SEN-Cargo Turnaround Inspection

Title Page

Station
Inspection Reference
Audit Date:
Inspection by:
Airline
Flight Number
Origin/Destination
Location
Personnel

Special Focus

When certain elements of the turmaround become subject to increased focus, either from recent trends, or by customer request, we will have some Special questions to demonstrate we are following our procedures, and ensuring customer's aircraft are being handled safely.
Are all EBT operators driving safely, checking before moving, sounding the horn, safe speed?

1 Personal Protective Equipment

Does the Team Leader check all staff for PPE prior to leaving the cargo distribution centre? All staff must be wearing all PPE required for their task, standard PPE included safety boots, ear defenders, and Hi-Viz.
Are employees using electronic devices (PED's)? No Personal electronic devices are to be used around the aircraft.
Arrival Inspected?

2 Pre-Arrival Setup

Are there fluid leaks / slip or trip hazards on the ground? Any sign of leaked fluids or trip hazards must be reported to airfield operations and equipment and personnel kept clear to prevent increasing contamination
Is all equipment required for the turnaround available on stand and clear of the aircraft footprint with the parking brakes applied prior to the arrival of the aircraft. This includes chocks & cones.
Was a pre-arrival FOD walk completed? The entire stand area must be clear of FOD prior to the aircraft arrival. It is the responsibility of all airside users to inspect the stands for FOD.
Is unattended motorised GSE turned off? All equipment must be switched off and moved away from aircraft when unattended.
Are ground crew present prior to aircraft arrival? The crew must be present for aircraft arrival to ensure the stand has been inspected and safe.
Is the aircraft safety zone clear? All personnel must be clear of the aircraft danger areas for arrival, no staff be stood or wait within the safety zones. Equipment must be in designated parking bays.
Are motorised and non-motorised equipment secured when not in use? Are all brakes secured and used correctly. Chocks in place when equpment not in use.

3 Arrival at Delta Tug Point

Are staff members standing in a safe position for the arriving Aircraft?
Do staff wait for the aircraft to be in a 'Safe' condition before approaching? The anti-collision lights must be switched off, engines powering down.
Are nose gear chocks applied immediately after engine shut down? The nose gear must be chocked before attaching the tow-bar.
Do vehicles pass underneath the aircraft fuselage or wings? No vehicles may pass underneath the aircraft fuselage or wings.
Do staff only travel in vehicles where a seat is available? No Seat No Ride - No Passengers without a seat

Arrival on Stand

Are the chocks applied as per the airline requirements? Check the requirements for each airline within their GOM, if no standards are defined IGOM standards are to be used.
Are the cones positioned as per the airline requirements? Check the requirements for each airline within their GOM, if no standards are defined IGOM standards are to be used.
Is a post-arrival aircraft damage check performed? Damage check must be performed before any staff are allowed to approach the aircraft. The check must be documented and visible.

4 Aircraft Offload / Onload

Are vehicles driven at walking speed? Max speed - Walking pace around aircraft
GSE driven with handrails/lifts lowered? Safety rails must be lowered whilst vehicles are driven to prevent damage to aircraft when approaching.
Do Staff refrain from taking a shortcut under the wing?
Two Stop brake check completed? Two-Stop brake check to be completed when approaching aircraft.
Is a Banksman in use when attaching or removing Equipment from the Aircraft?
Is the GSE positioned without contacting the aircraft? All GSE must be positioned with no contact with the aircraft. A small gap must remain to allow for aircraft movement.
Is the GSE parked with brakes set and chocks applied? Vehicles without stabilisers must be chocked to prevent damage to aircraft from sudden movement.
Have all safety rails & trombones been deployed on GSE? Depending on type and use, safety rails must be deployed and used. Refer to each GSE's training module for guidance.
Are Viking dollies positioned at a safe distance for loading/unloading ULDs?
Do Staff use correct Manual Handling Techniques?
Do drivers follow a safe route around the aircraft, no vehicles with ULDs.driven under the wing?
Is GSE lowered when not in use? All GSE must be fully lowered when not in use.
Are vehicles switched off when not in use?
Does GSE block fuel truck movement? Vehicles must not block emergency access for fuel truck escape
Departure Inspected?

5 Departure

All nets secured correctly prior to departure All nets must be secured correctly prior to closing cargo door
Is steering bypass pin installed prior to tow bar connection? Correct by-pass pin must be installed before tow bar is connected.
Did a guide person assist in attaching the tow bar? Tug driver must be guided onto tow bar by guide person
Is the towbar locked in place with the safety locking pin? If applicable - the safety locking pin must be inserted through the head to prevent detachment during pushback.
Was pre-departure FOD walk completed? The stand must be checked for FOD prior to aircraft departure
Does the headset operative perform a full pre-departure walkaround inspection? The headset operative must check the entire aircraft (including wingtips) for open latches / hatches and ensure all doors are secure. They must also inspect for any damage.
Are cones only removed after all GSE is clear? Cones must only be removed once all equipment is clear of the aircraft, doors are closed and aircraft ready to depart.
Are chocks removed only once aircraft is ready to pushback? Chocks must only be removed once airbridge is removed and the pushback tug is connected to the aircraft.
Do Staff refrain from stepping over the Towbar? Coach teams not to connect the towbar to the aircraft until access around the front of the aircraft is no longer required.
Is tow bar aligned with A/C, prior to push? Tug must be aligned with aircraft - no angled pushbacks
Has all of the Loading Documentation (LIRF/NOTOC) been completed correctly?
Before commencing pushback was a radio message sent to Access Point North (APN) to hold traffic?
Reason APN was not contacted.
Is there a back of stand service road?
Is the pushback performed at walking speed? The speed of the pushback must match the headset operative.
Is the aircraft tugged to Delta Tug Point Point at walking speed?
Is bypass pin displayed to flight crew? All Clear signal clearly shown to flight crew once by-pass pin and all staff clear of aircraft.
After vacating Delta Tug Point (DTP) Is all equipment returned to the correct parking bays? DTP must be left clear ready for the next aircraft. Equipment must be returned to the designated parking space at stand 101/102.