Information
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Audit Title
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Station
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Airline
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Flight
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Gate
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Audit Date
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Audit Report Prepared By:
Crew (Names)
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Lead
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Ramp Agent
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Ramp Agent
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Ramp Agent
1 - Pre-Arrival
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1.1 - Ramp crew on gate before arrival.
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1.2 - Every member of the team is wearing appropriate PPE.
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1.3 - Lead conducted pre-flight briefing with crew.
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1.4 - A FOD inspection of gate is completed.
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1.5 - Chocks and cones available for the arrival are stowed outside the restraint line with parking brakes applied.
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1.6 - Equipment is positioned behind the equipment restraint line with parking brakes applied.
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1.7 - Passenger boarding bridge is in its fully retracted position and parked in the proper box/circle.
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1.8 - Visual guidance system is set up for the type of aircraft arriving.
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Additional Comments
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Additional Pictures
2 - Arrival
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2.1 - Marshaller & wing walkers are using wands-day/night.
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2.2 - Marshaller is using correct hand signals.
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2.3 - Marshaller has a continuous line of sight of wing walkers.
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2.4 - Aircraft engines are spooled down and the anti-collision beacons off before the aircraft main gear is chocked.
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2.5 - Aircraft is chocked correctly. Airline or Swissport Standards
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2.6 - Ramp gives confirmation (thumbs up) to the bridge operator to approach the aircraft.
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2.7 - External bridge power remains stowed until bridge is in final position on the aircraft door.
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2.8 - Lead completes an arrival inspection of the aircraft (prior to equipment approaching the aircraft).
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2.9 - Safety cones are positioned correctly. Airline or Swissport Standards
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2.10 - Aircraft is chocked prior to any ramp agent or equipment approaching the aircraft.
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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).
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Additional Comments
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Additional Pictures
3 - Ground Service Equipment
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3.1 - All drivable equipment is inspected prior to use.
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3.2 - All equipment is free of FOD.
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3.3 - All GSE servicing the aircraft is equipped with a rubber bumper guard.
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3.4 - All GSE guided to the aircraft is performed using approved hand signals and is in proper position.
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3.5 - All GSE backing away from the aircraft has a guide person using approved hand signals and is in proper position.
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3.6 - Guide person is not positioned between GSE and the aircraft (must be positioned to one side).
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3.7 - All equipment approach the aircraft at walking speed and perform a 2 brake checks / safety stops.
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3.8 - Passenger steps are correctly positioned with stabilizers deployed.
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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.
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3.10 - Tugs and dollies positioned are not within 6 feet of the aircraft.
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3.11 - Safety handrails (belt loader), side rails (LDL/MDL) or safety platform (MDL40/60) are fully extended and used.
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3.12 - GPU is correctly positioned (no 3-way connection), brake set and chocked.
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3.13 - Belt loader is correctly positioned and chocked.
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3.14 - ULD Loader is properly positioned and guide rails used.
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3.15 - Cargo door control panel door is closed prior to positioning the loader to the cargo hold.
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3.16 - Loader operator receives hand signal prior to raising / lowering the rear platform.
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3.17 - ULD’s are not rotated on the loader while the rear platform is in the elevated position.
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3.18 - Loader operator monitors clearances for all ULD’s and pallets
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3.19 - Carts and dollies do not contact the belt loader or loader.
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3.20 - If in-plane systems are not working correctly has the airline been notified.
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3.21 - Lavatory Service Unit is positioned with a guide person, properly chocked and operated correctly.
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3.22 - Water Service Unit is positioned with a guide person, properly chocked and operated correctly.
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3.23 - GSE does not block fuel truck emergency movement.
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Additional Comments
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Additional Pictures
4 - Unloading / Loading
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4.1 - Lead has a copy of the offload instructions.
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4.2 - Cargo holds inspected for leakage and damage.
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4.3 - Lead has a copy of the LIR, any changes to the LIR are notified to the Lead.
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4.4 - Aircraft is loaded in accordance with the LIR.
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4.5 - Baggage and cargo are checked before loading.
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4.6 - ULD’s are inspected for damage prior to loading.
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4.8 - Appropriate manual handling techniques are used by all staff during the handling of baggage and cargo.
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4.7 - ULD container cards / pallet tags are verified prior to loading.
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4.9 - Bulk baggage and cargo are properly secured.
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4.10 - All ULD’s in the cargo holds are locked and secured.
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4.11 - All cargo compartment nettings are secured and verified.
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4.12 - Portable stair / ladder is used to close cargo hold doors (a belt loader may be used if a portable stairs is unavailable).
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4.13 - Any deviations to the planned loading are noted on the LIR and communicated to Airline Ops
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4.14 - NOTOC is signed and presented to the Captain.
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4.15 - LIR is annotated and signed correctly by the Lead.
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4.16 - BRS / Bingo cards are reconciled and checked by the bag room staff.
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Additional Comments
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Additional Pictures
5 - Departure
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5.1 - Pre-departure briefing is conducted.
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5.2 - Nose gear bypass pin is properly inserted prior to attaching the tow bar.
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5.3 - The correct tow bar is used for the aircraft type.
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5.4 - Prior to the push the tow bar and tug are connected and aligned to the centerline of the aircraft.
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5.5 - All servicing equipment safely removed from the aircraft (walking speed) and parked behind the equipment restraint line.
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5.6 - Chocks and safety cones are properly removed at the appropriate time.
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5.7 - Lead/Headset person completes a pre-departure inspection of the aircraft.
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5.8 - Pushback pathway confirmed clear of obstacles.
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5.9 - Air start is properly positioned & attached to the aircraft (no 3-way connection) when used.
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5.10 - Pushback does not start until wing walkers are ready and in position using proper wands/lights.
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5.11 - Wing walkers are in a continuous line of sight of the push tug driver.
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5.12 - Push tug, tow bar and aircraft are aligned to release tension prior to tow bar disconnect.
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5.13 - Chock place in front of nose gear tire prior to disconnecting tow bar
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5.14 -Tow bar disconnected from the tug first
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5.15 - Operator does not straddle tow bar but faces the tractor and has both legs on the same side of tow bar.
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5.16 - By-pass pin removed and displayed to the flight crew.
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5.17 - Marshaller uses proper signals to hold aircraft until all personnel are clear from the aircraft.
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5.18 - Push tug returns to the gate by driving forward into the gate area with the tow bar attached to the rear of the push tug.
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Additional Comments
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Additional Pictures
6 - Third Party Activity
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6.1 - Is any third party activity observed on the ramp free from unsafe practice?
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Additional Comments
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Additional Pictures
7 - Auditors Comments / Agreed Actions and Objectives
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Auditors Comments
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Agreed Actions and Objectives
CONCLUSIONS
Findings and Observations
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Finding
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Finding or Observation Description
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Corrective Action Taken
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Corrective Action Due By
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Severity of Finding
Misc.
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Drawing or Layout of Area Requiring Additional Explanation
Acknowledgments
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Signature of Auditor
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Signature of Auditee
