1 - Pre-Arrival

  • 1.1 - Ramp crew on gate before arrival.

  • 1.2 - Every member of the team is wearing appropriate PPE.

  • 1.3 - Lead conducted pre-flight briefing with crew.

  • 1.4 - A FOD inspection of gate is completed.

  • 1.5 - Chocks and cones available for the arrival are stowed outside the restraint line with parking brakes applied.

  • 1.6 - Equipment is positioned behind the equipment restraint line with parking brakes applied.

  • 1.7 - Passenger boarding bridge is in its fully retracted position and parked in the proper box/circle.

  • 1.8 - Visual guidance system is set up for the type of aircraft arriving.

  • Additional Comments

  • Additional Pictures

2 - Arrival

  • 2.1 - Marshaller & wing walkers are using wands/lights.

  • 2.2 - Marshaller is using correct hand signals.

  • 2.3 - Marshaller has a continuous line of sight of wing walkers.

  • 2.4 - Aircraft engines are spooled down and the anti-collision beacons off before the aircraft main gear is chocked.

  • 2.5 - Aircraft is chocked correctly.

  • 2.6 - Ramp gives confirmation (thumbs up) to the bridge operator to approach the aircraft.

  • 2.7 - External bridge power remains stowed until bridge is in final position on the aircraft door.

  • 2.8 - Lead completes an arrival inspection of the aircraft (prior to equipment approaching the aircraft).

  • 2.9 - Safety cones are positioned correctly.

  • 2.10 - Aircraft is chocked prior to any ramp agent or equipment approaching the aircraft.

  • 2.11 - Portable stairs / ladder are used to open up cargo hold doors (a belt loader may be used if a portable stairs is unavailable).

  • Additional Comments

  • Additional Pictures

3 - Ground Service Equipment

  • 3.1 - All drivable equipment is inspected prior to use.

  • 3.2 - All equipment is free of FOD.

  • 3.3 - All GSE servicing the aircraft is equipped with a rubber bumper guard.

  • 3.4 - All GSE guided to the aircraft is performed using approved hand signals and is in proper position.

  • 3.5 - All GSE backing away from the aircraft has a guide person using approved hand signals and is in proper position.

  • 3.6 - Guide person is not positioned between GSE and the aircraft (must be positioned to one side).

  • 3.7 - All equipment approach the aircraft at walking speed and carry out 2 brake checks / safety stops.

  • 3.8 - Passenger steps are correctly positioned with stabilizers deployed.

  • 3.9 - Hydraulics are depressurized and pawl locks on passenger steps are in the fully extended locked position to allow the full weight of the steps to rest on the locks.

  • 3.10 - Tractors and dollies positioned are not within 6 feet of the aircraft.

  • 3.11 - Safety handrails (belt loader), side rails (LDL/MDL) or safety platform (MDL40/60) are fully extended and used.

  • 3.12 - GPU is correctly positioned (no 3-way connection), brake set and chocked.

  • 3.13 - Belt loader is correctly positioned and chocked.

  • 3.14 - ULD Loader is properly positioned and guide rails used.

  • 3.15 - Cargo door control panel door is closed prior to positioning the loader to the cargo hold.

  • 3.16 - Loader operator receives hand signal prior to raising / lowering the rear platform.

  • 3.17 - ULD’s are not rotated on the loader while the rear platform is in the elevated position.

  • 3.18 - Loader operator monitors clearances for all ULD’s.

  • 3.19 - Carts and dollies do not contact the loader.

  • 3.20 - If in-plane systems are not working correctly has the airline been notified.

  • 3.21 - Lavatory Service Unit is positioned with a guide person, properly chocked and operated correctly.

  • 3.22 - Water Service Unit is positioned with a guide person, properly chocked and operated correctly.

  • 3.23 - GSE does not block fuel truck emergency movement.

  • Additional Comments

  • Additional Pictures

4 - Unloading / Loading

  • 4.1 - Lead has a copy of the offload instructions.

  • 4.2 - Cargo holds inspected for leakage and damage.

  • 4.3 - Lead has a copy of the LIR, any changes to the LIR are notified to the Lead.

  • 4.4 - Aircraft is loaded in accordance with the LIR.

  • 4.5 - Baggage and cargo are checked before loading.

  • 4.6 - ULD’s are inspected for damage prior to loading.

  • 4.7 - ULD container cards / pallet tags are verified prior to loading.

  • 4.8 - Appropriate manual handling techniques are used by all staff during the handling of baggage and cargo.

  • 4.9 - Bulk baggage and cargo are properly secured.

  • 4.10 - All ULD’s in the cargo holds are locked and secured.

  • 4.11 - All cargo compartment nettings are secured and verified.

  • 4.12 - Portable stair / ladder is used to close cargo hold doors (a belt loader may be used if a portable stairs is unavailable).

  • 4.13 - Any deviations to the planned loading are noted on the LIR.

  • 4.14 - NOTOC is signed and presented to the Captain.

  • 4.15 - LIR is annotated and signed correctly by the Lead.

  • 4.16 - BRS / Bingo cards are reconciled and checked by the bag room staff.

  • Additional Comments

  • Additional Pictures

5 - Departure

  • 5.1 - Pre-departure briefing is conducted.

  • 5.2 - Nose gear bypass pin is properly inserted prior to attaching the tow bar.

  • 5.3 - The correct tow bar is used for the aircraft type.

  • 5.4 - Prior to the push the tow bar and tug are connected and aligned to the centerline of the aircraft.

  • 5.5 - All servicing equipment safely removed from the aircraft (walking speed) and parked behind the equipment restraint line.

  • 5.6 - Chocks and safety cones are properly removed at the appropriate time.

  • 5.7 - Lead completes a pre-departure inspection of the aircraft.

  • 5.8 - Pushback pathway confirmed clear of obstacles.

  • 5.9 - Air start is properly positioned & attached to the aircraft (no 3-way connection).

  • 5.10 - Pushback does not start until wing walkers are ready and in position using proper wands/lights.

  • 5.11 - Wing walkers are in a continuous line of sight of the push tug driver.

  • 5.12 - Push tug, tow bar and aircraft are aligned to release tension prior to tow bar disconnect.

  • 5.13 - Tow bar is disconnected from the push tug first.

  • 5.14 - Operator does not straddle tow bar but faces the tractor and has both legs on the same side of tow bar.

  • 5.15 - By-pass pin removed and displayed to the flight crew.

  • 5.16 - Marshaller uses proper signals to hold aircraft until all personnel are clear from the aircraft.

  • 5.17 - Push tug return to the gate by driving forward into the gate area with the tow bar attached to the rear of the push tug.

  • Additional Comments

  • Additional Pictures

6 - Third Party Activity

  • 6.1 - Is any third party activity observed on the ramp free from unsafe practice?

  • Additional Comments

7 - Auditors Comments / Agreed Actions and Objectives

  • Additional Pictures

  • Auditors Comments

  • Agreed Actions and Objectives

  • Auditors Signature

CONCLUSIONS

Findings and Observations

    Finding
  • Finding or Observation Description

  • Corrective Action Taken

  • Corrective Action Due By

  • Severity of Finding

Misc.

  • Drawing or Layout of Area Requiring Additional Explanation

Acknowledgments

  • Signature of Auditor

  • Signature of Auditee

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