Title Page
-
Document No.
-
Audit Title
-
Client / Site
-
Conducted on
-
Prepared by
-
Location
-
Personnel
1. Crew Compliance
-
Has the shift manager nominated a 'Person in Overall Control' (PIOC) and are they aware?
-
What is the name of the nominated PIOC?
-
Has the PIOC nominated a crew for the movement?
-
Have the nominated crew read and signed the procedure for aircraft movements (MA-FI-5-WI.1) in the last 2 years?
-
Has a brief been given by the PIOC to the crew to ensure all members are aware of the details of the movement and each others positions?
-
Will the APU be required to be turned on/off immediately before during or immediately after the movement?
-
Is the crew member sat on the flight deck (brake man) suitably qualified to operate the APU?
-
Has the PIOC completed the PIOC Control Checklist (MA-FI-5-WI.1.APPENDIX1) and returned it to the Duty Manager prior to the movement? <br>**NOTE** this is not required if the tow is between stands on the main base.
-
Is the tug driver suitably qualified to operate the towing vehicle?
2. Aircraft Movement
-
Auditor will require a copy of the 'Minimum Positions to be Manned' document to complete the next section.
MA-FI-5-WI.1.APPENDIX2 -
What does the movement concern?
2.1.1 Hangar to Hangar Movement - Prior to Movement
-
Are all minimum positions manned as per MA-FI-5-WI.1.APPENDIX2?
-
Are the undercarriage ground lock and steering bypass pins fitted?
-
Has a tech log entry been made for installation of the locking pins?
-
Are the hangar doors fully open?
-
Is the towing path clear of all ground equipment/Steps/Docking etc?
-
Is the towing path clear of all FOD?
-
Is the brake man fully secure using the cockpit seat harness?
-
Is the tug suitable for the aircraft to be towed?
-
Was the tug been connected before the chocks and parking brake were released?
-
Were two blasts on the Tug horn sounded immediately before movement?
2.1.2 Hangar to Hangar Movement - During Movement
-
Does the PIOC remain at ground level throughout the movement?
-
Does the tug driver ever initiate any movements without instruction from the PIOC?
-
Does the headset operator at the nose wheel ever give a call to stop unless instructed by the PIOC?
-
Does the headset operator at the nose wheel ever leave their post at any point during the movement unless instructed to by the PIOC or the aircraft is at a complete stop with the parking brake applied?
-
All crew are in their required positions IAW MA-FI-5-WI.1.APPENDIX2?<br><br>**NOTE** When aircraft are towed over long distances and/or between areas where there is a clearly marked centreline, Observers may travel in a vehicle. In this situation the PIOC and the Headset Operator must travel in the tug cab and the other positions may ride in a following vehicle.
2.1.3 Hangar to Hangar Movement - Prior to Entering the Hangar
-
Has the APU been shut off?
-
Are all strobes, lights and beacons on the aircraft turned off?
-
Are the hangar doors fully open?
-
Has all docking and edge protection been fully retracted?
-
Is the towing path clear of all vehicles, ground equipment and steps etc?
-
Are the crew in the correct positions for the aircraft to enter the hangar IAW MA-FI-5-WI.1.APPENDIX2?
2.1.4 Hangar to Hangar Movement - After Completion of Movement
-
Was one blast on the tug horn sounded immediately after the aircraft came to a stop?
-
Were the chocks and the parking brake applied before the tug was disconnected?
-
Was the correct nose gear stop mark on the ground for the aircraft type observed?
-
Were the undercarriage ground locks and steerage bypass pins removed and stowed correctly?
-
Was a tech log entry made to record the locking pin removal and stowage?
-
Was a post movement general visual inspection of the aircraft for damage performed?
2.2.1 Hangar to Stand Movement - Prior to Movement
-
Are all minimum positions manned as per MA-FI-5-WI.1.APPENDIX2?
-
Are the undercarriage ground lock and steering bypass pins fitted?
-
Has a tech log entry been made for installation of the locking pins?
-
Are the hangar doors fully open?
-
Is the towing path clear of all ground equipment/Steps/Docking etc?
-
Is the towing path clear of all FOD?
-
Is the brake man fully secure using the cockpit seat harness?
-
Is the tug suitable for the aircraft to be towed?
-
Was the tug been connected before the chocks and parking brake were released?
-
Were two blasts on the Tug horn sounded immediately before movement?
2.2.2 Hangar to Stand Movement - During Movement
-
Does the PIOC remain at ground level throughout the movement?
-
Does the tug driver ever initiate any movements without instruction from the PIOC?
-
Does the headset operator at the nose wheel ever give a call to stop unless instructed by the PIOC?
-
Does the headset operator at the nose wheel ever leave their post at any point during the movement unless instructed to by the PIOC or the aircraft is at a complete stop with the parking brake applied?
-
All crew are in their required positions IAW MA-FI-5-WI.1.APPENDIX2?<br><br>**NOTE** When aircraft are towed over long distances and/or between areas where there is a clearly marked centreline, Observers may travel in a vehicle. In this situation the PIOC and the Headset Operator must travel in the tug cab and the other positions may ride in a following vehicle.
2.2.3 Hangar to Stand Movement - Prior to Positioning on Stand
-
Is the towing path clear of all vehicles, ground equipment and steps etc?
-
Are the crew in the correct positions for the aircraft to enter the hangar IAW MA-FI-5-WI.1.APPENDIX2?
2.2.4 Hangar to Stand Movement - After Completion of Movement
-
Was one blast on the tug horn sounded immediately after the aircraft came to a stop?
-
Were the chocks and the parking brake applied before the tug was disconnected?
-
Was the correct nose gear stop mark on the ground for the aircraft type observed?
-
Were the undercarriage ground locks and steerage bypass pins removed and stowed correctly?
-
Was a tech log entry made to record the locking pin removal and stowage?
-
Was a post movement general visual inspection of the aircraft for damage performed?
2.3.1 Stand to Hangar Movement - Prior to Movement
-
Are all minimum positions manned as per MA-FI-5-WI.1.APPENDIX2?
-
Are the undercarriage ground lock and steering bypass pins fitted?
-
Has a tech log entry been made for installation of the locking pins?
-
Is the towing path clear of all ground equipment/Steps/Docking etc?
-
Is the towing path clear of all FOD?
-
Is the brake man fully secure using the cockpit seat harness?
-
Is the tug suitable for the aircraft to be towed?
-
Was the tug been connected before the chocks and parking brake were released?
-
Were two blasts on the Tug horn sounded immediately before movement?
2.3.2 Stand to Hangar Movement - During Movement
-
Does the PIOC remain at ground level throughout the movement?
-
Does the tug driver ever initiate any movements without instruction from the PIOC?
-
Does the headset operator at the nose wheel ever give a call to stop unless instructed by the PIOC?
-
Does the headset operator at the nose wheel ever leave their post at any point during the movement unless instructed to by the PIOC or the aircraft is at a complete stop with the parking brake applied?
-
All crew are in their required positions IAW MA-FI-5-WI.1.APPENDIX2?<br><br>**NOTE** When aircraft are towed over long distances and/or between areas where there is a clearly marked centreline, Observers may travel in a vehicle. In this situation the PIOC and the Headset Operator must travel in the tug cab and the other positions may ride in a following vehicle.
2.3.3 Stand to Hangar Movement - Prior to Entering the Hangar
-
Has the APU been shut off?
-
Are all strobes, lights and beacons on the aircraft turned off?
-
Are the hangar doors fully open?
-
Has all docking and edge protection been fully retracted?
-
Is the towing path clear of all vehicles, ground equipment and steps etc?
-
Are the crew in the correct positions for the aircraft to enter the hangar IAW MA-FI-5-WI.1.APPENDIX2?
2.3.4 Stand to Hangar Movement - After Completion of Movement
-
Was one blast on the tug horn sounded immediately after the aircraft came to a stop?
-
Were the chocks and the parking brake applied before the tug was disconnected?
-
Was the correct nose gear stop mark on the ground for the aircraft type observed?
-
Were the undercarriage ground locks and steerage bypass pins removed and stowed correctly?
-
Was a tech log entry made to record the locking pin removal and stowage?
-
Was a post movement general visual inspection of the aircraft for damage performed?
2.4.1 Stand to Stand Movement - Prior to Movement
-
Are all minimum positions manned as per MA-FI-5-WI.1.APPENDIX2?
-
Are the undercarriage ground lock and steering bypass pins fitted?
-
Has a tech log entry been made for installation of the locking pins?
-
Is the towing path clear of all ground equipment/Steps/Docking etc?
-
Is the towing path clear of all FOD?
-
Is the brake man fully secure using the cockpit seat harness?
-
Is the tug suitable for the aircraft to be towed?
-
Was the tug been connected before the chocks and parking brake were released?
-
Were two blasts on the Tug horn sounded immediately before movement?
2.4.2 Stand to Stand Movement - During Movement
-
Does the PIOC remain at ground level throughout the movement?
-
Does the tug driver ever initiate any movements without instruction from the PIOC?
-
Does the headset operator at the nose wheel ever give a call to stop unless instructed by the PIOC?
-
Does the headset operator at the nose wheel ever leave their post at any point during the movement unless instructed to by the PIOC or the aircraft is at a complete stop with the parking brake applied?
-
All crew are in their required positions IAW MA-FI-5-WI.1.APPENDIX2?<br><br>**NOTE** When aircraft are towed over long distances and/or between areas where there is a clearly marked centreline, Observers may travel in a vehicle. In this situation the PIOC and the Headset Operator must travel in the tug cab and the other positions may ride in a following vehicle.
2.4.3 Stand to Stand Movement - Prior to Positioning on Stand
-
Is the towing path clear of all vehicles, ground equipment and steps etc?
-
Are the crew in the correct positions for the aircraft to enter the hangar IAW MA-FI-5-WI.1.APPENDIX2?
2.4.4 Stand to Stand Movement - After Completion of Movement
-
Was one blast on the tug horn sounded immediately after the aircraft came to a stop?
-
Were the chocks and the parking brake applied before the tug was disconnected?
-
Was the correct nose gear stop mark on the ground for the aircraft type observed?
-
Were the undercarriage ground locks and steerage bypass pins removed and stowed correctly?
-
Was a tech log entry made to record the locking pin removal and stowage?
-
Was a post movement general visual inspection of the aircraft for damage performed?
