19/16 Sam Main Deck Loader Ladder Use2.8 01/26/17 Sam Parking Amendments for around aircraft2.9 05/01/17 TJ New Format and Updated Organizational Chart

NOTE: The content of this manual details the requirements and guidelines for F&E Ground Services LLC’s Operation, Safety and Security of equipment and operations used to handle customer’s aircraft and cargo.

PREFACE

These procedures are in place as guidelines for our handling services, while most situations are covered, managers and/or supervisors on duty have a requirement to use best judgment while implementing any handling service and should always keep safety in mind. Due to the hazardous conditions we encounter while working on the aircraft ramp environment; All Staff while on duty must stay alert, recognize situations that may require modification, to insure safe handling and are allowed, at their discretion, to modify these procedures to fit specific handling needs that may not have been described in this manual.

F&E Ground Services at its option, may add, change, delete, suspend, or discontinue parts of this manual in its entirety, at any time.

F&E Ground Services will provide this GSM to our customers for review. F&E Ground Services will use the procedures in this manual for our customers, unless carrier specific procedures and training are provided by an airline customer.

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ANC Ground Services ManualF&E Ground Services LLC

Page: 1Issued Date: 12/06/15F&E GSM Version: 2.9Effective Date: 05/01/17

1.1 Welcome............................................................................................................................................... 51.2 Job Descriptions ................................................................................................................................... 51.3 Quality Assurance .............................................................................................................................. 191.4 FEAM Ground Services Organizational Chart .................................................................................... 201.5 Changes in Policy ............................................................................................................................... 201.6 Emergency Procedures ...................................................................................................................... 201.7 Emergency Contact List ..................................................................................................................... 21

2. TRAINING ................................................................................................................................................... 21

3. TRAINING QUALIFICATIONS ................................................................................................................... 21

4. WORKING CONDITIONS ........................................................................................................................... 22

4.1 Varied Pace ........................................................................................................................................ 224.2 Congestion ......................................................................................................................................... 224.3 Diversity of Vehicles ........................................................................................................................... 224.3 Time Restraints .................................................................................................................................. 22

5. WEATHER CONDITIONS ........................................................................................................................... 23

5.1 Snow .................................................................................................................................................. 235.2 Fog/Rain ............................................................................................................................................. 235.3 Wind ................................................................................................................................................... 23

6. PERSONAL PROTECTIVE EQUIPMENT .................................................................................................. 23

6.1 Ear Protection ..................................................................................................................................... 236.2 Footwear ............................................................................................................................................ 246.3 Gloves ................................................................................................................................................ 246.4 Wearing of High Visibility Clothing/Vests ............................................................................................ 24

7. SECURITY .................................................................................................................................................. 25

7.1 Piggy Backing ..................................................................................................................................... 257.2 RampIdentification ............................................................................................................................. 257.3 Escorting An Individual ....................................................................................................................... 257.4 Aircraft Security .................................................................................................................................. 257.5 Aircraft Crew Screening ..................................................................................................................... 25

8. HAND HELD METAL DETECTORS (HHMD)............................................................................................. 26

9. WINTER OPERATIONS ............................................................................................................................. 27

9.1 Starting Vehicles ................................................................................................................................. 279.2 Driving Vehicles .................................................................................................................................. 279.3 Ramp Conditions ................................................................................................................................ 279.4 Belt Loader ......................................................................................................................................... 289.5 Be Alert and Safe ............................................................................................................................... 28

TABLE OF CONTENTSSECTION TITLE PAGE

1. INTRODUCTION..................................................................................................................................... 1.1.1

Page: 2ANC Ground Services Manual

F&E Ground Services LLCIssued Date: 12/06/15F&E GSM Version: 2.9Effective Date: 05/01/17

10. CIRCLE OF SAFETY .................................................................................................................................. 28

10.1 Precautions ........................................................................................................................................ 2810.2 Drawing of Circle of Safety ................................................................................................................. 29

11. JET BLAST................................................................................................................................................. 30

11.1 Dangers .............................................................................................................................................. 30

12. JET INTAKE ............................................................................................................................................... 31

13. FOREIGN OBJECT DEBRIS (F.O.D) ......................................................................................................... 31

13.1 F.O.D. Disposal .................................................................................................................................. 3113.2 F.O.D. Sources ................................................................................................................................... 31

14. DRIVING ..................................................................................................................................................... 32

14.1 Rules .................................................................................................................................................. 32

15. DEFENSIVE DRIVING ............................................................................................................................... 33

15.1 General Guides .................................................................................................................................. 3315.2 Observation ........................................................................................................................................ 3415.3 Communication .................................................................................................................................. 3415.4 Coordination ....................................................................................................................................... 3415.5 Navigation .......................................................................................................................................... 3415.7 Common Sense .................................................................................................................................. 35

16. RADIO PROCEDURES .............................................................................................................................. 35

16.1 Radio Guidelines ................................................................................................................................ 3516.2 Radio Rules ........................................................................................................................................ 3516.3 Duty Manager ..................................................................................................................................... 3516.4 Ramp Lead ......................................................................................................................................... 3516.5 Security .............................................................................................................................................. 3616.6 Traffic .................................................................................................................................................. 3616.7 Lavatory Truck .................................................................................................................................... 3616.8 Potable Water Truck ........................................................................................................................... 3616.9 Crew Transportation ........................................................................................................................... 3616.10 Communications ............................................................................................................................... 3616.11 International Flights ........................................................................................................................... 3716.12 Domestic Flights ............................................................................................................................... 37

17. MARSHALING OF GROUND SERVICE EQUIP. (GSE) ............................................................................ 38

17.1 Elements of GSE Marshaling ............................................................................................................. 38

18. GROUND EQUIPMENT HAND SIGNALS ................................................................................................. 39

18.1 Commonly Used Hand Signals .......................................................................................................... 39

19. RAMP INSPECTION ................................................................................................................................... 39

19.1 Arrival ................................................................................................................................................. 3919.2 Departure ........................................................................................................................................... 40



20. GUIDE SIGNALS – MARSHALING AIRCRAFT ........................................................................................ 40

20.1 General ............................................................................................................................................... 4020.2 Requirements ..................................................................................................................................... 4020.3 Guide Signals for use on the Ramp ................................................................................................... 42

21. OPERATION OF GSE ................................................................................................................................ 60

21.1 GSE Guidelines .................................................................................................................................. 6021.2 Tugs .................................................................................................................................................... 6121.3 Belt Loaders ....................................................................................................................................... 6221.4 Ground Power Unit (GPU) .................................................................................................................. 6421.5 Pallet Dollies ....................................................................................................................................... 6821.6 Baggage Carts ................................................................................................................................... 7021.7 Stair Stands ........................................................................................................................................ 71

22. LAVATORY PROCEDURES AND TRAINING ............................................................................................ 71

22.1 Personal Protective Equipment .......................................................................................................... 7222.2 Approaching the Aircraft ..................................................................................................................... 7322.3 Connecting and Draining the Lav ....................................................................................................... 7422.4 RefillingtheWaterandBluePacket ................................................................................................... 7422.5 Biffy Dump Operation ......................................................................................................................... 7522.6 Potable Water Truck ........................................................................................................................... 76

23. OPENING AIRCRAFT AND CARGO DOORS ........................................................................................... 77

23.1 Main Deck .......................................................................................................................................... 7723.2 Lower Deck ........................................................................................................................................ 81

24. PUSHBACK/TOW TRACTORS ................................................................................................................. 85

24.1 Aircraft Tow Bar Inspection ................................................................................................................. 8624.2 Prior to Departure ............................................................................................................................... 8624.3 Steering By-Pass Pin ......................................................................................................................... 8724.4 Tow Bar Connection Procedures ........................................................................................................ 8724.5 Towing of Aircraft ................................................................................................................................ 8724.6 Tractor Driver/Guide Man ................................................................................................................... 8824.7 Wing Walkers ..................................................................................................................................... 8824.8 Communication .................................................................................................................................. 8824.9 Communication Interruption ............................................................................................................... 8824.10 Pushback Pre-Departure Procedures ............................................................................................... 8924.11 Pushback ........................................................................................................................................... 8924.12 During Aircraft Pushback .................................................................................................................. 8924.13 Safety Precautions ............................................................................................................................ 8924.14 Tow Bar Connection/Disconnection Procedure ................................................................................. 90

25. RAMP OPERATIONS PROCEDURES ....................................................................................................... 90

25.1 Security .............................................................................................................................................. 9025.2 Catering .............................................................................................................................................. 9025.3 DeckVerifications ............................................................................................................................... 9025.4 International Flights ............................................................................................................................ 9125.5 Chock Placement on Aircraft .............................................................................................................. 91



26. CARGO ONLOAD/OFFLOAD PROCEDURES ......................................................................................... 92

26.1 Duty Manager (DM) ............................................................................................................................ 9226.2 Ramp .................................................................................................................................................. 9226.3 Aircraft Arrival ..................................................................................................................................... 9226.4 Aircraft Departure ............................................................................................................................... 9326.5 Situational Awareness ........................................................................................................................ 93

27. ANCHORAGE EQUIPMENT POSITIONING.............................................................................................. 94

27.1 Aircraft Arrivals ................................................................................................................................... 9427.2 Aircraft Departures ............................................................................................................................. 95

28. CARGO AND WAREHOUSE PROCEDURES ........................................................................................... 96

28.1 Import Cargo Handling ....................................................................................................................... 9628.2 Export Cargo Handling ....................................................................................................................... 9828.3 Transit Cargo Handling ...................................................................................................................... 9928.4 Unit Load Device (ULD) ..................................................................................................................... 9928.5 Dangerous Goods .............................................................................................................................. 9928.6 Warehouse Security Procedures ...................................................................................................... 10028.7 Warehouse Key Access Roster ........................................................................................................ 10028.8 Security Cage Access Roster ........................................................................................................... 101

29. FORMS AND CHECKLISTS .................................................................................................................... 101

29.1 F&E Ground Services Warehouse Audit Checklist ........................................................................... 10229.2 F&E Ground Services Ramp Audit and Safety Checklist ................................................................. 10329.3 F&E Warehouse Log ........................................................................................................................ 104



F&E Ground Services shall at its option, may change, delete, suspend or discontinue parts or the policy in its entirety, at any time without prior notice. In the event of a policy change, employees will be notified. Any such action shall apply to existing as well as to future employees.

1. INTRODUCTIONThis document has been developed by Management in order to familiarize employees with F&E Ground Services to provide information about working conditions, key policies, procedures, and safety affecting operations at F&E Ground Services.

1.1 WELCOMEWelcome to F&E Ground Services. We are happy to have you as a new member of our Team!The mission of F&E Ground Services is providing professional aircraft handling, cargo care and movements, safely and in a timely manner for our customers.

1.2 JOB DESCRIPTIONS

DIRECTOR GROUND OPERATIONSExempt/Non-DOT

The Director Ground Operations reports to the President on the operations of all ground services departments. The Director Ground Operations for FEAM Ground Services is responsible for all safety, regulatory, business development and operational concerns and will be the primary point of contact for all regulatory agencies with oversight of FEAM Ground Services Operations. In the Absence of the Director Ground Operations the Ground Operations Manager will assume the responsibilities of the Director Ground Operations. The delegation will be in writing. The Director Ground Operations is responsible for:1. Works with the President and Marketing Manager for the development of FEAM business,

meeting customers and preparing proposal and contracts.2. Develops Ground Services procedures and training for all areas of the operation ensuring

compliance with all regulatory agencies and promoting a safe operation.3. Works with Senior Management to coordinate the direction and development of Ground

Services and other areas of FEAM operations as needed.4. Ensurespropersupervisionandstaffinglevelsofalldepartmentsandservices.5. Assures proper and timely billing and accounting for Ground Operations Services and

workingwiththeCFOworkstoensureprofitability.6. Ensures customer satisfaction with services from Ground handling, Deicing, Warehousing

and GSE services.7. Responsible for ensuring all departments are audit ready and current with required

procedures and training.8. Assists subordinate managers and supervisors professional development and with following

proper work procedures and practices.9. Ensuring proper facilities and equipment are available and maintained for a safe and

reliable operation.10. Performs audits and periodic checks of the operation to ensure compliance with procedures

and practices.NOTE: TheDirectorGroundOperationsmaydelegatealldutiestoqualifiedassistants

as necessary. However, such delegation does not relieve the Director Ground Operations of the overall responsibilities.




GROUND SERVICES SAFETY AND TRAINING MANAGERExempt/DOT

The Ground Services Safety and Training Manager reports to the Director Ground Operations and is responsible for training and records.

Job Requirements:1. Able to Read and Write in English.2. Current Valid Driver’s License.3. Able to Pass Airport Security Background Checks.4. Lifting and carrying at least 70lbs.5. Works in varying weather conditions, indoors and outdoors.6. Works standing for extended periods of times.

GROUND SERVICES TRAINERNon-Exempt/DOT

The Ground Services Trainer reports to the Ground Services Safety and Training Manager and is responsible for completing Training duties as assigned.

The Ground Services Trainer is responsible for:1. Classroom training of new hires with company orientation.2. Training personnel on the proper operation of all company equipment as directed.3. Assistwithfilingandmaintainingtrainingrecordsandotherdocumentsasneeded.


OtherqualifiedstaffmayperformthedutiesoftheGroundServicesTrainerasassignedbytheGround Operations Safety and Training Manager.




ADMINISTRATIVE ASSISTANTNon-Exempt/Non-DOT

The Administrative Assistant reports to the Director Ground Operations and is responsible for completing administrative duties as assigned. The Administrative Assistant is responsible for:1. OrderingOfficeSuppliesandpurchasingequipment.2. Maintaininginternalandexternalfiles.3. Prepares Payroll for Management Approval.4. Prepares customer billing for review and management approval.5. Assistwithfilingtrainingrecordsandotherdocumentsasneeded.6. Assists other department managers as assigned.

Job Requirements:1. Able to Read and Write in English.2. Current Valid Driver’s License.3. Able to Pass Airport Security Background Checks.4. Lifting and carrying at least 70lbs5. Works in varying weather conditions, indoors and outdoors.6. Works standing for extended periods of times.

FLIGHT OPERATIONS MANAGERExempt/DOTThe Flight Operations Manager reports to Director Ground Operations and is responsible foroverseeingandadministratingflightoperations.IntheabsenceoftheFlightOperationsManager,theflightoperationsleadmayassumetheresponsibilitiesoftheManager.1. Developsandestablishesproceduresfortheadministrationofflightoperations.2. Provides direction of activities within the department.3. Responsible for all personnel ensuring they follow the company’s prescribed safety

practices in the performance of their duties.4. Flight Operations Manager is responsible for the proper training for staff job functions and

documentstrainingfiles.5. Responsibleforthequalityofworkproducedbyflightoperations.6. Tracks and sends Flight operations messages as needed.7. Responsible for insuring staff are current with Customer Specialized Handling Services and

Weight and Balance.8. Flight Operations Manager is responsible for completion of all associated forms and reports

for Flight Operations such as but not limited to billing, accidents, audits, training, service checks and inventories.

9. Works with Director Ground Operations to meet department goals and maintain costs.

NOTE: TheFlightOperationsManagermaydelegatealldutiestoqualifiedassistantsasneces-sary. However, such delegation does not relieve the Flight Operations Manager of the overall responsibilities.




FLIGHT OPERATIONS LEADNon-Exempt/DOT

The Flight Operations Lead reports to the Flight Operations Manager for the Ramp Handling operation oversight. The Flight Operations Lead is responsible for FEAM Ground Services Operations Handling and Customer Service, ensuring proper and safe handling for all customers contracted services, during their assigned shift. In the Absence of the Flight Operations Lead a Flight Operations Agent may assume the responsibilities of the Flight Operations Lead.

The Flight Operations Lead is responsible for:1. The direction and coordination of activities within the department during their shift.2. Responsible for all personnel under their supervision during their shift ensuring they follow

the company’s prescribed safety practices in the performance of their duties.3. Assists the Flight Operations Manager in the proper training for their job functions and

documentstrainingfilesforOJTwithnewstaffasassigned.4. Responsible for the quality of work performed by staff on their shift while operations

handling.5. Works with Flight Operations Manager to meet department goals.6. Assists Flight Operations Manager as assigned for daily operations as required. Assists

thesetupforthenextshift,coordinatingflightschedulesandrequireddocumentsandequipment for the oncoming shift as assigned.

7. Assistsflightoperationsagentsdevelopmentandwithfollowingproperworkproceduresand practices.

8. Tracks and sends Flight operations messages as assigned.9. Performs Customer Specialized Handling Services and Weight and balance dependent on

certifications.10. Assists Flight Operations Manager in completion of all associated forms and reports for the

Ground handling Operations such as but not limited to billing, accidents, audits, training, service checks and inventories.

11. Assists in sending out daily turnover to appropriate departments as assigned.


NOTE: TheFlightOperationsLeadmaydelegatedutiestoaqualifiedassistantattheFlight Operations Managers discretion. However, such delegation does not relieve the Flight Operations Lead of their overall responsibilities.




FLIGHT OPERATIONS AGENTNon-Exempt/DOT

The Flight Operations Agent reports to the Flight Operations Lead for Operations handling oversight. The Flight Operations Agent is responsible for FEAM Ground Services Operations Handling and Customer Service, ensuring timely and accurate communications of all customers contracted services, during their assigned shift. In the Absence of the Flight Operations Agent theFlightOperationsManagershalldelegatedutiestoqualifiedagentsasrequiredandshallbe in writing and at the discretion of the Flight Operations Manager. The Operations Agent is responsible for:1. Performs Customer Contracted Services to include but not limited to preparation and

distributionofflightplandatatocrewasprescribedbycarrier,weightandbalance,loadplanning and any additional coordination for services as requested by the carrier.

2. Preparesthenextshift,coordinatingflightschedulesandrequireddocumentsforflighthandling to include but not limited to crew schedule (including hotel, wake up calls and transportationcoordination),GeneralDeclarations,passengermanifests,flightfilesandallother necessary documentation.

3. Performsflightfollowingdutiesandensuresaccuratedisseminationofallflightactivitytoappropriate clients, FEAM departments and subcontractors for assigned shift s well as upcoming shift.

4. Tracks, sends and maintains records of all daily Flight operations messages and documents as assigned (e.g. Flight File).

5. Performs Security screening of crew and passengers as per carriers’ security program, maintaining required training, equipment and records.

6. Prepares and maintains records for carrier’s regulatory requirements as required for daily, weekly,monthlyandannualcompliance(e.g.filingoflandingpermits,maintainingflightfiles).

7. Assists the Flight Operations Manager in the proper training for their job functions and documentstrainingfilesforOJTwithnewstaffasassigned.

8. Works with Flight Operations Manager to meet department goals and maintain costs.9. Assists operations agents professional development and with following proper work

procedures and practices.10. Ensures that company equipment from their department is kept and maintained in

functioning order and is neatly stored and maintained and ready for use at all times.11. Trains with and operates all associated IT equipment required for operations handling.





GSE MANAGERExempt/Non-DOT

The GSE Manager reports to the Station Manager, and is responsible for the GSE operation and oversight. The GSE Manager oversees the performance of all work for both internal and external customers. In the Absence of the GSE Manager a GSE Lead may assume the responsibilities of the GSE Manager.

The GSE Manager is responsible for:1. The direction and coordination of activities within the GSE department. 2. Schedules staff and oversees that all personnel under their Supervision during their shift

follow the company’s prescribed safety practices in the performance of their duties.3. Ensures their staff are properly trained for their job functions and documented in training

filesandperformingOJTwithnewstaffasneeded.4. Responsible for the quality of work performed by staff on their shift. 5. Works with General Manager to meet department goals and maintain costs.6. Plans and coordinates daily services as required.7. Preparesthesetupforthenextshift,coordinatingworkschedulesandstaffingfortheGSE

department.8. Assists with GSE mechanics professional development and with following proper work

procedures and practices.9. Ensures that all company equipment from all departments and external customers is kept

and maintained in functioning order.10. Responsible for completing all associated forms and reports for GSE Services such as but

not limited to billing, accidents, audits, training, service checks and inventories.11. Ensure the GSE shop is maintained in a neat and organized manner and is kept within

compliance of its regulatory agencies.12. Liaise with customer as required; ensuring proper work performance and customer needs

are met.13. Prepares and sends out daily turnover to appropriate departments.14. Works on GSE as needed.

Job Requirements:1. Able to Read and Write in English.2. Current Valid Driver’s License.3. Able to Pass Airport Security Background Checks.4. Lifting and carrying at least 70lbs.5. Works in varying weather conditions, indoors and outdoors.6. Works on back and under vehicles and equipment for extended periods.7. Works overhead on vehicles and equipment for extended periods.8. Works standing for extended periods of times.9. Travels for work as required.




NOTE: TheGSEManagermaydelegatealldutiestoaqualifiedassistantasnecessary.However, such delegation does not relieve the GSE Manager of the overall responsibilities.

GSE LEADNon-Exempt/Non-DOTThe GSE Lead reports to the GSE Supervisor, and is responsible for the assisting the GSE operation and providing guidance and experience to GSE mechanics. The GSE Lead oversees the performance of all work for both internal and external customers. In the Absence of the GSE Lead a GSE Mechanic may assume the responsibilities of the GSE Lead. The GSE Lead is responsible for:1. Coordination of activities within the GSE department based on Supervisors direction. 2. Ensures that personnel during their shift follow the company’s prescribed safety practices in

the performance of their duties.3. Assist with properly training new mechanics for their job functions and performing OJT with

new staff as needed.4. Assists with providing quality work performed by staff on their shift. 5. Works with the GSE Supervisor to meet department goals and maintain costs.6. Preparesthesetupforthenextshift,coordinatingworkschedulesandstaffingfortheGSE

department.7. Assists with GSE mechanics professional development and with following proper work

procedures and practices.8. Responsible for completing all associated forms and reports for GSE Services such as but

not limited to billing, accidents, audits, training, service checks and inventories.9. Ensure the GSE shop is maintained in a neat and organized manner.10. Liaise with customer as required; ensuring proper work performance and customer needs

are met.11. Works on GSE as needed.12. Prepares and sends out daily turnover to appropriate departments.


NOTE: TheGSELeadmaydelegatealldutiestoaqualifiedassistantasnecessary.However, such delegation does not relieve the GSE Lead of the overall responsibilities.




GSE MECHANICNon-Exempt/Non-DOT

The GSE Mechanic reports to the GSE Lead and Supervisor, and is responsible for trouble shooting and repairing GSE Equipment. The GSE Mechanic is responsible for:1. Trouble shooting and repairs of all GSE Equipment. 2. Following the company’s prescribed safety practices in the performance of their duties.3. Responsible for completing all associated forms and reports for GSE work they perform

such as but not limited to Work Orders, Purchase Requests, Time Sheets, Customers Service Forms and internal tracking forms.

4. Ensure the GSE shop is maintained in a neat\- and organized manner keeping their work area clean.

5. Performs work as assigned.


DEICE LEADNon-Exempt/Non-DOT

The Deice Lead reports to the GSE Manager and is responsible for the deicing of aircraft as well as the maintenance and preparation of the deice vehicles.





DEICE AGENTNon-Exempt/Non-DOT

The Deice Agent reports to the Deice Lead and is responsible for the deicing of aircraft and the maintenance and preparation of the deice vehicles.


GROUND OPERATIONS MANAGERExempt/DOT

The Ground Operations Manager reports to the Director Ground Operations for the operational oversight and development of all ground services departments. The Ground Operations Manager is responsible for FEAM Ground Services safety, regulatory and compliance development and operational implementation. The Ground Operations Manager works with regulatory agencies with oversight of FEAM Ground Services Operations. In the Absence of the Ground Operations Manager the Ramp Supervisor may assume the responsibilities of the Operations Manager. The delegation will be in writing. The Ground Operations Manager is responsible for:1. Ensures regulatory requirements for all FEAM Ground Services operations including Cargo

Warehouse, GSE, Ramp Handling and Deicing are properly developed and implemented including procedures and training.

2. Working with the Director Ground Operations and other department supervisors, coordinates and documents the training of staff and their associated duties.

3. Working with trainers, keeps and maintains current, accurate training records for all FEAM Ground Operations staff.

4. Functionsasadesignatedtrainerforcustomerspecifictrainingandcompletesstafftrainingin accordance with customer requirements.

5. Ensures security programs are up to date and associated training is performed in accordance with FEAM, regulatory agencies and customers requirements.

6. Coordinates with new and existing customers FEAM staff training requirements completion.7. Works with station management to coordinate the direction and development of Ground

Services for FEAM operations as needed.8. Ensures customer satisfaction with services from Ground handling, Deicing, Warehousing

and GSE services.9. Responsible for ensuring all departments are audit ready and current with required

procedures and training.10. Working with the Station Manager, assists subordinate managers, supervisor’s and staff

professional development and with following proper work procedures and practices.




11. Performs internal audits and periodic checks of the operation, training and compliance to ensure proper training with required procedures and practices and records are audit ready.


NOTE: TheGroundOperationsManagermaydelegatealldutiestoaqualifiedassistantas necessary. However, such delegation does not relieve the Ground Operations Manager of the overall responsibilities.

RAMP SUPERVISORNon-Exempt/DOT

The Ramp Supervisor reports to the Ground Operations Manager for the Ramp Handling operation and oversight. The Ramp Supervisor is responsible for FEAM Ground Services Ramp Handling and Customer Service, ensuring proper and safe handling for all customers contracted services, during their assigned shift. In the Absence of the Ramp Supervisor a Ramp Lead may assume the responsibilities of the Ramp Supervisor. The Ramp Supervisor is responsible for:1. The direction and coordination of activities within the department during their shift, ensuring

all services are performed in a safe manner.2. Oversees that all personnel under their management during their shift follow the company’s

prescribed safety practices in the performance of their duties.3. Ensures their staff are properly trained for their job functions and documented in training

filesperformingOJTwithnewstaffasneeded.4. Responsible for the quality of work performed by staff on their shift while ramp handling.5. Works with Ground Operations Manager to meet department goals and maintain costs.6. Directs daily operations as required and prepares the set up for the next shift coordinating

flightschedulesandstaffingfortheoncomingDutyManager.7. Assists ramp agents professional development and with following proper work procedures

and practices.8. Ensures that company equipment from their department is kept and maintained in safe

functioning order and is neatly stored and maintained and ready for use at all times.9. Trains RSA’s and Operates all associated GSE equipment required for ramp handling.10. Tracks and sends Flight operations messages.11. Performs Customer Specialized Handling Services and Weight and balance as needed.12. Responsible for completing all associated forms and reports for the Ground handling

Operations such as but not limited to billing, accidents, audits, training, service checks and inventories.




13. Prepares and sends out daily turnover to appropriate departments.


NOTE: TheRampSupervisormaydelegatealldutiestoaqualifiedassistantasnecessary. However, such delegation does not relieve the Ramp Supervisor of the overall responsibilities.

RAMP LEADNon-Exempt/DOT

The Ramp Lead reports to the Ramp Supervisor for the Ramp Handling operation oversight. The Ramp Lead is responsible for FEAM Ground Services Ramp Handling and Customer Service, ensuring proper and safe handling for all customers contracted services, during their assigned shift. In the Absence of the Ramp Lead a Ramp Agent may assume the responsibilities of the Ramp Lead.

The Ramp Lead is responsible for:1. The direction and coordination of activities within the department during their shift.2. Responsible for all personnel under their supervision during their shift ensuring they follow

the company’s prescribed safety practices in the performance of their duties.3. Assists the Ramp Supervisor in the proper training for their job functions and documents

trainingfilesforOJTwithnewstaffasassigned.4. Responsible for the quality of work performed by staff on their shift while ramp handling.5. Works with Ramp Supervisor to meet department goals and maintain costs.6. Assists Ramp Supervisor as assigned for daily operations as required. Assists the set up for

thenextshiftcoordinatingflightschedulesandrequireddocumentsandequipmentfortheoncoming shift as assigned.

7. Assists ramp agents professional development and with following proper work procedures and practices.

8. Ensures that company equipment from their department is kept and maintained in functioning order and is neatly stored and maintained and ready for use at all times.

9. Trains and Operates all associated GSE equipment required for ramp handling.10. Tracks and sends Flight operations messages as assigned.11. Performs Customer Specialized Handling Services and Weight and balance dependent on

certifications.12. Assists Ramp Supervisor in completion of all associated forms and reports for the Ground

handling Operations such as but not limited to billing, accidents, audits, training, service checks and inventories.




13. Assists in sending out daily turnover to appropriate departments as assigned.

Job Requirements:1. Able to Read and Write in English.2. Current Valid Driver’s License.3. Able to Pass Airport Security Background Checks 4. Lifting and carrying at least 70lbs.5. Works in varying weather conditions, indoors and outdoors.6. Works standing for extended periods of times.

NOTE: TheRampLeadmaydelegatedutiestoaqualifiedassistantattheRampSupervisors discretion. However, such delegation does not relieve the Ramp Lead of their overall responsibilities.

RAMP AGENTNon-Exempt/Non-DOTThe Ramp Agent reports to the Ramp Lead for the Ramp Handling operation. The Ramp Agent is responsible for FEAM Ground Services Ramp Handling and Customer Service, ensuring proper and safe handling for all customers contracted services, during their assigned shift. The Ramp Agent will perform their duties as assigned by the Ramp Lead and/or the Duty Manager. The Ramp Agent is responsible for:1. Responsible during their shift to ensure they follow the company’s prescribed safety

practices in the performance of their duties.2. Responsible for the quality of work performed on their shift while ramp handling.3. Assists the Ramp Lead as assigned for daily operations as required. 4. Assiststhesetupforthenextshiftcoordinatingflightschedulesandrequireddocuments

and equipment for the oncoming shift as assigned.5. Assists in the professional development, following proper work procedures and practices

with inexperienced Ramp Agents.6. Ensures that company equipment from their department is kept and maintained in

functioning order and is neatly stored and maintained and ready for use at all times.7. Operates all associated GSE equipment required for ramp handling.8. Tracks and sends Flight operations messages as assigned. 9. Performs Weight and Balance and other specialized customer needs.





GROUND CARGO MANAGERExempt/Non-DOT

The Ground Cargo Manager reports to the Director Ground Operations and is responsible for the Warehouse operation and oversight. The Ground Cargo Manager oversees the performance of all work for both internal and external customers. In the Absence of the Ground Cargo Manager the Cargo Lead may assume the responsibilities of the Ground Cargo Manager.

The Ground Cargo Manager is responsible for:1. The direction and coordination of activities within the Cargo Warehouse. 2. Schedules staff and oversees that all personnel under their Supervision during their shift


filesandwithperformingOJTwithnewstaffasneeded.4. Responsible for the quality of work performed by staff on their shift. 5. Works with Director Ground Operations to meet department goals and maintain costs.6. Plans and coordinates daily services as required.7. Assists with warehouse agents development and with following proper work procedures and

practices.8. Notifiescustomersofcargodeliveryandpickuprequirements.9. Responsibleforcompletingandfilingallassociatedformsandreportsforthecargo

warehouse such as but not limited to Customs forms, Air Waybills, Cargo Logs, billing, accidents, audits, training, service checks and inventories.

10. Ensure the Warehouse is maintained in a neat and organized manner and is kept within compliance of its regulatory agencies.

11. Liaise with customer as required; ensuring customer needs are met.12. Prepares and sends out daily turnover to appropriate departments.


NOTE: TheGroundCargoManagermaydelegatealldutiestoaqualifiedassistantasnecessary. However, such delegation does not relieve the Ground Cargo Manager of the overall responsibilities.




CARGO LEADNon-Exempt/Non-DOT

The Cargo Lead reports to the Ground Cargo Manager and is responsible for the Warehouse operation and oversight. The Cargo Lead oversees the performance of all work for both internal and external customers. In the Absence of the Cargo Lead a Cargo Agent may assume responsibilities of the Cargo Lead under direction of the Ground Cargo Manager.1. The direction and coordination of activities within the Cargo Warehouse.2. Schedules staff and oversees that all personnel under their Supervision during their shift


filesandwithperformingOJTwithnewstaffasneeded.4. Responsible for the quality of work performed by staff on their shift.5. Works with Ground Cargo Manager to meet department goals and maintain costs.6. Plans and coordinates daily services as required.7. Assists with warehouse agents development and with following proper work procedures and

practices.8. Notifiescustomersofcargodeliveryandpickuprequirements.9. Responsibleforcompletingandfilingallassociatedformsandreportsforthecargo


10. Ensure the Warehouse is maintained in a neat and organized manner and is kept within compliance of its regulatory agencies.



NOTE: TheCargoLeadmaydelegatealldutiestoaqualifiedassistantatthediscretionofthe Ground Cargo Manager. However, such delegation does not relieve the Cargo Lead of the overall responsibilities.




CARGO AGENTNon-Exempt/Non-DOT

The Cargo Agent reports to the Cargo Lead and is responsible for performing warehouse duties as assigned

The Cargo Agent is responsible for:1. Building and breaking of cargo.2. Operations all associated warehouse equipment such as pallet jacks, forklifts and scales.3. Responsibleforcompletingandfilingallassociatedformsandreportsforthecargo


4. Helps ensure the Warehouse is maintained in a neat and organized manner and is kept within compliance of its regulatory agencies.



1.3 QUALITY ASSURANCE

Audits will be conducted at least once a month to insure we are following training and GSMprocedures.Allauditswillbekeptonfileandfollowupswillbeperformedwithstafffor corrections that need to be conducted. A review of procedures and best practices by managementstaffwillbeconductedwhenissuesareidentifiedaswellascorrectionsandupdates issued to the GSM as needed.




1.4 FEAM GROUND SERVICES ORGANIZATIONAL CHART

1.5 CHANGES IN POLICY

This manual supersedes all previous operations manuals and memos.

While every effort is made to keep the contents of this document current, F&E Ground Services reserves the right to modify, suspend, or terminate any of the policies, procedures, and/or requirements described in the manual with or without prior notice to employees.

1.6 EMERGENCY PROCEDURES

In response to an emergency notify the people in the Emergency Contact List below and mitigate the emergency as much as possible.

In the event of an emergency such as Earthquake, Fire, Power Failure or other event that causes damage to the warehouse, control and coverage needs to be maintained.

In the event of an emergency that disables the locks or doors, F&E will have designated personnel physically present to insure the cargo is kept safe and secure. This presence will be maintained until the appropriate people are contacted and security is assumed by the appropriate security company.




In the event the warehouse is severely damaged and the cargo is in danger or the cargo needs to be moved because the warehouse structure is no longer structurally sound, in addition to being kept under watch, cargo may be moved to a nearby safe area if possible with no danger to staff or contractors. F&E will maintain guarded security in a designated alternate location as needed until cargo can be returned to our warehouse.

Emergency contacts will be maintained and kept up to date for F&E Ground Services. (See AttachedEmergencyContactList).TheStationManagerhasfinaldecisionauthorityonstepstobe taken and may adjust these procedures as needed to address the emergency situation.

1.7 EMERGENCY CONTACT LIST

Police-Fire-Ambulance 911TSAIA 24 Hr Emergency (907) 266-2335TSAIA 24 Hr Operations (907) 266-2600TJ Fielding FEAM Director of Operations (907) 529-7984Paul Trush FEAM Cargo Manager (907) 529-5129Albert Dubois FEAM Ground Ops Mngr. (907) 223-6107Ramon Ventura FEAM Flight Ops Mngr. (907) 830-9872Jason Sturkie Senior Ramp Lead (907) 229-4600Bruce Gierke FEAM GSE Manager (907) 317-5156Samuell Grady FEAM Trainer (907) 830-0344FEAM 24 hr Duty Cell (907) 360-5447

2. TRAININGTraining will be performed for each new employee as well as recurrent training as required for current employees. No employee will be assigned tasks to work on their own, which they are not qualifiedtoperform.

Training consists of FEAM company manuals and policies as required for each employees job function. Materials will be provided by FEAM as well as some materials from customers. A combination of both may be required to complete employee training.

3. TRAINING QUALIFICATIONSEach station will have a designated Trainer. When assigning a designated station trainer, the Station Managermustensurethetrainerisqualifiedandhasdemonstratedexperienceanddocumentedqualificationstoperformthetrainingwhichtheyareprovidingintheclassroomandinthefield.TheStation Manager or Trainer may from time to time in order to ensure proper training, use outside contractorsthatarequalifiedtoperformtrainingintherequiredsubjectmatter.

On the Job Training needs to be performed with staff so they may demonstrate the proper use of equipment and knowledge of procedures. OJT training may be performed by Station management, SupervisorsorLeadsthatarecurrentandproficientinthetasktheyaretraining.TheStationManagermayassignotherqualifiedstafftoassistwithOJTtrainingwhenneeded.




4. WORKING CONDITIONSWorking conditions on the ramp will vary from day to day, to hour, and even by the minute.

The pace of work changes, weather conditions change, new or different situations will arise and require a change of plans.

You will have to be able to adjust to these and continue on safely with the operation.

The following are samples of working conditions and how they may affect you.

4.1 VARIED PACE

This is one of the leading causes of accidents on airport ramps.

It is not uncommon to go from a slow period of activity to a fast paced everything at once period.

Ramp agents have to follow the operating plan and procedure so that the increase of pace doesn’t upset the actual quality of work.

4.2 CONGESTION

Because the ramp has such a small driving area in relation to the activity, congestion is another cause for accidents.

With the diversity of vehicle types, including aircraft, it is extremely important that safe driving practices be followed and that drivers are fully and properly trained to operate the vehicles.

4.3 DIVERSITY OF VEHICLES

Each vehicle on the ramp has a different and unique purpose, and each vehicle has varying operating characteristics and controls.

No ramp agent will be operating a vehicle that they are not properly trained on.

4.3 TIME RESTRAINTS

Airplanes don’t make money on the ground.

There will be times when the scheduled departure time is approaching and the work isn’t complete.

It is vital that all operations continue to be done safely and to try and meet the deadline.

If it can’t be done safely and correctly don’t take shortcuts to make it.

No airplane will leave ANC if it is not loaded properly, paperwork done incorrectly or an issue of safety exists.




5. WEATHER CONDITIONSWeather conditions vary. Winter conditions are the most restrictive to ramp operations. Wind can hamper operations anytime of the year, depending on how strong it is blowing. The following samples outline some of the common weather conditions and how they affect ground operations.

5.1 SNOW

Observe winter driving rules.

Windshields and windows must be kept clear since visibility is essential.

Snow may conceal patches of ice, so extreme caution must be taken when stopping and turning.

Snow gets cargo wet, hinders movement of equipment and reduces visibility.

5.2 FOG/RAIN

Headlights must be used at all times in fog and rain conditions.

Visibility is drastically reduced in fog.

Pay attention to all vehicles around you, particularly when near aircraft.

Speed of vehicles should always be reduced.

5.3 WIND

Both aircraft and ramp vehicles are affected by wind. Blowing objects can damage both equipment and personal.

Safety dictates and F&E Ground Service policy stops all loading and unloading of aircraft in winds stronger than 35mph.

6. PERSONAL PROTECTIVE EQUIPMENTCertain personal protective equipment is necessary for working on the ramp.

Proper footwear and ear protection are required.

Some of the equipment will be provided, and others are personally supplied.

All items however, must meet the Company dress policy.

6.1 EAR PROTECTION

Ear protection will be provided in the form of disposable ear plugs rated for work around aircraft, aswellasreflectivevests.

Ifyouhaveyourownclothingyouwishtouseinstead-pleasehaveitapprovedfirst.




6.2 FOOTWEAR

Open toe shoes, sandals, and other leisure shoes are not allowed on the ramp or in the workplace.

Recommended footwear is safety work boots. Any pair of work boots, hiking boots or heavy leather shoe is acceptable.

Since you will be on your feet the majority of your shift the footwear should be comfortable and well constructed.

Foot injuries can occur from heavy objects falling, having ground equipment running over your feet or slipping on a wet or ice covered surface.

6.3 GLOVES

Work gloves and winter gloves are not provided by F&E Ground Services.

They are recommended for work to protect your hands.

It is also recommended that a pair of pliers or a Leatherman tool he brought to work for use.

Aflashlightisalsorecommended.

6.4 WEARING OF HIGH VISIBILITY CLOTHING/VESTS

Ted Stevens Anchorage International Airport has a mandatory requirement for the wearing of High Visibility garments within any airside area and in hazardous working situations.

High visibility garments are items of clothing manufactured to meet ANSI/ISEA 107/207 2010 or 2015 Class 2 or Class 3 standards.

Garments must be maintained to limit fading and damage. Damaged garments and those thathadthereflectivitycompromisedmustbereplaced.WhereHighVisibilityclothingissupplemented with a warmer piece of clothing (e.g. non-high visibility overalls or vest), High Visibility clothing must be layered over the top to ensure high visibility compliance.

The following are exempt from this requirement:1. Personnel inside vehicles, whether moving or parked.2. Flight Crew members, while traveling between the terminal building and an aircraft, or within

the operational footprint of their aircraft.3. Large groups under escort; escorts must still meet high visibility clothing requirements.




7. SECURITYAll security procedures taught during the initial class by the Airport Authorities and by F&E will be followed at all times.

7.1 PIGGY BACKING

There will be no piggy backing through doors at any times.

Any time you go thru a coded door, you will use your badge to get through it.

Trying to go through the door using someone else’s badge is against all rules and will never be accepted.

7.2 RAMP IDENTIFICATION

All ramp ID’s will be displayed prominently at all times and if someone does not show an ID, they will be challenged for an ID and proper actions taken as necessary.

7.3 ESCORTING AN INDIVIDUAL

When assigned as an escort for an individual, the individual must remain with you the entire time they are within the secured area of the airport.

They must also have a visitors badge displayed for the duration of the visit.

7.4 AIRCRAFT SECURITY

Security for aircraft will be covered by an assigned ramp agent and according to rules and guidance from the customer covering their aircraft.

7.5 AIRCRAFT CREW SCREENING

Should the customer decide we need to accomplish screening of crews, we will use the requirements issued by the TSA and follow their instructions in the implementation of the screening process.




8. HAND HELD METAL DETECTORS (HHMD)The HHMD screener is responsible for screening individuals of the same gender using the HHMD in conjunction with a pat-down search and conducting a pat-down search, when requested by an individual.

All HHMD and pat-down searches must be conducted by screeners of the same gender as the individual presents him/herself to be.




9. WINTER OPERATIONSDuring the winter season the following rules and guidelines must be adhered to for safety as well as operational reasons.

It is also a requirement of F&E that all rules and guidelines be followed during the winter season

9.1 STARTING VEHICLES

Whenstartingvehiclesforthefirsttimeoraftertheyhavebeenshutdownawhile,startthematleast 15 minutes before needed.

Walk around the vehicle and do a pre-operations check to insure everything works and the vehicles are safe.

If the vehicle is not operational or in an unsafe condition, report what is wrong with it and obtain another vehicle for the use required.

All other pieces of GSE should be looked at for safety or operational issues as well. Always insure that each piece of equipment is functional and in safe condition before taking it out to the location for use.

When not in use, equipment must have a cord plugged into the block heater and the wall outlet nearest it. Only one cord can be plugged into the wall outlet or it will short. Outlets will be checked regularly.

Transporters must have 3-4 feet to each side to be able to open engine compartment for maintenance.

9.2 DRIVING VEHICLES

When driving vehicles with snow chains on, go slow and do not spin the tires.

The chains can break and leave pieces of chain lying around on the ramp. This can cause many things from broken chains tearing up the vehicles and making them unusable. Pieces of chain left lying around on the ramp can be sucked through a jet’s engine and do major damage to the aircraft.

When a chain breaks, do not continue to drive. Stop, insure the piece that is broken is secured andnotflappingaroundloosely,theninsurenopieceisleftlyingaroundontheramp.

Finally report it so that the chain can be repaired.

9.3 RAMP CONDITIONS

Always remember the ramp in the winter is slippery and icy.

Use extra caution when moving equipment near aircraft as well as towing or driving it across the ramp.

When moving equipment up to the aircraft sides for use, go slow, insure you have a marshaler and when the equipment is in place insure chocks are in place, stabs are down and the equipment is safely secured.




9.4 BELT LOADER

When using the belt loader in the winter, be especially aware of safety.

The belt in the winter tends to be icy and slippery.

Whenmovingupthebelttoopenthebulkdoor,hangontothehandrailandfindagoodspottoinsure you do not fall or slip off the belt loader while opening the door.

Kneel down while opening the door to assist your safe accomplishment of the task.

9.5 BE ALERT AND SAFE

Always be alert to what is going on around you.

The ramp can be very slippery so take extra caution when driving around the airport.

Safetyisthefirstconcernsonomatterhowrushedyoumaybe,driveslowandbeawareatalltimes.

All equipment in the winter can be icy and slippery.

Ladders on the lower and main deck loaders, stair steps on the stair stands, belt loaders, transporters, cargo dollies, vehicle windows all can be unsafe with ice and snow.

Make sure windows are clear and can be seen thru before driving, equipment is ice free before climbing on or walking on them.

Also be aware of what the people around you are doing.

If they are being unsafe, point it out to them and insure they perform the task safely.

Alwaysremember,eyesopen,bealertandawareandthinksafetyfirst.

10. CIRCLE OF SAFETYThe circle of safety is an imaginary line that surrounds every parked aircraft.

This line runs from the nose, to the wing tips and to the tail of the aircraft.

Certain precautions prevail while working within this safety area.

10.1 PRECAUTIONS

Driving a vehicle within the zone, your speed should be no more than 5 mph.

Be extra cautious around engines. Engines may be running or have just shut down, and the chance of jet blast may still be present.

Know the height and width of your vehicle so that you will not hit the aircraft.

This is a very vulnerable area for you around both ground equipment and the aircraft. Be extra alert while operating in this area.

Never drive under the aircraft body or wings.




Safety cones are used by F&E Ground Services. They will be placed around each aircraft as directedbyeachcustomer.Specificcustomerrequirementswillbefoundinthebackofthismanual under each customer’s addendum.

Once inside the circle of safety, all equipment brakes must be checked with full stop no less than 25ft from the aircraft.

When a vehicle is parked inside the Circle of Safety and no one is in the vehicle, the ignition must be in the off position, the transmission in park and chocks properly in place. Vehicles not in use at the aircraft should be parked outside of the Circle of Safety, parked parallel to the aircraft, outside of the wingspan, with the transmission in park and properly chocked. Only vehicles parked outside the circle of safety may be left running as long as the transmission is in park with the wheels chocked.

10.2 DRAWING OF CIRCLE OF SAFETY




11. JET BLASTJetblastistheheatandwindthatisemittedasaircraftengineexhaust.Itcanbeadefinitehazardtoanyone or anything that gets in its way.

11.1 DANGERS

Jet blast can generate velocities up to 590mph and temperatures up to 370 degrees Fahrenheit at a point of 25 feet behind the engine. At a distance of 100 feet, the velocity is 95mph and the temperature is at 140 degrees.

Jet blast can blow over ramp vehicles, people or equipment and can hurl them into other objects on the ramp. In airports around the world, people have been injured or killed by jet blast.

As a rule, you are to stay a minimum of 250 feet away from behind an aircraft engine at idle thrust.

It is important to remember that a jet engine can quickly go from idle thrust to 90% power with a large increase in exhaust velocity.

Red anti-collision strobe lights, located on the top and bottom of the aircraft’s fuselage are to be running whenever an aircraft engines are running.

Pilots are people too and can make mistakes and leave off the beacon so ALWAYS be aware.




12. JET INTAKEJet intake is the opposite of jet blast.

It is the sucking of air into the engine, but it does so at about the same velocity and is just as dangerous as jet blast.

Jet intake can suck up objects off the ramp and into the engine.

Stay at least 25 feet away from the engine intake at idle ‘power.

The safe distance increases as engine power increases.

13. FOREIGN OBJECT DEBRIS (F.O.D)Modern jets are extremely vulnerable to F.O.D. The powerful engine intakes can ingest heavy objects and debris left on the ramp causing damage to the engines.

This damage could potentially cost millions of dollars and possible loss of life due to engine failure, all because someone failed to pick up debris that was left lying on the ramp.

A maintenance tool, chunk of ice or even a ramp agent can be sucked into intakes.

F.O.D. is a serious concern.

On the other side of the engine, jet blast can hurl those same pieces of F.O.D. with bullet like speed, causing damage to other aircraft or equipment, or causing injury or death to anyone caught in the path.

F.O.D. prevention is everyone’s concern.

13.1 F.O.D. DISPOSAL

F.O.D. disposal cans are placed throughout the ramp area and attached to ramp vehicles.

If you see debris or objects lying around, stop and pick it up regardless of who left it there.

13.2 F.O.D. SOURCES

The greatest source of F.O.D. comes from the employees themselves.

Empty soda cans, food wrappers, etc. left inside, on top of, and around the equipment and vehicles that they have just used.

Dispose of F.O.D. from the vehicles at the beginning and end of each shift.

Keep all company vehicle cleaned out.




14. DRIVINGWhen driving company vehicles either Airside or Landside of the airport, there are standard safe driving regulations that must be followed at all times.

14.1 RULES1. Under all conditions, Aircraft always have the right of way.2. Drivers must always have in their possession a valid, up-to-date state drivers license and an

airport badge if driving on the ramp.3. No person shall willfully fail or refuse to comply with any lawful order of direction by an

airportofficerorsuperintendentofairportoperations.4. All vehicles will remain on designated service roads or access roads.5. No vehicle may drive under any portion of an aircraft, except when performing duties under

approved procedures.6. Amaximumof25mphwillapplytoallvehicles,exceptwhereotherlimitsarespecifiedand

posted, i.e., within the circle of safety.7. No vehicle shall cross an active runway under any circumstances, unless it is escorted or

directed by a department of airport, radio equipped vehicle in contact with the airport control tower.

8. Vehicles must not be driven between an aircraft and the terminal buildings.9. For night operations, headlights, tail lights, and running or clearance lights should be in

good condition, and in operation 1/2 hour before dusk, and when weather conditions require their use during daylight hours. Each individual driver will be responsible for the proper operation of the vehicle-lights.

10. Your right to drive on the ramp and other portions of the airport may be revoked for cause.11. Do not load vehicles, carts or trucks in a manner that could cause articles to fall off of the

vehicle or equipment.12. Do not leave disabled vehicles unattended or abandoned on active airport areas. Leave

them in authorized parking zones.13. All personnel driving vehicles on the ramp are expected to know the standard hand signals

used for guiding (marshaling) vehicles.14. Do not move towards an aircraft until the aircraft has come to a complete stop.15. When approaching an aircraft, vehicles must stop and check breaks 20 feet from the

aircraft.16. Courtesy and common sense must be used at all times when driving an F&E vehicle, either

on the ramp or on public roads.17. Any ground equipment, motorized or not, that is in an unsafe condition, must not be

operated. Tag the equipment with a “do not operate” warning tag, take it out of service, and report it to your supervisor.

18. Vehicles with faulty towing hitches must not be used for towing. Report fault to your supervisor and do not use again until all necessary repairs have been made.

19. Any accidents must immediately be reported to your supervisor.20. All security gates must be closed or barricaded after you pass through them.




21. Youmustobeyalltrafficsignsandsignalsontheairport.22. When no one is in the vehicle, the ignition must be in the off position and the transmission

in park with the parking brake set and chocks in place. Vehicles that are not in use at the aircraft must be outside of the circle of safety, parked parallel in the same direction as the aircraft is facing. Vehicles in use at the aircraft such as the lav truck may be running but must have the parking brake set and chocks properly in place. Loaders may be running but will have stabs down and the brake set as well. On the ready line, all vehicles will be off and have brakes set as well as chocks in place. Loaders should not have the stabs down on the ready line.

23. All drivers are responsible for the vehicles that they are driving, and may be personally cited for failure to comply with safe driving codes.

24. Each driver is responsible for reporting defects on equipment that require repair or replacement.

15. DEFENSIVE DRIVING “Defensive driving is driving to prevent accidents in spite of the actions of others or the presence of adverse driving conditions.”

F&E Ground Services encourages all employees to drive defensively while operating any company vehicle.

Operating a vehicle on and around an airport ramp is a more complex procedure than driving the streets.Generally,anormalairporttrafficflowisestablished,butmanyareashavenoclearmarkedvehicle lanes.

Due to many variances and unforeseen circumstances, driving on the ramp becomes even more complicated.

Airporttrafficpatternscanchangemonthly,weekly,orevenonadailybasisduetoconstruction.

In order to operate a vehicle safely, you must constantly stay aware of these changing situations.

15.1 GENERAL GUIDES1. In general, do everything possible to avoid accidents. The following points will aid your

defensive driving skills by helping you recognize a hazardous situation and allowing you to come up with a defensive course of action.

2. Combine awareness with good judgment.3. Use common sense at all times.4. Make sure that you are aware of current operating and safety of the vehicle that you are

driving.5. Be extra cautious in congested areas where there are blind spots.6. Be aware of changing weather conditions, and adjust your driving accordingly.7. Anticipate what other drivers are going to do. Never assume how anyone will act react in

any given situation.




8. Be particularly cautious around aircraft.9. Do not allow yourself to be consumed by minor irritations while you are driving.10. Just because you may have the legal right of way in a driving situation, do not insist on it.11. Itshouldgowithoutsayingthatdrivingundertheinfluenceofdrugsoralcoholimpairsyour

abilitytooperateanyvehicle.Ifyouarefoundtobeundertheinfluenceofdrugsoralcoholwhile are duty, severe disciplinary actions will be taken.

12. A preventable accident is one in which the driver failed to do everything he or she reasonably could have do to avoid it.

13. With these points in mind there is a technique to becoming a good defensive driver. This encompassesfivemaincategoriesthattherampdriverneedstokeepinmind,Observation,Communication, Coordination, Navigation and Common sense. Most defensive driving decisions will be based on one or more of these categories.

15.2 OBSERVATION

All drivers need to maintain a full 360-degree awareness of what’s going on around the vehicle at all times. Because of the high noise level, and use of hearing protection, you must get accus-tomed to using all of your senses while driving on the ramp.

15.3 COMMUNICATION

Communication is important in all phases of daily life, but on the ramp it is a necessity. Non-verbal communication is a skill that all ramp agents need to learn.

On the ramp this is done by eye contact. It is not enough too merely see other vehicles and ground personnel, you must establish intent. This is done through eye contact, which allows you to reach an agreement on the next move, though a gesture or a hand signal.

The most important aspect of communication is recognition.

Make sure that your presence has been noted, and make equally sure that you acknowledge the presence of others.

15.4 COORDINATION

Coordination is the next logical step to defensive driving. Once you have observed and com-municated with others on the ramp, you need a plan of action. Know what your vehicles clear-ances are, what the turning radius is and what your braking capacity is. Know what the proper speed is for the situation in good and bad weather. Keep a soft distance between you and any other vehicle that you may he following. Be willing to give up the right of way, even though it may be yours.

15.5 NAVIGATION

Navigation is in essence the follow through on your plan of action. When working around aircraft there are few if any road markings or signs. You must learn servicing layouts for the aircraft and ramp spots so you know where to park in order to keep vehicles and equipment out ofthewayofothervehicles.Byknowingtheramptrafficpatterns,andbeingfamiliarwithhang-ers, shops and other companies ramp areas your defensive driving skills will be enhanced.




15.7 COMMON SENSE

Use common sense to avoid unnecessary short cut attitudes, doing stupid actions like driving in front of a moving aircraft, horseplay in the vehicles and getting yourself into a situation that was obviously bad to begin with. Servicing an aircraft on the ramp can incorporate upwards of twentypeopleandfifteendifferentvehiclesinasmallamountofspace,witheveryoneworkingwithin a limited amount of time. If everyone involved would include a defensive driving posture to their workday, then safety becomes a reality.

16. RADIO PROCEDURESPersonnel may have a radio assigned to them. They are required to keep it in their possession at all times.

16.1 RADIO GUIDELINES1. When using it, remember to push the button, wait a second, then talk.2. If someone is talking on the radio, wait until they are done before trying to talk. Otherwise

you will cut their talk off and they will not be heard. 3. Keepradiotraffictoaminimumsoallcancommunicate.4. For detailed explanations, use your phone and call to discuss the situation. 5. Thisistoenableneededinformationandinstructionstobepassedinaquickandefficient

manner. 6. Any and all pertinent information should be relayed over the radio to insure all others know

whatthestatusofaflightisandwhatneedstostillbeaccomplished.

16.2 RADIO RULES1. Do not use foul language over the radio. 2. Do not say things you do not want everyone to hear or know. 3. Do not joke or have casual discussions. 4. Attheendoftheshift,employeesneedtoreturntheradiototheofficeforrecharging.

16.3 DUTY MANAGER

The DM will have a radio to enable any of the ramp agents to contact him and relay any infor-mation needed or to relay requests from the customer’s representatives.

16.4 RAMP LEAD

The Ramp Lead will have a radio enabling the constant contact with the DM or Ramp Agents and allowing for needed instructions or guidance to be given in a timely manner. They can keep the DM abreast of any changes or problems that have arisen as well as guiding Ramp Agents to tasks that need to be taken care of and being kept aware of all actions on the ramp.




16.5 SECURITY

RampAgentsperformingSecurityonflightswillusetheradiotokeeptrafficagentsawareofcrews leaving the plane as well as keeping the DM and Ramp lead aware of the status of the flight.Examplesare“CI5322Crewleavingtheaircraft”,“CI5123Crewonboardtheaircraft”,“Crew walkaround complete”, “CI5147 Fueling complete”, “CI5253 Lavatory serviced”, “CI5255 Security complete”, “CI5234 Security sheet given to customer rep”, “CI5297 Door is closed” “CI5255 Lav Trash emptied”.

16.6 TRAFFIC

TheTrafficagentwillusetheradiotokeepallinformedofthestatusoftrafficpaperworkandcustomsforeachflight.Ifseveralflightsarelandingatthesametime,requestscanbemadetohavethesecurityagentbringthetrafficpaperworkdowntothetrafficagentandassistinspeed-ingupthetrafficrunforthatflight.Examplesare“CI5234Trafficcomplete,enroutetoaircraft”,“CI5134TrafficincompleteduetomissingPTPfromlaststation(orwhateverthereasonmaybe)”,“CI5255complete,trafficpaperworkonboardaircraft”,“Ci5122Security,pleasebringdowntrafficpaperwork,Iamenroutetoyou”.

16.7 LAVATORY TRUCK

The Lav truck operator will use the radio to inform all of their location and actions. This can assistingettingamarshalertoguidethemintopositionfortheservicingofaflight,letothersknowtheyareonthewaytoaparticularflightandkeeptheminformedofthetrashstatusonanaircraftaswelllettingDMandRampleadknowwhentheLaviscompletelyservicedonaflight.Examples are “Lav truck enroute to CI5255, need a marshaler”, “Lav complete CI5123, enroute to CI5233”. The Lav Panel on the aircraft will not be opened until the Lav truck is in place and ready to connect.

16.8 POTABLE WATER TRUCK

Thepotablewatertruckwillbefilledatthewarehousefromthecertifiedfillstationmarkedinthe warehouse. The potable water truck is tested yearly for sanitation and cleaned quarterly to insure it remains safe to use.

16.9 CREW TRANSPORTATION

Crew Transportation will be handled by staff as assigned by the DM. If the Transportation Driver can-not pickup or drop off crews in a timely manner, the DM or lead will assist by using the expedi-tion. Customer Operations will coordinate by calling the transportation driver or DM. The crew transportation driver should be waiting at the bottom of the stairs for crew members.

16.10 COMMUNICATIONS

Radio communication must be maintained and all actions reported over the radio to keep the DM and all others informed of actions and locations.

Examples are: “Crew Transport taking 5234 to customs”, “Crew Transport enroute to 5351”, “Crew Transport picking up crew for 5321 at China Ops”, “Crew Transport waiting at 5255 for crewtooffload”.




The cell phone needs to be kept with the designated driver at all times while on duty. It is kept intheRampOfficeandneedstobepluggedinandchargesdaily.Whenansweringcallstothe crew transport phone, it is to be answered “F&E Crew Transportation”. When speaking to customers, keep customer operations informed of status and delays in picking up crews from customer operations.

16.11 INTERNATIONAL FLIGHTS

Crewsarenotallowedtointermixoninternationalflightsandmustbekeptseparateduntiltheinbound crew goes into customs.

Forinboundflights(comingfromAsia),thecrewtransportationdriverwilldropofftheinboundcrew from the plane to US customs and let them through the customs door before picking up the outbound crew to deliver them to the aircraft.

CrewscomingfromtheChinaAirlinesofficewillbepickedupfromtheterminalandmustbeescorted through the door by the driver. The driver should have a copy of the crew list to check the crew names and inform the DM of any problems.

16.12 DOMESTIC FLIGHTS

Intermixingofcrewsondomesticflightlegsisokifneeded.

Foroutboundflights(goingoverseastoAsia},theCrewTransportationdriverwillcoordinatepicking up the outbound crew from customer operations before the plane blocks in and meet theflight.Thecrewgettingoffwillbedroppedoffattheterminalandescortedthroughthedoor.

CrewscomingfromtheChinaAirlinesofficewillbepickedupfromtheterminalbytheinternational baggage claim and must be escorted through the door by the driver. The driver should have a copy of the crew list to check the crew names and inform the DM of any problems.

Attention to crew lists will be important in deciding where the crew van will be best utilized. Flight crews larger than 4 will have priority using the van.

CrewscomingfromtheChinaAirlinesofficewillbepickedupfromtheterminalandmustbeescorted through the door by the driver. The driver should have a copy of the crew list to check the crew names and inform the DM of any problems.

The crew van is not to be driven off the ramp to drop off or pick up crews to or from any hotel. Gratuityreceivedfromcrewmembersmaybeacceptedandshouldbekeptconfidential.Atnotime will the driver expect or ask for a tip.




17. MARSHALING OF GROUND SERVICE EQUIP. (GSE)At times you may be called upon to assist drivers of GSE to guide or marshal a vehicle into position. You may be asked to guide a Lavatory truck that needs to back up into position at an aircraft, or it is as simple as stopping a tug driver from pulling away.

As a new ramp agent, you will hear the term marshaling when referring to Aircraft and GSE. Do not confuse the two. Although the marshaling of aircraft is similar in principle to the marshaling of GSE, the differences are vast. One must be thoroughly experienced on the ramp before you start to mar-shal aircraft on your own. You must be knowledgeable in all phases of ramp procedures, and show that you have concern for safety, before you are ready to marshal an aircraft.

There are two important elements of GSE marshaling that you must understand.

These two factors represent what the core of marshaling is all about:

17.1 ELEMENTS OF GSE MARSHALING

Once you start the marshaling process, you assume the control of that vehicle. It now becomes yourresponsibilitytoensurethattheproperclearancesareavailableforthatvehicletofitwher-ever you are trying to put it. It is also your responsibility to make sure that you can locate that vehicle in a position that makes it accessible to you colleagues to perform their duties. Marshal-ing GSE requires your full concentration, and demands that your focus be totally on the task at hand. You do not want to back equipment into an aircraft because you were distracted by someone or something.

You do not marshal GSE by verbal direction, you use hand signals. They are standardized signals that are universally recognized. These hand signals are used for several reasons. The primary reason is that, as you know by now, the ramp is a very noisy site. Verbal communica-tion is near impossible over the roar of jet engines, or the constant din of service equipment and vehicles. Another major reason for using hand signals over voice communication is the possibil-ity of a language barrier.

Theuseofhandsignalsisthemostefficientandmostpracticalmeansofcommunicatingwithanother while marshaling GSE. The following pages contain diagrams of how to give each indi-vidual sign and what their meanings are. These hand signals are meant to be given just as they are with no variation or personal interpretation by the marshaler. This way everybody on the ramp knows what the marshaler is trying to communicate.




18. GROUND EQUIPMENT HAND SIGNALSGround equipment signals are universally recognized hand signals used on the ramp to marshal (guide) GSE and other vehicles. Verbal signals are to be avoided because they can be misunder-stood. The following illustrates the more commonly used hand signals and a description of their meaning:

18.1 COMMONLY USED HAND SIGNALS

•IDENTIFICATION-Toattracttheoperator’sattentionandtotakecommand.Armsheldabovethe head in a vertical position with palms facing forewords.

•ADVANCE/FORWARD.Palmsfacingbackward,Armsalittleasideandrepeatedlymovingupwards, backwards, beckoning onwards.

•BACK/BACKWARDS.Armsbysides,palmsfacingforward,armssweepingforwardandupward repeatedly.

•TURN/TURNRIGHT-Leftarmdownward,handextended,rightarmrepeatedlymovedup-ward and backward. Speed of arm movement indicating rate of turn.

•TURN/TURNLEFT-Rightarmdownward,handextended,leftarmrepeatedlymovedup-ward and backward. Speed of arm movement indicating rate of turn.

•STOP-Armsrepeatedlycrossedabovehead.Speedofthearmmovementindicatesurgencyfor stop.

•RAISE/raiseequipmentwithelevatingarms.Armsinfrontrepeatedlymotioningupwards.

•INDICATEDISTANCE-Distanceshownbetweenhandsisexactlycorrespondingtofreemargin.

•O.K./ALLISCLEAR-Marshalingcomplete,continueonyourway.Liftstretchedrightarm,hand closed, thumb raised.

19. RAMP INSPECTIONThe ramp area is to be thoroughly inspected prior to the arrival and departure of all aircraft, to en-sureequipmentisnotstagedwithinthearrivinganddepartingflightswingspanandthatFODhasbeen removed. Only chocks marked with a cone(s) may be pre positioned for arrival.

19.1 ARRIVAL

Make a visual check of the ramp to ensure there is no foreign debris (FOD) on the taxiway or in the parking/operations area. Ensure all cargo equipment and ground handling equipment has been stowed at a safe distance from the parking area for the aircraft, ensuring that no part of the aircraft movement into the parking spot will be obstructed. If the aircraft is to taxi into the parking area under its own power, ensure that no personnel, cargo equipment or ground han-dling equipment are in a position to obstruct movement of the aircraft. Aircraft stairs mat either be removed from the transit area and positioned on a vacant parking spot or retrieved from the GSE storage area.

NOTE: Only chocks marked with a cone(s) may be pre positioned for arrival.




19.2 DEPARTUREMake a visual check of the ramp and immediate area to identify and remove any foreign de-bris (FOD) before startup. Ensure ground handling equipment have been stowed and secured at a safe distance from the aircraft. Once again, ensure that no personnel, cargo equipment, ground handling equipment or maintenance equipment is in any area that can be affected by “Jet Blast” from the starting of the aircraft engines or the aircraft taxing under its own power. Aircraft stairs may either be removed from the transit area and positioned on a vacant parking spot or returned to staging.

20. GUIDE SIGNALS – MARSHALING AIRCRAFT

20.1 GENERALAircraft guide men and signalmen are assigned to assist pilots and taxi/tow personnel in po-sitioning aircraft safely while on the ground. Each manager/Supervisor/ Lead shall determine which personnel shall be assigned the responsibility for providing guidance to the crew operat-ing the aircraft.Interphone communication is used to communicate to the cockpit on block in. When Interphone communication is not available, personnel shall use only the approved Guide Signals to assist and direct the safe movement of aircraft and ground equipment. All personnel concerned must be familiar with the signals as strict adherence is mandatory for the safe movement of aircraft.

20.2 REQUIREMENTSGround personnel coordinating the safe movement of aircraft and ground equipment may bear manydifferenttitles(WingWatcher,ClearanceGuide,Groundman,etc.}.Personnelnotquali-fiedtosignalflightcrewshallgiveonlyaSTOPsignaltoanaircraftoperator,andshallsecureassistance from a supervisor or aircraft guide man as soon as possible. Arrangements for guid-ing in an aircraft are to be made far in advance of aircraft arrival, so as to avoid confusion once on the ground.Each aircraft guide man is responsible for giving the proper signal in accordance with each ap-plicable illustration (as demonstrated within this manual) when giving a guide Signal. Reason-able response/ reaction time is to also be considered and extended. After an Aircraft Operator reacts, it may take several feet for an aircraft to stop. If an aircraft is turning, the tail and wing tips will travel several times further than the gear because of the greater radius of track.Each aircraft guide man is responsible for the safe operation in his assigned area when an aircraft is moving. He shall immediately give a STOP signal anytime he feels his signal is not being followed or understood, or if there is any doubt that the aircraft can be moved safely.During any involved aircraft movement one aircraft guide man shall function and be known as the “Signalman.” The Signalman shall be the only one to relay signals to the Tractor Operator and/or Aircraft Operator (whether by Interphone Signal or by Guide Signal), and he must be im-mediately informed when any change of plan, schedule, and condition occurs which affects ac-complishment of the operation. The Signalman is responsible for checking that the area is clear of all equipment or obstructions before giving any signal to move an aircraft. This would not pre-clude precautionary action being taken by anyone concerned, if they noticed an urgent STOP signal given by area personnel (who may have become aware of any emergency hazard).




Under no condition shall an aircraft be taxied, towed, or pushed in a congested area (where any aircraft-to-objectclearanceisminimal)unlesssufficientaircraftguidemenareusedtosignalthe clearance condition( s) to the Signalman as necessary for safe operation. In areas relative clearance may be continuously indicated by moving the wands/hands together or apart.1. Guide men must guard against judgment errors due to depth perception of objects from a

distance. Get as close as possible to the likely point of contact.2. Clearances with nose gear track lines are based on aircraft being lined up squarely. If they

are not, clearances from adjacent objects/positions will be reduced.3. When swept wing aircraft are turned, the wing tips will swing beyond the normal track lines.

Personnel giving Guide Signals must remain visible to the intended recipient of the signals; and, insofar as practical, must directly face the recipient.

During night hours between sunset and sunrise, all signals shall be given with approved illu-minatedflashlightshavingapprovedwandsattached.Duringdayhoursbetweensunriseandsunset, Signals may be given either with approved non-illuminating wands or with the illuminat-ingtypewandswithflashlights.

WARNING: DANGEROUS MARSHALING CONDITIONS

Whenstaffarerequiredtobeinanytaxiwaytomarshalflights,wemustinsureapersonisas-signed to watch the taxiway for aircraft ensuring the safety of the ground marshaling crew.

If the marshaler is alerted of the need to move out of the taxiway, the marshaler may:

Stop and hold the aircraft they are marshalling, while moving to a safe area clear of the taxiing aircraft. Once the taxiing aircraft is clear of the area the marshaler may return to in front of the aircraft and complete the block-in procedure.

OR

At the discretion of the marshaler, he/she may continue marshaling while maintaining eye contact with the PIC moving diagonally out of the active taxiway into a safe area to continue the block-in procedure.

At any time during the procedure the aircraft fails to follow marshaler signals, immediately give stop signal. Proceed only after communication with aircraft crew has been reestablished.

ANC PROCEDURES FOR MARSHALING AIRCRAFT INTO PARKING

FEAMproceduresinANCrequirehavingaminimumof2qualifiedstafftomarshalaircraftintoparking. One signalman is to be located at the Stop line of the aircraft and one signalman will be further out front of the aircraft giving signals to the crew. The 2 man minimum may be a combination of ground operations and maintenance staff.




20.3 GUIDE SIGNALS FOR USE ON THE RAMP

All authorized ramp signals will be given by the guide man / ground man with approved wands (lighted at night) from a position and in a manner as described and depicted below. The person giving the ramp signals must be clearly visible to the person in the captain’s seat at all times. The following are approved signals to be used during operations.

Note 1: These signals are designed for use by the signalman, with hands illuminated as nec-essary to facilitate observation by the pilot, and facing the aircraft in a position:

a) forfixed-wingaircraft,onleftsideofaircraft,wherebestseenbythepilot;andb) for helicopters, where the signalman can best be seen by the pilot.

Note 2: The meaning of the relevant signals remains the same if bats, illuminated wands or torchlights are held.

Note 3: The aircraft engines are numbered, for the signalman facing the aircraft, from right to left (i.e. No. 1 engine being the port outer engine).

Note 4: Signals marked with an asterisk (*) are designed for use to hovering helicopters.

Note 5: Referencestowandsmayalsobereadtorefertodaylight-fluorescenttable-tennisbats or gloves (daytime only).

Note 6: References to the signalman may also be read to refer to marshaller.

Prior to using the following signals, the signalman shall ascertain that the area within which an aircraft is to be guided is clear of objects which the aircraft, might otherwise strike.

NOTE: The design of many aircraft is such that the path of the wing tips, engines and other extremitiescannotalwaysbemonitoredvisuallyfromtheflightdeckwhiletheaircraftis being manoeuvred on the ground.




20.3.1 WINGWALKER/GUIDERaise right hand above head level with wand pointing up; move left-hand wand pointing down toward body.NOTE: This signal provides an indication by a person positioned at the aircraft wing

tip, to the pilot/ marshaller/push-back operator, that the aircraft movement on/off a parking position would be unobstructed.

20.3.2 IDENTIFY GATERaise fully extended arms straight above head with wands pointing up.




20.3.3 PROCEED TO NEXT SIGNALMAN OR AS DIRECTED BY TOWER/GROUND CONTROLPoint both arms upward; move and extend arms outward to sides of body and point with wands to direction of next signalman or taxi area.

20.3.4 STRAIGHT AHEADBend extended arms at elbows and move wands up and down from chest height to head.




20.3.5 TURN LEFT (FROM PILOT’S POINT OF VIEW)With right arm and wand extended at a 90-degree angle to body, make “come ahead” signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn.

20.3.6 TURN RIGHT (FROM PILOT’S POINT OF VIEW)With left arm and wand extended at a 90-degree angle to body, make “come ahead” signal with right hand. The rate of signal motion indicates to pilot the rate of aircraft turn.




20.3.7 NORMAL STOPFully extend arms and wands at a 90-degree angle to sides and slowly move to above head until wands cross.

20.3.8 EMERGENCY STOPAbruptly extend arms and wands to top of head, crossing wands.




20.3.9 SET BRAKESRaise hand just above shoulder height with open palm. Ensuring eye contact withflightcrew,closehandintoafist.Donotmoveuntilreceiptof“thumbsup”acknowledgementfromflightcrew.

20.3.10 RELEASE BRAKESRaisehandjustaboveshoulderheightwithhandclosedinafist.Ensuringeyecontactwithflightcrew,openpalm.Donotmoveuntilreceiptof“thumbsup”acknowledgementfromflightcrew.




20.3.11 CHOCKS INSERTEDWith arms and wands fully extended above head, move wands inward in a “jabbing” motionuntilwandstouch.Ensureacknowledgementisreceivedfromflightcrew.

20.3.12 CHOCKS REMOVEDWith arms and wands fully extended above head, move wands outward in a “jabbing” motion.Donotremovechocksuntilauthorizedbyflightcrew.




20.3.13 START ENGINE(S)Raise right arm to head level with wand pointing up and start a circular motion with hand; at the same time, with left arm raised above head level, point to engine to be started.

20.3.14 CUT ENGINESExtend arm with wand forward of body at shoulder level; move hand and wand to top of left shoulder and draw wand to top of right shoulder in a slicing motion across throat.




20.3.15 SLOW DOWNMove extended arms downwards in a “patting” gesture, moving wands up and down from waist to knees.

20.3.16 SLOW DOWN ENGINE(S) ON INDICATED SIDEWith arms down and wands toward ground, wave either right or left wand up and down indicating engine(s) on left or right side respectively should be slowed down.




20.3.17 MOVE BACKWith arms in front of body at waist height, rotate arms in a forward motion. To stop rearward movement, use signal 20.3.7 or 20.3.8.

20.3.18 TURNS WHILE BACKING (FOR TAIL TO STARBOARD)Point left arm with wand down and bring right arm from overhead vertical position to horizontal forward position, repeating right-arm movement.




20.3.19 TURNS WHILE BACKING (FOR TAIL TO PORT)Point right arm with wand down and bring left arm from overhead vertical position to horizontal forward position, repeating left-arm movement.

20.3.20 AFFIRMATIVE/ALL CLEARRaise right arm to head level with wand pointing up or display hand with “thumbs up”; left arm remains at side by knee.NOTE: This signal is also used as a technical/servicing communication signal.




20.3.21 (*) HOVERFully extend arms and wands at a 90-degree angle to sides.

20.3.22 (*) MOVE UPWARDSFully extend arms and wands at a 90-degree angle to sides and, with palms turned up, move hands upwards. Speed of movement indicates rate of ascent.




20.3.23 (*) MOVE DOWNWARDSFully extend arms and wands at a 90-degree angle to sides and, with palms turned down, move hands downwards. Speed of movement indicates rate of descent.

20.3.24 (*) MOVE HORIZONTALLY LEFT (FROM PILOT’S POINT OF VIEW)Extend arm horizontally at a 90-degree angle to right side of body. Move other arm in same direction in a sweeping motion.




20.3.25 (*) MOVE HORIZONTALLY RIGHT (FROM PILOT’S POINT OF VIEW) Extend arm horizontally at a 90-degree angle to left side of body. Move other arm in same direction in a sweeping motion.

20.3.26 (*) LANDCross arms with wands downwards and in front of body.




20.3.27 HOLD POSITION/STAND BYFully extend arms and wands downwards at a 45-degree angle to sides. Hold position until aircraft is clear for next manoeuvre.

20.3.28 DISPATCH AIRCRAFTPerform a standard salute with right hand and/or wand to dispatch the aircraft. Maintaineyecontactwithflightcrewuntilaircrafthasbeguntotaxi.




20.3.29 DO NOT TOUCH CONTROLS (TECHNICAL/SERVICING COMMUNICATION SIG-NAL)Extendrightarmfullyaboveheadandclosefistorholdwandinhorizontalposition;left arm remains at side by knee.

20.3.30 CONNECT GROUND POWER (TECHNICAL/SERVICING COMMUNICATION SIGNAL)Holdarmsfullyextendedabovehead;openlefthandhorizontallyandmovefingertips of right hand into and touch open palm of left hand (forming a “T”). At night, illuminated wands can also be used to form the “T” above head.




20.3.31 DISCONNECT POWER (TECHNICAL/SERVICING COMMUNICATION SIGNAL)Holdarmsfullyextendedaboveheadwithfingertipsofrighthandtouchingopenhorizontal palm of left hand (forming a “T”); then move right hand away from the left. Donotdisconnectpoweruntilauthorizedbyflightcrew.Atnight,illuminatedwandscan also be used to form the “T” above head.

20.3.31 NEGATIVE (TECHNICAL/SERVICING COMMUNICATION SIGNAL)Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or display hand with “thumbs down”; left hand remains at side by knee.




20.3.32 ESTABLISH COMMUNICATION VIA INTERPHONE (TECHNICAL/SERVICING COMMUNICATION SIGNAL)Extend both arms at 90 degrees from body and move hands to cup both ears.

20.3.32 OPEN/CLOSE STAIRS (TECHNICAL/SERVICING COMMUNICATION SIGNAL)With right arm at side and left arm raised above head at a 45-degree angle, move right arm in a sweeping motion towards top of left shoulder. NOTE: This signal is intended mainly for aircraft with the set of integral stairs at the

front.




21. OPERATION OF GSEF&E Ground Services considers safety a top priority that cannot be over emphasized. We depend on your ability to operate GSE and all vehicles properly. We also expect you to be aware of all required safety practices and to adhere to all policies and regulations. If everyone complies with all the rules and procedures then safety becomes the norm and we can operate as a team with opti-mum work.

The following guidelines are to be viewed as rules to follow. Many of them appear in other areas of this manual, but they cannot be mentioned enough in order to stress the need for safe and proper operations.

21.1 GSE GUIDELINES1. An aircraft has the right of way over all vehicles.2. Use emergency stops only in emergencies.3. All employees driving F&E Ground Services equipment must have a valid driver’s license. If

your state issued driver’ license requires you to wear corrective lenses, then F&E must ask you to do the same while operating company equipment.

4. All employees must take the Airport driving test in order to get their ramp license.5. Perform safety checks on your equipment throughout the day. First check should be

the pre-operational inspection. Start from inside the drivers station, make sure that the windshield (if any) are clean, that there is no F.O.D. lying loose, that any accessories are onboard,I.E.chocks,fireextinguisher,personalprotectivegearormarshallingwandsifneeded. Then, walk around the entire vehicle, inspecting the tires, checking the gas, oil and water gauges, check for any new body damage on the vehicle. Vehicles used for towing need to have the hitch checked making sure that it is not damaged and that the locking mechanisms are in working order. If a vehicle has a malfunction, take it out of service and report it to your supervisor.

6. Do not tamper with any governors or safety overrides on any vehicle.7. All GSE must yield to responding emergency vehicles.




8. Drive within the posted speed limits.9. Do not drive under any portion of an aircraft, except when performing an assigned duty that

requires you to drive under an aircraft, and only with a marshaler.10. Any vehicle accidents need to be reported immediately to your supervisor. Unless an

emergency exists, the vehicles are not to be moved.11. WhenyouarefinishedwiththeGSEvehicleyouareusing,returnittothecorrectparking

area.

21.2 TUGS

A tug is a tractor like vehicle, either with an open cab or closed cab, used for towing dollies or other equipment. The average tug weighs approximately 5500 lbs and is capable of towing between 30,000 and 50,000 lbs. The typical tug has a top speed of around 20 MPH.

21.2.1 BEFORE OPERATING THE TUG1. Take a walk around the tug and note any new body damage that may have been

caused by the person before you. Check the tire pressure. Make sure there is a fireextinguisherandasetofchocksonboard.

2. Start the engine using the procedure described below and check the lights.3. Make sure there is fuel in the tug.

21.2.2 STARTING THE TUG ENGINE1. Press 1/3 of the way down on the accelerator in order to give the engine some

gas.2. Simultaneously press down on the break pedal.3. Release your foot from the accelerator.4. Turn on the ignition.5. Keep your foot on the brake.6. Place the transmission selector in either F (forward) or R (reverse) position.7. Release your foot from the brake pedal.8. Press down on the accelerator.9. Test both the hand and foot brakes to make sure the tug has a safe brake sys-

tem.10. As a general rule, never attempt to push start a tug.




21.2.3 DRIVING PROCEDURES1. Use both hands while driving the tug (the 10:00 and 2:00 positions).2. Always come to a complete stop before shifting into forward or reverse gear.3. Only carry passengers if a seat is provided: Remember: no seat, no rider.4. Never drive with your foot or leg hanging outside of the tug.5. Always set the parking brake and put the chocks in place before leaving the tug.6. Above all, use caution and common sense at all times.

21.2.4 SAFETY PRECAUTIONS1. Never drive underneath the wing of an aircraft or onto an area where safety

cones have been placed.2. Be aware that the weight you are towing has a direct effect on the distance that it

will take to stop.3. Becarefulofthehandsandfingersduringhook-up.4. Be sure that the tow pin is secure and that the spring tension is adequate before

moving your load.5. A maximum of three dollies or baggage carts may be towed at once. Only 1 20

foot dolly may be towed at once.6. Do not sit in a vehicle while it is being fueled.7. Never fuel a vehicle while it is running.

21.2.5 TERMINATING PROCEDURES1. Return the tug to its designated parking location.2. Place the gear shift lever into the N (Neutral) position.3. Apply the parking brake.4. Turn off the engine.5. Remove any trash (F.O.D.) from the tug.6. Put the chocks in place.7. Report any vehicle defects to your supervisor.

21.3 BELT LOADERS

The belt loader is a special purpose vehicle equipped with a conveyor to move cargo or bag-gage from a cart to the aircraft bulk bins. This vehicle can position its self to reach cargo com-partments of all heights for accessible loading and unloading of the aircraft.




21.3.1 STARTING THE ENGINE1. Press down on the brake pedal.2. Put the transmission in the N (neutral) position.3. Turn the ignition.4. Shift the transmission into either the F (forward) or R (reverse) position.5. Take your foot off the brake pedal and depress the accelerator.6. Test both the hand and foot brakes to make sure the belt loader has a safe brak-

ing system.7. Make sure that the belt conveyor is in the lowered position before driving.

21.3.2 AT THE AIRCRAFT1. Do not approach an aircraft until the engines have been shut down.2. Test the brakes at least 25 feet from the aircraft.3. Approach the aircraft slowly with the boom in the lowered position, guide the belt

loaderintofinalposition.Adjusttheboomtothecorrectheightatthefinalserviceposition and set the hand brake. The equipment should never be in contact with the aircraft. Never raise or lower the belt loader boom while the vehicle is in gear. The boom should only be positioned while the transmission is in neutral.

4. Place the gear shift level into either the P (park) or N (Neutral) position, then chock the forward left tire, and set the hand brake.

5. Lift the safety guard rail and open the aircraft cargo door.6. Press the conveyor belt controls in the desired belt direction.7. When work is completed, lower the belt to avoid damage to the fuselage in case

the aircraft shifts, and lower the guard rail.

21.3.3 TERMINATING INSTRUCTIONS1. Return belt loader to its designated parking location.2. Place the gear shift lever in either N or P.3. Secure the parking brake.4. Put the chocks in place.




21.3.4 SAFETY PRECAUTIONS1. Never ride the belt to enter or exit the cargo compartment.2. Keep in mind that the belt can only hold a maximum of 2,000 lbs. at any given

time.3. The boom must be in the down/rest position while the belt loader is being driven.

Do not use the boom as a lifting device to raise other vehicles or any other ob-jects. The boom must not be used to push other equipment.

4. The belt becomes very slick in snow or wet weather; Never ride the belt.5. When driving, the belt loader is a one person vehicle. No passengers. Don’t

use the manual throttle to control the driving speed. Always set the parking brake. Do not attempt to operate the belt if the vehicle is not in the P or N position.

6. Don’t drive the belt loader by using the hand throttle. Make sure that the hand throttle is fully closed before starting the vehicle.

7. Always chock the wheels when at an aircraft.8. Do not leave the belt loader unattended with the engine is running.9. Always lower the boom when work is complete.

10. When parked at the plane put the shift guard into place so the belt loader cannot accidentally be knocked into gear.

21.4 GROUND POWER UNIT (GPU)A ground power unit is used to provide electrical power to aircraft on the ground when they do not have a working APU of their own. Before operating a GPU, make sure there is oil and fuel in the unit. The unit needs to be started and warmed up for 15 minutes prior to using it on an aircraft.

NOTE: Failure to warm up the GPU may cause it to surge when applying power to the aircraft resulting in possible damage to either the GPU or aircraft.

747 GPU Use




21.4.1 AFTER THE AIRCRAFT HAS BLOCKED INPosition the GPU next to the nose on the opposite side of the stairs close enough for the cords to reach the receptacle on the aircraft.Stretch out the cord(s) to be used and plug them in to the aircraft. The receptacle closest to the nose is for general power and the second receptacle away for the nose isonlyusedinadditiontothefirstwhenthecargosystemisgoingtobeneededforloading/unloading.

21.4.2 GPU OPERATIONThissectioncontainsinformationandinstructionsforthesafeandefficientoperationof the equipment.Operating instructions are presented in step-by-step sequence of procedures to be followed in supplying 400-Hz power.Refer to Figure 1 for the location of all switches and meters.NOTE: Read ALL of the Operating Instructions and illustrations before attempting to

operate the equipment.

PRE-START INSTRUCTIONS:1. Be sure the fuel shutoff valve on the unit is open.2. Ensure 12-V DC power is available to the engine starting system.3. Check the engine and generator compartments to make certain they are free of

rags or other foreign materials.4. Makecertainthereissufficientlubricatingoilandcoolantintheengine.5. Check that all circuit breakers are reset.

ENGINE STARTING PROCEDURE:




POWER DELIVERY:




DISCONTINUE POWER DELIVERY AND SHUTDOWN:




EMERGENCY SHUTDOWN:

21.5 PALLET DOLLIES

Pallet dollies are large trailers designed to move cargo on the ramp to and from the aircraft. F&E Ground Services uses mainly 3 types of dollies, the LD7 dolly which if properly equipped, can be used for 96x125, 88x125 pallets as well as for the various Containers to include LD3s’. The 20 foot pallet dolly that is used is as needed when loading 20 ft cargo pallets, and the LD3 dolly which is used only for LD3 containers.

LD7 Dolly




LD3 Dolly

SAFETY PRECAUTIONS:1. When picking out dollies to use, you must be aware of the type of cargo that is going to be

loaded/unloaded on them to be sure the correct types of dollies arrive at the aircraft. Every dolly must be inspected for proper operation and that all locks, hitches, casters, brakes and wheels are in place and working prior to being brought to the aircraft. Failure to use proper functioning dollies can result in Injury, Death, dropped cargo or damaged cargo. DO NOT USE MALFUNCTIONING DOLLIES.

2. Beextracarefulwithyourhands,fingersandfeetwhenconnectingDollies.3. DO NOT WALK BETWEEN TRAINS OF DOLLIES DURING THE LOADING/UNLOADING

PROCESS.4. Make sure the dolly brake is set when loading or unloading a dolly that is not connected to a

tug.5. When pulling a train it is F&E Ground Service Policy not to tow more than three (3) dollies at

a time.




21.6 BAGGAGE CARTS

Baggage carts are used to load and tow loose cargo or bulk loads instead of built up loads such as pallets or containers. The same safety precautions that apply to dollies are to be observed for the baggage carts as well. Carts do not have locks for cargo but rather curtains that are closed and used to hold in the loose items.

SAFETY PRECAUTIONS1. When picking out carts to use, Every cart must be inspected for proper operation and

that all curtains, hitches, brakes and wheels are in place and working prior to being brought to the aircraft. Failure to use proper functioning cart can result in injury, death, dropped cargo or damaged cargo. DO NOT USE MALFUNCTIONING CARTS.

2. Beextracarefulwithyourhands,fingersandfeetwhenconnectingDollies.3. DO NOT WALK BETWEEN TRAINS OF CARTS DURING THE LOADING/UNLOADING

PROCESS.4. Make sure the cart brake is set when loading or unloading a cart that is not connected to a

tug.5. When pulling a train it is F&E Ground Service Policy not to tow more than three(3) Carts at

a time.




21.7 STAIR STANDS

Stair stands are towable stairs used to access the aircraft we service. While we have several versions they are essentially used the same way. Stairs are positioned prior to arrival of the flightsoutsidethecircleofsafetyinthedesignatedaircraftparkingspots.Finalpositioningtakes place after all engines are shut down. When towing a stair stand to the aircraft with a tug, the guide-man must be positioned so as to have eye contact with the tug driver at all times.

SAFETY PRECAUTIONS1. Before each use stair stands are to be inspected for proper operation and that they are

functioning correctly. Check that the tires are serviceable and that the brakes are working. Also look for any obvious defects such as cracked railings or stairs.

2. Ensure the brakes are working correctly.3. DO NOT TOW STAIRS MORE THAN 5MPH.4. Ifunabletopushstairsontotheaircraftwithatug,ensureyouhavesufficientnumberof

people to safely handle moving the stairs.5. Tugs will not be driven under aircraft to place stairs into position.6. Ifstairsarenotpositionedcorrectlythefirsttimerepositionthem,donotleavethem.

Correctly means the stairs are perpendicular to, and 4-6 inches away from the side of the plane and the L1 door can open all the way and lock in place without touching the forward railing on the stair stand, the aft rail of the stair stand should be set 4-8 inches aft of the door opening.

22. LAVATORY PROCEDURES AND TRAININGThe Lavatory Truck is designed to be used safely and in the proper manner with the proper PPE (Personal Protective Equipment) in place. PPE is maintained in the truck and available for use at all times.

The instructions should be followed to insure that safety is maintained at all times. In winter time whenthereisacoupleofhoursbetweenflights,thetruckshouldbemovedtotheMainbuildingandstored inside to keep from freezing.

The truck should also be taken to the Biffy dump at least once a day to insure that odors do not build up inside the building. It is an unpleasant buildup and you don’t want to smell it all the time, neither does anyone else so do the dump at least once a day and keep everyone comfortable.

The PPE is for your use and safety. The PPE you are required to wear are a Full Face Shield, rubber gloves and a rubber coat.

The PPE is available for use and required to be used for your safety.




22.1 PERSONAL PROTECTIVE EQUIPMENT

In the truck are:

Face Shield Raincoat and Disposable Gloves

Rubber Boots Rubber Gloves

There are two types of gloves, use the one of your preference. Either choice is acceptable for use. Also in the truck are the Blue Packets for the Lavatory on the aircraft. Insure 1 packets are dropped into the toilet every time.




22.2 APPROACHING THE AIRCRAFT

When approaching the aircraft, always insure that you have a marshaler guide you back to the lavatory panel to service the aircraft. At no time should you ever decide to just back up to the aircraft without a marshaler being present. Prior to positioning the Lav Truck, open both service doors on the truck. This prevents the doors from contacting the aircraft during servicing. Once there insure the truck is chocked and begin the lavatory servicing.

Lavatory Servicing Procedure




22.3 CONNECTING AND DRAINING THE LAV

After marshaling the lav truck to the lav panel, chock the tires and open the lavatory panel. (1) You will then open the lid being alert for seepage. (2) Connect the Hose from the truck to theconnectorinsuringitlocksintoplacewithaclick.(3)Youthenflipaleveronthesideoftheconnection and (4) pulling the handle letting the lav drain into the truck tank. Insure the hose is completely drained before disconnecting it from the aircraft. When the lav is completely drained, you then reverse the steps to disconnect the hose and close the panel.

22.4 REFILLING THE WATER AND BLUE PACKET

Afterthisisaccomplished,youfilla5gallonbucketwithwater.Takethebucket,2bluepacketsand a small trash bag up to the lavatory on the crew deck. Pour the water carefully into the toi-let, toss the 2 packets into the toilet and empty the small trash can replacing the trash bag with the one you brought up. Insure any spills you may have made are cleaned up before leaving the aircraft.

Supplies needed on the truck are 2 blue packets, a 5 gallon bucket and small trash bags.




22.5 BIFFY DUMP OPERATION

North Bay Door

Open the North Bay Door and pull inside carefully position the trucks dump valve over the Grinder.

The Trucks Dump Valve

The Grinder




Once the truck is over the grinder a photocell is blocked starting the grinder. Use the wash hose to aid in the disposal process.

The entire instructions for use are on the wall to the left of the grinder. Following these instruc-tions will make the task easier and help to prevent spills and guidance in cleanup needed.

INSTRUCTIONS FOR USE

Here are the Controls you will use as needed:

BIFFY CONTROL PANEL

When complete, you exit by driving straight ahead and thru the other door. Insure the dump is cleaned and ready for the next persons use before leaving the dump.

22.6 POTABLE WATER TRUCK

ThePotablewatertruckwillbefilledatthewarehousefromthepotablewaterfillpoint.Itisservicedeveryquarterandtestedeveryyear.Itisonlyusedwhenrequestedforaflightbythecrew.Itwillbefilledandoperatedbyatrainedrampagent.




23. OPENING AIRCRAFT AND CARGO DOORSVisually inspect and report damage on and to the aircraft when opening the doors.

It is the responsibility of all F&E staff to immediately report any damage found on any aircraft we are working. Regardless of cause, all damage found must be reported immediately.

CAUTION: BEFORE MOVING ANY GSE INTO PLACE TO OPEN ANY OF THE DOORS, THE STAFF WILL FIRST PERFORM A VISUAL CHECK FOR DAMAGE. IF DAMAGE IS FOUND YOU WILL STOP ANY GSE MOVEMENT AND NOTIFY THE DM/LEAD AND WAIT FOR INSTRUCTIONS BEFORE PROCEEDING FURTHER. THE DM/LEAD WILL NOTIFY THE CUSTOMER REP. AFTER REPORTING THE DAMAGE, WAIT FOR DIRECTION FROM CUSTOMER REP IN ORDER TO PROCEED. IF NO DAMAGE IS FOUND PROCEED WITH NORMAL OPERATIONS WITH THE MARSHALLING OF ALL GSE UP TO THE AIRCRAFT.

23.1 MAIN DECK

23.1.1 STAIR STAND/STAIR TRUCK TO THE L1 DOOR1. The L1 door will be visually checked for damage. Due to the height of the L1

door, a closer look is needed. 2. The stair stand will be marshaled to the L1 door. When the equipment is in place,

go up to the L1 door and visually scan the door for damage before opening it. Once it is determined that there is no damage, proceed with opening the door.

3. Release the Lock of the door handles and pull them out. Twist the handles clockwise and push the door in, rotating the handle 180 degrees and locking it back into position. Finish moving the door back and swing it into the locked position.

4. Once the door is opened fully, insure it is locked into position. If the door doesn’t lock into place inform the DM/Lead, who will immediately inform the customer. Place a cone in front of the door to hold it in place. Notify the aircraft mechanics of the problem and the DM/Lead will make an entry into the billing sheet concerning the problem.

5. To Close the L1 door, lift the door lock up releasing the door, release the handle lock and pull the handles out. Twist the door handles counter clockwise and swing the door in to the closed position. After the door is closed and secured, push the handles in and ensure they are locked in the stowed position.

CAUTION: REPORT ANY NOTED DAMAGE OR IRREGULARITY TO CUSTOMER OR DESIGNATED REPRESENTATIVE IMMEDIATELY FOR INSTRUCTION PRIOR TO FURTHER HANDLING.




L1 Door

WARNING: IN CASE OF HIGH WIND SITUATIONS, THE AIRCRAFT MAINTENANCE REP MAY ACTUALLY CLOSE THE L1 DOOR DURING GROUND TIME, TO MINIMIZE EXPOSURE AND PREVENT DAMAGE.

CAUTION: WHEN POSITIONING LOADERS ON AIRCRAFT, THE GUIDE RAILS MUST BE PROPERLY INSTALLED AND THE LOADER POSITIONED SO THE RAILS WILL PREVENT DAMAGE TO THE AIRCRAFT WHILE LOADING/ UNLOADING. THE LOADER OPERATOR MUST ALSO BE AWARE OF THE INCLINE OF THE AIRCRAFT AND TAKE INTO ACCOUNT WHEN POSITIONING THE LOADERS.




23.1.2 NOSE CARGO DOOR/MAIN DECK LOADER1. Before opening the nose door, visually scan from the outside to see if there is

any damage. If none is found open the nose door as per the instructions on the control panel. Only staff familiar with the nose door operation should operate it.


2. Marshal the main deck loader into place making sure it is lined up correctly and the loader is never in contact with the aircraft.

3. While the Loader is being used on the Main Deck and the bridge is raised, do not climb up and down the ladder unless it is an emergency situation. Use the stair stand at the L1 door to access the main deck for cargo movements. This is to prevent someone from falling off the ladder and receiving major injuries. When used on the lower deck the ladder may be used as needed.

4. Once the cargo loading/loading task is complete the loader is marshaled away from the aircraft. Ensure that the loader is clear before closing the door.

5. As the nose door is lowered back into its original place make sure that all the doors locks are engaging.

6. Finally all the lights on the nose door diagram should be green signifying the nose is locked in place.

7. After the door is closed go back outside the aircraft and visually check the nose door again for any damage.

Aircraft Nose Door





23.1.3 SIDE MAIN CARGO DOOR/MAIN DECK LOADER1. Before opening the side main deck cargo door the DM/Lead or a designated

person will do a visual check on the outside. Unlatch the door latch cover and release the door lock. Once this is done power is activated to open the door. Finish to electrically open the door using the switch on the door control panel, aft of the cargo door.

2. After the door is then opened the door operator will visually search the door for damage on the inside of the door and around the seals.

3. The loader should never contact with the aircraft and remains 4-6 inches away from the aircraft at all times.


4. To close the side cargo door, make sure all cargo and personnel are clear of the area. Activate the door switch to the close position and watch the door come down.Asthedoorfinishesclosingitwillrotatethelocksandlatchthedoorclosed. Visually check all the locks to ensure they latched. Next, close the door latch and secure the latch cover.

5. Prior to closing the door look for any damage that may have happened while loading/unloading the aircraft.

6. When closing the door, make sure the door closes and seals properly with all the locks engaged.

Main Cargo Door

CAUTION: ALL CARGO DOORS SOMETIMES GET STUCK OPENING AND CLOSING. TRY AND RECYCLE THE DOOR. THIS MEANS EITHER RE-SHUT OR RE-OPEN THE DOOR AGAIN. IF THE DOOR FAILS TO OPERATE, INFORM THE DM/LEAD AND THEY WILL INFORM MAINTENANCE REP/CUSTOMER REP. AND ASSISTANCE WILL BE GIVEN TO COMPLETE THE OPERATION.




23.2 LOWER DECK

CAUTION: WHEN POSITIONING LOADERS ON AIRCRAFT, THE GUIDE RAILS MUST BE PROPERLY INSTALLED AND THE LOADER POSITIONED SO THE RAILS WILL PREVENT DAMAGE TO THE AIRCRAFT WHILE LOADING/ UNLOADING. THE LOADER OPERATOR MUST ALSO BE AWARE OF THE INCLINE OF THE AIRCRAFT AND TAKEN INTO ACCOUNT WHEN POSITIONING THE LOADERS.

23.2.1 LOWER DECK FORWARD CARGO DOOR/LOWER DECK LOADER1. Before the loader is brought up to the aircraft the door is visually checked for

damage. Insure the cover of the electric switch is closed fully. If it is not, take a picture of it before opening the cargo door and let the customer know of the situ-ation.


2. A belt loader or appropriate ladder should be used to open the door. When using the belt-loader to open the door. Approach the aircraft slowly with the boom in theloweredposition;guidethebeltloaderintofinalpositionandraisethehandrail. Adjust the boom to allow the operator to safely reach the door latch and control panel. The boom of the belt loader should not be raised higher than 60”, or higher than the bottom of the aircraft lower deck door upon opening.

3. While opening the door the operator will visually check the door seals for dam-ageandforanylocksthatmayhavebeenleftdownorcamedowninflight.

4. The door seals are painted in orange or red. If the seals are ripped, smashed or bentsignificantly,ceasethispartoftheoperationandinformtheDM/Leadandthey will inform maintenance Rep/customer Rep.

5. To open the lower side cargo doors, release the cargo door latch. This will unlock the doors and allow power to go to the electric switch. After the latch is opened, open the door panel for the electric switch and activate the switch in the up position. The light should turn from green to red indicating the door is now unlocked. Ensure nothing is in the way of the door swing and monitor the open-ing of the door to make sure no contact with belt loaders and ladders happens.


6. The loader will be positioned correctly, 4-6 inches away on the aircraft using a marshaler. On the lower deck forward, the loader will be lined up with the left pallet guide rail on the loader’s bridge.

7. The loader will never come in contact with the aircraft.




8. While the Loader is being used on the Lower Deck and the bridge is raised, you can use the ladder as needed. (1) Insure that you use always face the ladder when ascending or descending.(2) Use at least one hand to grasp the ladder.(3) The top of the ladder should never be used as a step.(4) Ladders should never be moved, shifted or extended while occupied.(5) Never carry an object or load that could cause you to lose your balance.

9. To close the lower cargo doors, ensure everything and everyone is clear. Activate the electric switch to the close position. The door will come down and close. Monitor the closing operation to ensure the door does not come in to contact with anything while closing. When the door is fully closed the green light will come on next to the switch. Next proceed to close the door latch, ensure itisproperlyclosedandsecuredforflightbyensuringitisandit’slatchesareflushwiththedoorsurfaces.Closedtheswitchdoorpanelandensureitandit’slatchesareproperlyclosedbycheckingtomakesuretheyareflushwiththesideof the aircraft skin.

Forward Lower Deck Cargo Door






23.2.2 LOWER DECK AFTER CARGO DOOR/LOWER DECK LOADER1. Before the loader is brought up to the aircraft the door is visually checked for

damage. Insure the cover of the electric switch is closed fully. If it is not, take a picture of it before opening the cargo door and let the customer know of the situation.


2. A belt loader or appropriate ladder should be used to open the door. When using the belt-loader to open the door. Approach the aircraft slowly with the boom in theloweredposition;guidethebeltloaderintofinalpositionandraisethehandrail. Adjust the boom to allow the operator to safely reach the door latch and control panel. The boom of the belt loader should not be raised higher than 60”, or higher than the bottom of the aircraft lower deck door upon opening.

3. While opening the door the operator will visually check the door seals for damageandforanylocksthatmayhavebeenleftdownorcamedowninflight.

4. The door seals are painted in orange or red. If the seals are ripped, smashed or bentsignificantly,ceasethispartoftheoperationandinformtheDM/Leadandthey will inform maintenance Rep/customer Rep.

5. To open the lower side cargo doors, release the cargo door latch. This will unlock the doors and allow power to go to the electric switch. After the latch is opened, open the door panel for the electric switch and activate the switch in the up position. The light should turn from green to red indicating the door is now unlocked. Ensure nothing is in the way of the door swing and monitor the open-ing of the door to make sure no contact with belt loaders and ladders happens.


6. The loader will be positioned correctly on the aircraft, 4-6 inches away using a marshaler.

7. While the Loader is being used on the Lower Deck and the bridge is raised, you can use the ladder as needed. (1) Insure that you use always face the ladder when ascending or descending.(2) Use at least one hand to grasp the ladder.(3) The top of the ladder should never be used as a step.(4) Ladders should never be moved, shifted or extended while occupied.(5) Never carry an object or load that could cause you to lose your balance.

8. On the lower deck aft, the loader will be lined up with the left pallet guide rail on the loader’s bridge.

9. The loader will never come in contact with the aircraft.




10. To close the lower cargo doors, ensure everything and everyone is clear. Ac-tivate the electric switch to the close position. The door will come down and close. Monitor the closing operation to ensure the door does not come in to contact with anything while closing. When the door is fully closed the green light will come on next to the switch. Next proceed to close the door latch, ensure itisproperlyclosedandsecuredforflightbyensuringitisandit’slatchesareflushwiththedoorsurfaces.Closedtheswitchdoorpanelandensureitandit’slatchesareproperlyclosedbycheckingtomakesuretheyareflushwiththesideof the aircraft skin.

NOTE: The area in the lower deck aft door is smaller than the forward area.Rear Lower Deck Cargo Door





23.2.3 BULK CARGO DOORBefore the belt loader is brought up to the aircraft the door is visually checked for damage.Insurethedoorhandlesareflushandfullylockedbeforeopening.Ifnot,take a picture of it before opening the cargo door and let the customer know of the situation.A belt loader or appropriate ladder should be used to open the door. When using the belt-loader to open the door. Approach the aircraft slowly with the boom in the loweredposition;guidethebeltloaderintofinalpositionandraisethehandrail.Adjust the boom to allow the operator to safely reach the door latch. The boom of the belt loader should not be raised higher than 60”, or higher than the bottom of the aircraft bulk door upon opening. The belt loader will never touch the aircraft. The belt loader will be aligned with the right side hand rail in line with the right side of the bulk door. The belt loader will be 2-4 inches away from the aircraft. While opening the door the operator will visually check the door seals for damage. When opening the bulk door, it must be pushed up and locked to keep it from falling down on someone. If it does not lock up immediately inform the customer and maintenance. If it takes a lot of strength to push it up, inform the customer and maintenance so that it may be repaired. Insure an entry is made into the billing sheet concerning damage to the bulk door.Whenfinishedwiththeoperation,unlockthedoorandlowerituntilitseals,locksandthehandlesareflushwiththedoor.Lowerthebeltloaderuntilitisallthewaydown then use a marshaler to back away from the aircraft to a safe difference to turn around and drive away from the aircraft.

24. PUSHBACK/TOW TRACTORS1. At times our customers will be parked on gate or other areas that will require the use of an

aircraft push/tow tractor. Other times we will use the push/tow tractor to move aircraft from one part of the airport to another for operational needs.

2. Thetowtractormustbeusedwithtowbarsspecifictothetypeofaircraftneededtomove,i.e. 747, 757, MD11 etc… Always make sure to use the correct tow bar for your aircraft when pushing or towing.

3. As well as a tow bar, a nose gear steering by pass pin must be installed to allow the towing operation to occur.

4. This training addresses Towing and Push out procedures to be used in Company operations. 5. Contractors towing Company aircraft may use their own procedures currently approved for its

operations, if approved by The Company Director, Maintenance.6. Use only approved tractors, tow bars, tow ropes, or cables, when towing aircraft (refer to the 747

Maintenance Manual).7. The 747 aircraft has provisions for conventional tow tractor operations. Normal towing is

accomplished by a tractor and tow bar attached to a tug on the nose landing gear.




24.1 AIRCRAFT TOW BAR INSPECTION

All aircraft tow bars are to be inspected daily prior to use. The following items are to be inspected:1. Shear pins - Inspect for their presence and check shear pin indicator if applicable.2. Tow Bar head - Inspect the tow bar head (lugs, locking handles, pins) for obvious damage.3. Leaks - Inspect hydraulic pump and actuator for leaks.4. Undercarriage - Check for proper retraction.5. Wheels-Checkforfreeturning,inspectforflatspots.

24.2 PRIOR TO DEPARTURE1. Install Nose gear steering bypass pin.2. Establish Ground to cockpit communication.3. Connect Ground power (where applicable).4. Install Chocks.5. Conduct Aircraft damage inspection.




24.3 STEERING BY-PASS PIN

Once an inbound aircraft is brought to a full and complete stop, either on the taxiway (awaiting TowBarhookup)oronthefinalparkingspot,itiscriticalthatFlightDecksteeringcapabilitytothe Nose Gear be immediately suspended (disengaged) before commencing further operations involving the Nose-Gear Wheels (i.e., Tow Bar connection). Insert the Bypass Pin in its insertion hole.

WARNING: FAILURE TO INSERT THE NOSE WHEEL STEERING BYPASS PIN CAN RESULT IN SERIOUS INJURY OR DEATH AS WELL AS SIGNIFICANT DAMAGE TO THE AIRCRAFT AND TRACTOR.

24.4 TOW BAR CONNECTION PROCEDURES1. Ensure the aircraft steering by pass pin has been installed.2. Roll the tow bar up to the aircraft by hand.3. Place the tow bar at the nose wheel, insert the tow bar axle adaptor into the nose wheel

axle and secure tow bar locking handle.4. Move push back tractor into position with the coupler placed directly over the tow bar eye.5. Insert the tow bar in to the tractor hitch eye and drop into the tow bar coupler pin.6. Retract the tow bar undercarriage if applicable.

24.5 TOWING OF AIRCRAFT

Exercise care to prevent damage to aircraft and equipment, especially in the following situa-tions:1. Congested areas where maneuvering clearances are at a minimum.2. High winds are prevailing.3. Where the ramp is covered with ice ruts or snow drifts.




24.6 TRACTOR DRIVER/GUIDE MAN1. The Push Back Crew comprise of two wing walkers and a tractor driver. The driver will

performs the function of a guide man.2. The tractor driver shall be responsible for the safety of all towing and push out operations.3. During the push back the guide man/tractor driver will monitor the wing walkers while

maintaining surveillance of the tow bar and nose gear to ensure the rate of turn does not exceed the red limit line marked on the nose landing gear.

4. Exceeding the limit line will cause damage to the nose gear.5. The tractor driver shall be assisted by signalmen as necessary.

6. For towing operations a brake rider will be positioned in the cockpit.

24.7 WING WALKERS1. The wing walkers will be positioned so they are in constant visual contact with the guide

man/tractor driver.2. The all clear will be signaled by the wing walkers by holding the outer arm up while moving

in a rearward motion until the termination of the push back. 3. If during the push back, encroachment is noticed by a wing walker, he/she will drop both

arms to his/her side at 45 degrees angle and the guide man/tractor driver will stop.4. Upon clearing the area the wing walker will point to aircraft and raise his/her outside arm to

continue the push back.

24.8 COMMUNICATION

Interphone communication shall be maintained between the tractor driver and the pilot/brake rider.

When the interphone system is inoperative or otherwise unavailable operations will be conduct-ed using approved hand signals.

The tractor driver is responsible to ensure that all involved are familiar with the hand signals to be used.

24.9 COMMUNICATION INTERRUPTION1. The Push Back operation must stop immediately if interphone contact between the cockpit

and the ground is lost.2. With the agreement of the Captain, the push back can resume with the use of hand signals,

however; eye contact with the cockpit must be maintained at all times.




24.10 PUSHBACK PRE-DEPARTURE PROCEDURES

Prior to aircraft departure ensure the following items are completed:1. Aircraft walk-around, door security and FOD inspection have been completed.2. All equipment is removed from aircraft and placed behind clearance lines.3. Jet bridge is retracted or stairs are removed.4. Nose gear steering by-pass pin is installed before tow bar is connected to the aircraft.5. Chocks are removed.6. Two wing walkers are in place with lighted wands for night operations (where and when

required).

Upon completion of the above steps, advise the crew you are ready for push back to begin.

24.11 PUSHBACK1. Upon ensuring that the jet bridge or stairs are clear of the aircraft, the guide man/tractor

drivershouldflashtheheadlightsofthetractorsignalinghe/sheisreadytocommencepushback.

2. This is a signal to the wing walkers that push back is to begin.

24.12 DURING AIRCRAFT PUSHBACK1. During Aircraft Towing Ensure The Following:2. Nose gear steering limits are monitored at all times.3. Clearance for engine start is given only after aircraft is clear of gate area.4. Prior to departure salute, the designated person must display the by-pass pin to the captain.5. DeparturesaluteisonlygivenaftertheCaptainhasflashedthenosegearlightsonceor

givenavisualsignalconfirmingthathehasseenthebypasspinandheisreadytodepart.6. Thedeparturesalutemustbegivenwiththeapprovedsignalusingawandorflashlight.

24.13 SAFETY PRECAUTIONS

There are a several number of hazards connected with push-back operations including the potential for serious personal injury and/or equipment (ground equipment and aircraft) damage. By applying the following procedures and precautions you will minimize the potential for any occurrences:1. Ensure the aircraft bypass steering pin is installed 2. Never connect or disconnect a tow bar to an aircraft if the nose wheel is not centered at 0

degrees ( nose wheel aligned with aircraft fuselage).3. Never connect or disconnect a tow bar to/from an aircraft without immediately connecting

the tow bar to a tractor.4. Never exceed the maximum aircraft turn limit, as indicated by the red line on the nose gear

door.5. Never assume a procedure has been accomplished, verify for yourself by the use of ground

cockpit communications either by voice or hand signals.6. Never replace a shear bolt, if a shear bolt is damaged notify a Supervisor immediately and

take the tow bar out of service until the shear bolt is replaced.




24.14 TOW BAR CONNECTION/DISCONNECTION PROCEDURE1. Insert the nose gear bypass pin.2. Before push back, attach the tow bar to the aircraft nose gear and lock it in place.3. Using a marshaler, connect the tractor to the tow bar.4. Walking over the tow bar when connect to the aircraft is prohibited.5. Make sure the tractor is at a completed and disconnect the tow bar from the tractor.6. Disconnect the tow bar from the aircraft. Reconnect the tow bar to the tractor to move the

bar out of the taxi area.

SAFETY PRECAUTIONS1. Never walk over the tow bar.2. Always ensure the bypass pin is in place before connecting the tractor to the aircraft.3. Always ensure to use a marshaler to connect and disconnect the tractor to the tow bar/

aircraft.4. Ensure headset communications work with the cockpit.

25. RAMP OPERATIONS PROCEDURES

25.1 SECURITY

SecurityrequirementsforeachairlinevaryaswellasF&E’sdutiestothoseairlines.Specificrequirement are included in the security training manual for each airline.

25.2 CATERING

Airlines use Airline Support and LSG-Sky chefs as caterers in ANC. As a ramp agent, it is imperative that catering delivered to aircraft coincides with the order submitted to the appropri-ate caterer. The contracted caterers are responsible for the disposal of inbound trash aboard the planes as well as emptying the ice coolers if it is necessary. Please ensure this is accom-plished. NooneistoremoveanyfoodordrinksfromtheflightsaftertheyarriveinANC.

25.3 DECK VERIFICATIONS

Tech Flights –Deckverificationsfortechflightsconsistsofensuringthatthecargointransitis still properly locked into place, that cargo is not leaning onto the walls, leaking or otherwise unsuitable for continued carriage with out repair or adjustment.

Cargo Loading Flights –Deckverificationsarethesameasthetechflightsuponarrivalswiththeadditionalrequirementsthatpriortodeparturetheonloadedcargoisverifiedagainsttheon load instructions for proper placement and properly secured into the locks. The cargo doors mustalsobeverifiedclosedandlockedforeachdooropened.




25.4 INTERNATIONAL FLIGHTS

Whenmeetinganyflightfromaforeigncountrywemustfollowtheestablishedproceduressetby C.I.Q., which stands for Customs, Immigration and Quarantine.

Proceduresforairlineemployeesworkingonaflightin-boundfromaforeigncountryareasfol-lows:

After plane blocks in, the following rules are followed:1. Thepersoncompletingthedocumentationfortheflightmayentertocollectthepaperwork.2. One engineer/maintenance person may enter plane to discuss maintenance problems with

the inbound crew.3. NooneelsemayenterplanewithouttheAgricultureOfficerspermission,oruntilitis

waived.4. The plane is considered waived when the crew de-boards, or after 10 minutes on the

blocks,whichevercomesfirst.5. The de-caterer must have boarded the plane and removed garbage and remaining food

from the galley.6. After de-caterer leaves, other people may enter plane, cargo doors may be opened, etc.

NO FOREIGN FOOD MAY BE REMOVED FROM THE PLANE OTHER THAN BY A DECA-TERER WHO IS WORKING UNDER A COMPLIANCE AGREEMENT.

NO new food may be put on the plane until after plane has been de-catered, and foreign food removed. If food is co-mingled, the de-caterers and/or Agriculture are required to seize and destroy all the food.

25.5 CHOCK PLACEMENT ON AIRCRAFT1. Nose Gear: After the aircraft has stopped in its parking position, place 2 nose wheel chocks

on the downhill side and tight up against the tires. Place another chock on the uphill side and about 2-3 inches away from the tire. On departure you can only remove the nose gear chocks when the mechanic or person on the headset has instructed you to do so. They will manually turn the nose wheels for you to remove the chocks. They are the only one approved to manually turn the nose wheel.

WARNING: STAND OFF TO THE SIDE OF THE TIRES WHEN PULLING THE CHOCKS. CHOCKS HAVE BEEN SENT SHOOTING OUT AND COULD BREAK YOUR LEG IF YOU ARE HIT BY THE FLYING CHOCKS.

2. Main Gear: Once you have the mechanics or person on the headset approval, you can place the main gear chocks and these will be 2-3 inches away from the outside main gear tires. On departure, with the approval of the person in charge you may remove the main gear chocks.

3. On Romeo ramp the downhill side is the front of the nose gear tires. On Papa ramp the downhill side is the back of the nose gear tires. In all cases the main gear tires will always be 2-3 inches away from the tires.

4. F&E standard for the main gear tires is they are on the outside main gear and 1 in front and 1 in back. This can be changed by the aircraft company’s procedures or policies.




26. CARGO ONLOAD/OFFLOAD PROCEDURESThefollowingproceduresaretobeusedforallon-loadingandoffloadingofcargo.

26.1 DUTY MANAGER (DM)

Tobecompleted1hourpriortotheflight’sarrival:

Ensure all the proper paperwork is in your possession, any special instructions for cargo are understood,aswellasthecurrenttimesandparkingspotareknown.Checkforconflictsinaircraft parking and equipment use.

26.2 RAMP

Tobecompletedatleast30minutespriortotheflight’sarrival:1. Start and warm-up all equipment that will be needed. 2. Stage all cargo in the order that it will be on-loaded. 3. Ensure all equipment (Loader, Tail-stand, tugs, dollies) is out of the aircrafts path, but

staged and ready for use. 4. Check the cargo for any Hazardous Materials, ensure that you have the loading instructions

andthateverythingisreadyfortheflight.5. Check and ensure all cargo nets are serviceable and properly secured and that there are no

leaning or miss-stacked pallets.

26.3 AIRCRAFT ARRIVAL

To be completed upon aircraft arrival:1. Do not enter the aircraft until after Customs/Agriculture has cleared the plane or after 10

minutes, if they are not present.2. PickupHazardousMaterialspaperworkfromtheflightdeckandcheckitforcompatibility,

and position, as well as ensuring the paperwork is correct. Perform deck check and ensure all locks, nets and pallets are properly installed or locked down, as well as checking for serviceability and whether the inbound load is correct.

3. Inform DM of any errors or changes. 4. Upon opening the cargo door, marshal the Loader in from the deck, and ensure it’s proper

placement.5. Ensure the tail-stand is in place before off-loading (If needed). The Pay-Mover is NOT to

be used in place of a tail-stand.6. Offloadtheaircraftstartingwiththeaftsectionfirst.7. Ensurealloffloadedcargoispre-positionedaccordingtoitsuploadsequence(firston,

second,etc)onthenextflightitgoeson.8. Place the Hazardous Materials paperwork for this cargo in the net on the pallet.9. Haveallcargodestinedforthewarehousemovedoutoftheway,untiltheflightisgone.

PlaceanyHazardousMaterialdoc’sforthiscargointheofficeforlateruse.10. Check all on-loading cargo for the proper tags and sequence as well checking for any

Hazardous Materials paperwork.




11. Once on loading is complete, ensure pallets are fully locked down: and secured and that any voided positions have all locks raised. Ensure the cargo doors are fully shut and that all documents are completed.

12. Ensure all equipment is cleared away safely from the aircraft before pushback or departure.13. Check for FOD.

26.4 AIRCRAFT DEPARTURE

To be completed after the aircraft’s departure (Goal, 1 Hour):1. All warehouse cargo moved to the warehouse and stored.2. All checklists completed and all paperwork returned to Ops.3. Update DM on the cargo status, as well as any problems.

26.5 SITUATIONAL AWARENESS

AllAgentsareexpectedtoknoworhaveagoodideaofwhatishappeningwiththeflightsontheirshiftaswellageneralknowledgeofalltheflightsfortheday.Knowingifthereisamain-tenance problem, when an aircraft is arriving or departing, if there is any movement of cargo, whentoexpectcrewsintheoffice,alarmsaresetforthenextcrewwakeups,GSEreadyandin position, knowing where your vendors are, etc.

We’ve always been of the mindset that you need to be 3 steps ahead of everything, if not, you’re behind.

Flight following, ramp handling and situational awareness goes hand in hand. It’s more than just keepingafileoftimesandeventsfortheflight.Itentailskeepingcompleterecordoftheflight’sactivity before it arrives and after it departs our station.

Informationregardingaflightincludesandisnotlimitedtothefollowing:1. Copiesoftheflightplan,weather,andNOTAMS.2. Completed Weight & Balance.3. Arrival and Departure messages sent.4. Meal orders.5. Fuel information.6. Crew listings.7. Delay information.8. Documenting important events as they happen.9. Load sheets completed and sent out.10. GSE positioned and ramp set up.11. Andanyotherpertinentinformationabouttheflight.

Why do we keep this information? Not only is this information a FAA requirement to have in thevariousairlineswehandleflightfile,itisthefirstplacetheNTSB(NationalTransportationSafety Board) will look in an event of an accident. Since “we” being the last ones to have contact with the crew, we would have the last signatures from the Captain and also have verifiedallinformationasbeingcorrect.




Flightfollowingdealswithmorethanjustpaperwork.Itiskeepingeveryaspectofthatflightin the forefront of your mind. Proper preparation prevents poor performance and could never bemoretruethanitishere.ForeveryflightthatcomesintoANC,thereareatleast3hoursofpreparation. From ordering meals to printing forms and crew listings to arranging transportation and ground services to cargo issues and weight & balance, every moment is involved with as-pectsofthatflight.Flightfollowingbeginswhentheflightleavesthepreviousstationandendswhen it arrives at the next.

Attimes,theremaybeasmanyas10-20flightsaday.Anymiscommunication,failuretoac-complish a particular task on time or correctly, and not paying attention to certain aspects of thatflightcouldleadtodelays,accidents,injuries,andvendorsnotbeingnotified,etc.

Also,airlineswehandlecouldbesubjecttofinesfromnumerousGovernmentalagenciessuchas Customs and the FAA.

Again, proper preparation prevents poor performance, poor performance leads to playing catch up where problems could become bigger problems later. Staying ahead of the game, having everythingaccomplishedinatimelymanner,andbeingawareofeverythingaboutthatflightwillsave you a lot of heartache later.

27. ANCHORAGE EQUIPMENT POSITIONINGDue to safety concerns F&E Ground Services will institute the following procedures to the posi-tioningofequipmentbeforeandafterflighthandlingtohelpensureasafeandefficientopera-tion.

27.1 AIRCRAFT ARRIVALS

ALL PARKING LOCATIONS- GSE equipment and Vehicles will not be parked inside the wing span or within the red ground marking lines of any aircraft arriving on any of the Romeo or Papa parking locations. All GSE and vehicles must be placed outside of the parking locations in case aircraft fail to stop or slide past the assigned parking location.

STAIR STANDS- May be staged in an adjacent area outside of the assigned transit parking location.

OR

STAIRSTANDSmayberetrievedfromequipmentstagingareaafterflighthasblockedin.

Exception- The only exception to equipment inside the wingspan of the aircraft is when as-signed parking onto a Passenger (N) gate on the terminal. All equipment must be staged out-side of the red marked safe areas.

WARNING: EXTREME CAUTION MUST BE USED WHEN PARKING AIRCRAFT ON PASSENGER GATES. EQUIPMENT PLACEMENT AND EXTRA STAFFING FOR GUIDE MEN ARE REQUIRED.

WARNING: ALL EQUIPMENT IS REQUIRED TO BE CHOCKED WHEN NOT IN USE ON THE RAMP.




27.2 AIRCRAFT DEPARTURES

27.2.1 ROMEO PARKING SPOTS: R2/R3/R4

WARNING: STAIRS AND GSE ARE NOT TO BE PRE-POSITIONED AT ANY TIME INSIDE THE WING AREA FOR AIRCRAFT TAXING INTO OR OUT OF PARKING.

When GSE are removed from the aircraft for departure they are to be moved away from the aircraft and be positioned in a way that they are out of the aircrafts wingspan and outside the red ground markings for taxing out as well as clear of jet blast.The stairs may be removed and placed on an adjacent spot outside of the transit flightsparkingarea.ThemarshalermustverifyallGSEisclearedfromthearea.ORThe stairs may be returned to the equipment staging area prior to departure of the aircraft.


27.2.2 ROMEO PARKING SPOTS: R7/R8/R9/R10/R11/R12/R13/R14


When GSE are removed from the aircraft for departure they are to be moved away from the aircraft and be positioned in a way that they are out of the aircrafts wingspan and outside the red ground markings for taxing out as well as clear of jet blast.Thestairsmayberemovedandplacedonanadjacentspotoutsideofthetransitflightparkingareathathasnoflightsscheduledtoarrive.ThemarshalermustverifyallGSE is cleared from the area.ORThe stairs may be returned to the equipment staging area prior to departure of the aircraft.





27.2.3 PAPA PARKING SPOTS: P1/P2/P3


When GSE are removed from the aircraft for departure they are to be moved away from the aircraft and be positioned in a way that they are out of the aircrafts wingspan and outside the red ground markings for taxing out as well as clear of jet blast.The stairs may be removed and placed on an adjacent spot outside of the transit flight parkingareathathasnoflightsscheduledtoarrive. The marshaler must verify all GSE is cleared from the area.ORThe stairs may be returned to the equipment staging area prior to departure of the aircraft.


28. CARGO AND WAREHOUSE PROCEDURESFEAM Ground Services has set up facilities at Anchorage Cargo Port.

The warehouse is a Customs Bonded Facility (FIRMS Code = W757)

NOTE: Security must be maintained at all times. Only authorized staff may enter the warehous-es for business purposes only.

NOTE: When leaving the warehouse it is required to ensure all man doors and the garage door is closed and locked and CCTV is operational to ensure proper security of the cargo facility.

28.1 IMPORT CARGO HANDLING

28.1.1 RAMP CARGO DELIVERY1. Cargo delivered to the warehouse shall be logged into the appropriate carriers

Import Cargo Log with employee name and badge number delivering the cargo.2. Original documents shall remain in the Import Cargo Log for warehouse staff

handling.




28.1.2 WAREHOUSE STAFF HANDLING1. Verify correct arrival of cargo pieces and (weight as required) against carrier

manifest upon ULD breakdown and or bulk cargo arrival check.2. Note any damage and or irregularities and document (pictures) and immediately

report to carrier and Management.3. Store cargo to appropriate In-Bond area.4. Verify manifest with arrival documents and Import Cargo Log for accuracy and

report any discrepancy to carrier and Management immediately.5. Prepare FEAM warehouse handling invoice to submit to consignee or their agent

attimeofarrivalnotification.6. Review arrival documents and contact appropriate party (e.g. consignee, cus-

toms broker) as per AWB instruction.7. Breakdown documents for Import Cargo Log, FEAM copies and consignee or

customs broker (AWB, Manifest, Commercial Invoice, Packing List etc.).8. Upon instruction from consignee or their customs broker, forward all documents

by fax or email as instructed ensure party is advised of FEAM handling charges and FEAM Invoice is included.

9. PrepareandattacharrivalnotificationsliptoFEAMarrivalcopiesandinsuretolog all contact information throughout process until release.

10. Coordinate with consignee and/or customs broker for any customs inspection required and ensure we are available for inspection appointment.

11. Coordinate release (delivery) upon receipt of customs release according to instruction of consignee or their agent. (If other party then stated on AWB we require release order from consignee).

12. On receipt and or advice of customs release move cargo from In-Bond storage to domestic/cleared storage.

13. Release (load-out) cargo as instructed after receipt of:(1) Customs delivery authorization (Including USDA, USFWS as required).(2) Customer signature to delivery receipt of AWB for all cargo in good

condition.(3) Receipt of all FEAM charges.

14. Post release handling:(1) Deliveryreceiptoriginalandcustomsreleasedocumentsfiledincarriers’

Import Cargo Log.(2) CopyofDeliveryreceiptandcustomsreleasedocumentstoFEAMfile.(3) Send Proof of Delivery to carrier (email/fax) Delivery receipt/customs

release.(4) Turn over FEAM handling charges received and Invoice to Administration.(5) Review carrier and FEAM logs for accuracy and completion.




28.2 EXPORT CARGO HANDLINGFEAM Ground Services has set up facilities at Anchorage Cargo Port.The warehouse will accept and prepare export cargo for contracted Carriers.Cargo acceptance is limited to carriers as their Authorized Representative under the carriers TSAapprovedSecurityProgram.OnlyFEAMstaffthataretrainedandqualifiedbyCarriersSecurity Program may undertake the acceptance of cargo for shipment by air for the carrier (See 28.2.3 for carrier listing and program).

28.2.1 CARGO ACCEPTANCE1. China Airlines will send forecast information notifying FEAM of export cargo, in-

cluding name of shipper, quantity, commodity and build-up instructions (e.g. ULD and/or Bulk).

2. ChinaAirlinesisrequiredtoconfirmstatusofshipperasperTSArequirementsand advice FEAM for appropriate handling.

3. Upon arrival of export and prior to unloading to warehouse (accepting) all re-quiredsecuritydocumentationistobeverifiedandappropriatecopiesobtained(IDverification,SealIntactverification,LockedTruckverification)fromentitytendering cargo on behalf of shipper per China Airlines forms (TSA21 Driver Verification&ConsentForm,TSA26CargoScreeningRecordFreighter).

NOTE: If any question as to validity of documentation and or cargo do not accept cargo and report immediately to Carrier and Management prior to acceptance.

4. Afterconfirmationofsecuritydocumentationunloadcargotowarehouseandverify correct pieces and weight (scale), perform required screening and docu-ment completion, and store cargo and/or unitize as per carrier instruction.

5. Review and log documents to export cargo log and turn over original documents to carrier insuring following copies are retained:(1) Export Log Carrier Airwaybill (AWB), Commercial Invoice, Packing List and

Security Documents.(2) Export Log FEAM Airwaybill (AWB), Commercial Invoice, Packing List and

Security Documents.(3) TSA 30 day log Airwaybill (AWB), and Security Documents.

28.2.2 CARGO UNITIZATION1. Prepare Unit Load Device (ULD) carrier has instructed to use for shipment verify-

ing ULD is serviceable and tare weight is recorded to ULD Talley sheet.2. Assemble any required additional Tie-Down equipment (T/D) and/or dunnage

and record weight to ULD talley sheet.3. LoadcargotoULDaspercarrierGSMandsecure,insureverifiedweightis

recorded to ULD talley sheet.4. Scale completed ULD, print out Gross ULD weight slip and attach to ULD talley

sheettoverifyfinalULDweight.5. Turn over completed ULD talley sheet to carrier and retain original with Export

Cargo Log FEAM and copy to Export Cargo Log carrier.6. Notify Duty Manager ULD completion and coordinate pick-up delivery for loading

with ramp staff.




28.2.3 CARRIER SECURITY PROGRAM CERTIFICATION LIST1. China Airlines (All Cargo International Security Program A.C.I.S.P).

28.3 TRANSIT CARGO HANDLING

Carriermayhavetooffloadandstorecargoforvariousoperationalreasons.InthesecasesFEAM will ensure the safe transfer, storage and return of these cargoes for re-loading opera-tions.UponnotificationfromcarriertheDutyManagerwillcoordinatewiththeWarehouseSupervisor for transit cargo.1. ConfirmwithDutyManagerastostatusofTransitCargo(e.g.Import/Export).2. Prepare adequate space in warehouse for secure storage of cargo ensuring Customs In-

bond cargo is stored as required separated from domestic (cleared) cargo.3. If due to volume of cargo separation cannot be maintained in normal Bonded areas notify

Managementandarrangefortemporarybondedstoragewithsecuritystaffinginnon-bonded warehouse area. Maintain records of required manpower for security and report to management for billing purposes.

4. Complete Carrier Transit Cargo Log for arrival to and departure from Warehouse.

28.4 UNIT LOAD DEVICE (ULD)

Customer ULD’s are stored in the warehouse and are to be kept in an accessible location for use as required. A log of empty ULD’s for each customer should be maintained.

These logs should include the ULD number, Date the ULD was received and removed from the warehouse.

The logs will be kept on a monthly basis and the current month will need to be onsite in the warehouse for customer review (See Attached Log).

28.5 DANGEROUS GOODS1. Store Import, Export and Transit cargo.2. Accept export cargo for unitization and loading.3. OnlyappropriatelycertifiedstaffwillbeassignedDGduties.4. Will not repackage DG cargo. If that becomes necessary then a third party will be contacted

for the repackaging or repairing of DG cargo under FEAM supervision.

FEAMwarehouseandrampstaffmaintainscertificationforIATAcategory6&8dependentonjob assignment. Refer to training records for individual credentials.




28.6 WAREHOUSE SECURITY PROCEDURES

Entry into the warehouse is by keyed access only. The doors are self-locking and should be checked that they are in working order and locked when leaving the warehouse. The overhead door can only be opened from the inside and needs to be completely closed when no one is present at the warehouse.

There is a security camera to record everything that occurs in the warehouse and records via motion sensors on a 24/7 basis. Stored footage can be reviewed should any cargo discrepan-cies arise and need investigation.

In the case of damaged or valuable cargo, a caged area designated for this type of cargo in the warehouse is provided to keep the cargo separate from other transit and built up cargo is kept locked at all times. Only staff designated by the Station Manager will have access to the security cage and will be kept on a Security Cage Access Roster. (See Attached Security Cage Access Roster).

Access is controlled by designated management staff for F&E. Only F&E staff will be issued keys for access to the warehouse as determined by the Station Manager.

Anyone not on the access roster should be accompanied at all times by someone that is on the roster and has keyed access (See Attached Warehouse Access Roster).

TheCargoLogsaretobefilledouteachtimecargoisbroughtintothewarehouseortakenoutof the warehouse. All cargo is to be maintained, logged and secured in the warehouse.

28.7 WAREHOUSE KEY ACCESS ROSTER

TJ Fielding Director of Operations

Paul Trush Cargo Manager

Albert Dubois Ground Operations Manager

Ramon Ventura Flight Operations Manager

Samuell Grady Training

Jason Sturkie Senior Ramp Lead

Luscina Otineru Ramp Lead

Stephen Rosa Ramp Lead

Bruno Kasayuli Ramp Lead

Matt Miller GSE/Building Maintenance

Bruce Gierke GSE Manager




28.8 SECURITY CAGE ACCESS ROSTER

TJ Fielding Director of Operations

Paul Trush Cargo Manager

Albert Dubois Ground Operations Manager

Ramon Ventura Flight Operations Manager

Samuell Grady Training

Jason Sturkie Senior Ramp Lead

29. FORMS AND CHECKLISTSWarehouse Audit Checklist

Ramp Audit and Safety Checklist

F&E Warehouse Log




29.1 F&E GROUND SERVICES WAREHOUSE AUDIT CHECKLIST

GROUND SERVICES WAREHOUSE AUDIT CHECKLIST

ADMINISTRATION AND DOCUMENTATION YES NO N/A

1. Secured place to keep all warehouse and freight records.

2. Inbound/Outbound and Transit freight logs.

3. Valuable freight security log.

4. Are logs completely accurately filled out?

5. Do logs have the correct information?

6. Copies of all freight AWBs and manifest are kept and segregated by customer.

SAFETY / SECURITY EQUIPMENT YES NO N/A

7. Fire extinguishers.

8. Are fire extinguishers charged and accessible?

9. Is there a first aid kit readily available?

10. Is the first aid kit stocked?

11. Is the first aid station clearly labeled and accessible?

12. Eye wash station (Stationary or Portable).

13. Is the eye wash station clearly labeled and accessible?

14. Operational Security Recording Devices (i.e. CCTV, etc)

15. All doors visibly marked (EXIT).

16. All doors with working security locks.

17. All exit doors free from obstructions.

18. High value securable storage area with a sign in and out log (Locker or Cage)

19. Are all doors not in current secured and locked?

20. Does the inside of the warehouse have proper lighting?

STORAGE AREA YES NO N/A

21. Cargo storage are organized for inbound/outbound and transit shipments.

22. Is storage area clean and marked?

23. Are shelves and other storage devices secured and in working condition?

24. Is cargo separated by customer?

25. Is there a Dangerous Goods (DG) area?

26. Is the DG area marked and separate from normal freight?

27. Are there Dangerous Goods signs visible?

28. Are there spill kits on hand in case of a spill?

REMARKS/COMMENTS:

AUDITED BY: (PRINT NAME AND SIGN): ___________________________________________




29.2 F&E GROUND SERVICES RAMP AUDIT AND SAFETY CHECKLIST

GROUND SERVICES RAMP AUDIT AND SAFETY CHECKLIST

FLIGHT: REGISTRATION: DATE:

ETA/ETD: ATA/ADT: PARKING:

MARK A CHECK INSIDE THE APPROPRIATE BOXES BELOW

PRE-FLIGHT ARRIVAL CHECK YES NO N/A

1. Ground Staff should be present 15 minutes prior to aircraft arrival. (They should have high visibility safety vest on and marshaling devices)

2. Aircraft parking area should be clear of all Foreign Object Debris (FOD). (Ground Services Equipment (GSE) and Unit Load Devices (ULDs)

3. GSE and ULDs are positioned outside the restricted area, which is usually marked in red on the N gates and on the R and P parking spots outside the wing tips, with the parking brakes set and chocked.

4. Wing walkers standing by both wing tips if needed.

AFTER-FLIGHT ARRIVAL CHECK YES NO N/A

5. Marshaling of the aircraft using the approved methods and proper signals.

6. Aircraft chocked and safety cones applied in accordance with customer guidelines.

7. All GSE marshaled into place. Once in place, all GSE is to be chocked.

8. Once the L1 door is opened, the security agent is in place throughout the ground time.

9. Traffic paperwork (International/Domestic) Clearance.

10. Lavatory service completed.

11. Water service completed.

DEPARTURE FLIGHT CHECK YES NO N/A

12. All GSE is marshaled away from the aircraft.

13. Main gear chocks and safety cones removed from aircraft.

14. Aircraft parking area should be cleared of all Foreign Object Debris (FOD). (Ground Services Equipment (GSE) and Unit Load Devices (ULDs)

15. Maintenance gives permission for nose gear chocks to be removed.

16. Once the signal is given from the Maintenance Representative, the marshaler signals the aircraft to depart.

AUDITED BY: (PRINT NAME AND SIGN): ___________________________________________




29.3 F&E WAREHOUSE LOGW

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