GH.OPS.305 General requirements for the operation of ground support equipment

SAFETY RISK MITIGATION MEASURES FOR THE OPERATION OF PASSENGER BOARDING BRIDGES

(a)The operation of PBBs, if done incorrectly, may lead to collisions between aircraft and PBBs or injuries to personnel or passengers.

(b)The operational procedures and training should mitigate the safety risks arising from the following situations (the list is not exhaustive):

(1)operating new or different models of PBBs, with possible differences in the control panel;

(2)operating PBBs with many different instructions provided by various aircraft operators (various gap requirements and touch/notouch policies);

(3)operating multiple PBBs for the same aircraft.

(c)Training of personnel operating the PBBs should include identification of malfunctions and recognition of sensors indicating issues with their serviceability.

(d)PBBs should be parked in the designated areas and secured on the ground against unintended movement.

(e)At aerodromes where the aerodrome operator provides the procedures for PBB operation, the GH organisation operating PBBs should comply with those procedures.

USE OF A GUIDE PERSON

(a)A guide person should be used when positioning the GSE against the aircraft where the view of the driver is or may be obstructed.

(b)The procedure for the operation of GSE when using a guide person should ensure the following aspects, as a minimum:

(1)the guide person is in a position to accurately judge clearances and communicate signals to the driver/operator;

(2)operation is stopped immediately when visual contact with the guide person is lost.

(c)The GH organisation should apply mitigation measures to ensure the safety of the guide person.

(d)A guide person is not necessary if the GSE is equipped with systems (e.g. sensors) that enable the operator to accurately judge clearances and properly move it to and from the aircraft.

SAFETY RISK MITIGATION MEASURES FOR THE OPERATION OF GSE

(a)Correct operation of motorised/nonmotorised GSE following effective training and the correct use of effective procedures and processes should include the movement of equipment around the aircraft, as well as the selection of appropriate equipment for the GH service or task.

(b)The procedures and training for the operation of GSE should cover the following, as a minimum:

(1)the specific risks on the aerodrome apron and the differences between the risks of driving on the aerodrome movement area compared with driving in ‘normal traffic’;

(2)specialised GSE and heavy GSE and their specific behaviour and risks in the proximity of aircraft;

(3)application of procedures regarding driving speed, GSE guidance, brake tests and the notouch policy;

(4)adequate coordination of GH services using GSE during aircraft turnaround to prevent the GSE’s collision with the aircraft or with other GSE, considering the aerodrome’s operational context;

(5)positioning and/or securing of GSE to prevent it from being moved inadvertently during adverse weather conditions;

(6)proper visibility of GSE and adequate lighting and marking of the GSE in any conditions, in compliance with the procedures of the aerodrome operator;

(7)compliance with the aerodrome operator’s instructions and procedures regarding driving and air traffic control clearances.

SAFETY RISK MITIGATION MEASURES FOR OPERATING GSE IN ADVERSE WEATHER CONDITIONS The aerodrome’s procedures for operation in adverse weather conditions will be applied. However, this should not discourage the GH organisation from including additional safety risk mitigation measures, when necessary and as applicable to the operational context. Such mitigation measures include, for example:

(a)ensuring that the lights on the GSE are visible and functional;

(b)performing adequate GSE maintenance during winter or significantly hot or humid weather;

(c)implementing increased securing and enhanced positioning measures for GSE;

(d)conducting refresher training for GH personnel.

AERODROME MOVEMENT AREA CHART The GH organisation should ensure an uptodate copy of the movement area chart of a sufficient size, including hotspots, is readily available in the driver’s cabin of each vehicle used for GH operations on the movement area.

NOTOUCH POLICY This policy refers to the minimum distance to which the GSE can approach the aircraft to ensure full operational functions without touching the aircraft, in order to avoid causing any damage to the fuselage.