Grnd-61 Aircraft Ground Safety, Hazards & Flightline Procedures

Aircraft and Ground Hazards

Propeller Arc

Noise

Jet Blast

Turboprop Blast

Ground Vehicles

Taxiing Aircraft

Radiation Hazard

Ice & Snow

Hearing Loss decibel threshold

85dB and above

Three aircrew safety precautions

Dual layer, wearing gloves and ID discs, grounding procedures

Main Principle of Dual Layer

Fire protection

Who can authorise not wearing dual layer?

WComds/Unit Commanding officers can waive the requirement when climatic conditions or mission profiles could unduly degrade aircrew effectiveness due to heat stress

When shall flying gloves be worn and by whom?

All crewmembers during engine start, take-off, and landing.

Where are ID discs worn?

Around the neck, next to skin

Four grounding methods

Self-grounding

Medical authority

CoC

Policy

Self-Grounding

When an aircrew member feels unusually fatigued or is suffering from any illness or injury.

The only exception is unqualified Aircrew who are undergoing training on a formal course of instruction shall only be grounded by a medical authority;

Grounding by medical authority

When indicated based on the medical condition or the required treatment. Whenever possible, this decision is to be made by a Flight Surgeon.

Grounding by CoC

When there is concern that a medical or psychosocial situation may be impairing performance.

In this case the member must be referred at an appropriate time to a Flight Surgeon for assessment and determination of fitness to fly.

Grounding period following local anesthetic

12 hours

Grounding period following immunization

12 hours, 3 days for Japanese Encephalitis

Grounding period following allergy shot

12 hours for initial, 4 hours for maintenance dose

Grounding period following alcohol consumption

12 hours before flight, 8 hours before duty

Grounding period following abnormal pressure

12-48 hours

Grounding period following cyclo

24 hours

Grounding period following general anasthetic

72 hours

Grounding period following blood donation

72 hours

Grounding period following cannabis consumpion

28 days

Ungrounding

Aircrew members can be medically ungrounded by a qualified Flight Surgeon or BAvMed Provider who will clearly note this on a sick chit and in the aircrew member’s medical file.

Can self-unground if they have no residual effects at the end of a designated grounding period as directed by policy. They can also self-unground after minor situations that obviously did not require medical assessment.

Marshalling Requirements

Marshalling commences prior to start-up and continues until the a/c is clear of all obstacles.

Marshalling shall resume when the a/c approaches the parking area and terminates when the engine(s) are shut down.

Marshaller’s position for fixed wing

Forward of the left wing tip, within view of the AC

Marshaller’s position for rotary wing

In the best position to be seen by the AC

Marshaller’s precautions

Inherent Dangers, i.e.: exhausts, props, rotors

Hearing protection

Eye protection

For Fixed Wing Night Ops - A pair of marshalling wands (of the same colour) shall be used

For MH Night Ops at sea, marshalling is done with a red and a green wand

Marshalling Signal: Affirmative (I will comply or I understand)

Marshalling Signal: Negative (not clear or I will not comply)

Marshalling Signal: This Way

Marshalling Signal: Proceed to next marshaller

Marshalling Signal: Slow down

Marshalling Signal: Turn left

Marshalling Signal: Turn right

Marshalling Signal: Move straight ahead

Marshalling Signal: Stop

Marshalling Signal: Set and release brakes

Marshalling Signal: Request by marshaller to move personnel towards aircraft, Personnel approach aircraft

Marshalling Signal: Insert/remove chocks

Marshalling Signal: Pilot to groundcrew remove chocks

Marshalling Signal: Down locks / undercarriage pins install/remove

Marshalling Signal: Ground electrical supply insert

Marshalling Signal: Ground electrical power supply disconnect

Marshalling Signal: Slow down engine(s) on indicated side / Cut engines

Marshalling Signal: Fire

Marshalling Signal: Fuel spill

Marshalling Signal: Hot brakes

Passenger handling procedures

PAX briefings containing the following information:

a. procedures to be followed in the event of an emergency;

b. use location and operation of life support systems and equipment; and

c. any precautions and/or restrictions to be observed.

In fueling operations, all personnel shall what?

All personnel handling fuel shall be constantly alert and take every precaution to minimize fire and explosion hazards.

Refueling and defueling safety ranges

No closer than 50 feet from sources of ignition

An electrical storm within 5SM radius will cease fueling operations

Start crew requirements

Enough technicians to provide 360 degree coverage of the aircraft

Technicians qualified on the aircraft requiring a start

Responsible for assisting the A/C during start process

They ensure external safety of the A/C and personnel

The during engine starts the Start Crew looks for: Fluid leaks, smoke, fire, ensuring personnel don’t walk into danger areas.

What are snags?

Snags are problems associated with the aircraft serviceability. They can range from airframe issues such as engines or tires to crew station lights and galley equipment.

When can snags be discovered?

Snags can be discovered on the ground during PFIs, during start up or in the air. The type of snag will determine if the mission or flight will continue or not.

Effects of snags on operations

Some snags can make the aircraft unserviceable. ie: Flight Controls, Flight Instruments.

Some snags can hamper mission success. ie: Monitors at essential stations, a U/S sensor

Other snags are less essential but still require maintenance. ie: lights at crew stations, non functioning seats at un-manned stations.

When must snags be reported?

Regardless of the type or severity of the snag they all have to be reported to maintenance as soon as practical so they can be rectified before the next mission or flight.

Reporting un-serviceabilities

Whenever the A/C or parts of the aircraft becomes unserviceable, it has to be reported as soon as practical.

If you’re on the ground during PFIs, reporting the unserviceability, or snag, could be as simple as radioing the Servicing Desk for a technician.

Should the snag be discovered airborne the A/C, or their designate, will make note of the issue and report it to the Servicing Desk as soon as possible. The A/C will decide if the mission can continue or if you will RTB.

After reporting the snag to the techs, you will have to enter it into DRMIS or other program so the snag can be tracked through to completion.