Ground Operations Safety Manual: Changi Airport Group - PO Box 168, Singapore Changi Airport, Singapore 918146

Ground
Operations
Safety Manual
Changi Airport Group | PO Box 168, Singapore Changi Airport,

Singapore 918146
www.changiairportgroup.com
Ground Operations Safety Manual
AMENDMENT RECORDS
The amendments listed below have been incorporated into this copy of the Ground Operations Safety
Manual.
Serial Issue Revision

Topic Effective Date
No. No. No.
Initial Issue
1 0 0 09 Jul 2014
2 0 1 Inclusion of Annexes IV to VI
15 Aug 2014
Annex IV : Aircraft Engine Run-Up
Annex V : Compass Swing Calibration Check
Annex VI : General Guidelines on Washing of
Aircraft Exteriors in Changi Airport
Part 1 Introduction
Revised text: Subsections 5.3 and 5.5.2
Revised text and picture: Subsections 6.1
3 0 2 Inserted Section 7: Equipment Staging Area 08 May 2015
(ESA)
Amendment to section numbering: Sections
7 to 14 are now Sections 8 to 15 respectively
Part 8 Ramp Supervision
Addition of Part 8 section on ramp
4 0 3 supervision 18 Oct 2016
Addition of Annex VII on IGOMs
recommendations
Part 5 Aircraft Pushback
5 0 3 18 Oct 2016
Addition text: Subsections 5.3.5 to 5.3.7
Part 6 Aircraft Towing
6 0 3 Insert text: Subsections 6.4(i) 18 Oct 2016
Insert text: Subsections 6.4(m)
Part 9 Training & Competency of GSP Personnel
Safety training program
7 0 4 Functional safety training program 5 May 2017
Structure of training program
Documentation
Part 10 Ground Service Equipment Maintenance
Preventive and corrective maintenance
Treatment of unserviceable GSE
8 0 4 Documentation 5 May 2017
Airfield Vehicle Permit requirements
May 2017 2 Issue 0 Revision 4

Annex IV Aircraft Engine Run-Up

9 0 4 5 May 2017
Changes in procedures and requirements

GLOSSARY
ACC Airside Control Centre
ADGS Aircraft Docking Guidance System
ADP Airside Driving Permit
AES Airport Emergency Services
AMC Airside Management Centre
APU Auxiliary Power Unit
AVP Airside Vehicle Permit
CAAS Civil Aviation Authority of Singapore
CAFHI Changi Airport Fuel Hydrant Installation
CAG Changi Airport Group
CCTV Closed-Circuit TeleVision camera
DAA Delivery At Arrival
ERA Equipment Restraint Area
ESA Equipment Staging Area
ETA Estimated Time of Arrival
FOD Foreign Object Debris
FSM Fire Safety Manual
FSZ Fuelling Safety Zone
GOSM Ground Operations Safety Manual
GPU Ground Power Units
GSE Ground Service Equipment
GSPs Ground Service Providers

IATA International Air Transport Association
IGOM IATA Ground Operations Manual
JCPL Joint Container Pallet Loader
MARS Multiple Aircraft Receiving Stand
MDL Main Deck Loader
PDA Personal Digital Assistant
PEDs Portable Electronic Devices
PLB Passenger Loading Bridge
RT Radio Telephony
SOPs Standard Operating Procedures
TEP Temporary Entry Permit
ULDs Unit Load Devices
VHF Very High Frequency

TABLE OF CONTENTS
Amendment Records 23
Glossary 45
Table of Contents 68
1 PART 1 INTRODUCTION 1-1 1-19
1 Purpose and Scope 1-1

2 Applicability 1-2
3 Foreign Object Debris 1-3
4 Accident / Incident Reporting 1-4
5 Equipment Restraint Area (ERA) 1-5
6 Equipment Staging Area (ESA) 1-6
7 Vehicles and Motorized GSE 1-7
8 GSE Safety Driving and Parking Inside ERA 1-8
9 Actions When Vehicle Catches Fire 1-9
10 Conduct and Behaviour of Airside Ground Personnel 1-10
11 Use of Safety Cones 1-11
12 Use of Wheel Chocks 1-12
13 Adverse Weather Conditions 1-13
14 High Wind Conditions 1-14
2 PART 2 AIRCRAFT DOCKING GUIDANCE SYSTEM / MANUAL 2-1 2-4

MARSHALLING
1 Introduction 2-1
2 Personnel 2-2
3 Pre-Arrival Handling 2-3
4 Arrival Handling 2-4
3 PART 3 OPERATION OF PASSENGER LOADING BRIDGE 3-1 3-8
1 Introduction 3-1
2 Personnel 3-2
3 Pre-Arrival Handling 3-3
4 Arrival Handling 3-5
5 Departure Handling 3-7

4 PART 4 OPERATION OF GSE ASSOCIATED WITH AIRCRAFT 4-1 4-22

HANDLING AND LOADING
1 Introduction 4-1
2 Ramp Handling Area of Assessment 4-2
3 Supervision 4-3
5 Aircraft Arrival at a Stand 4-5
6 Grounding of Aircraft 4-6
7 Safety During Refuelling 4-7
8 Non-Motorized GSE 4-8
9 Load Carried by GSE 4-9
10 Unit Load Devices 4-10
11 Passenger Loading Bridge 4-11
12 Mobile and Non-Motorized Passenger Steps / Stairs 4-12
13 Arrival Passenger Disembarkation Process on the Ramp 4-13
14 Aircraft Loading / Unloading Equipment 4-14
15 Conduct and Behaviour of Airside Ground Personnel 4-16
16 Use of Safety Cones 4-18
17 Fuel / Oil Spill 4-19
18 Aircraft Ground Stability 4-20
19 Low-Wing Aircraft (i.e. B737 and below) 4-21
20 Aircraft Departure 4-22
5 PART 5 AIRCRAFT PUSHBACK 5-1 5-7
1 Introduction 5-1
2 Personnel and Equipment 5-2
3 Departure Handling 5-4
4 Air Tug and Tow Bar Operations 5-5
5 Towbarless Tractor Operation 5-6
6 Post Flight Check 5-7
6 PART 6 AIRCRAFT TOWING (FROM AIRCRAFT STAND TO 6-1 6-11

AIRCRAFT STAND)
1 Introduction 6-1
2 Aircraft Towing Operations 6-2
3 Aircraft Towing Requirements 6-4
4 Towing Manoeuvring 6-5
5 Manoeuvring During Adverse Weather Conditions 6-7
6 Radio Telephony Failure During Towing 6-8
7 Wingwalker 6-9
8 Incidents During Towing 6-10

7 PART 7 AIRCRAFT FUELLING 7-1 7-11
1 Introduction 7-1
2 Fuelling Safety Zone 7-2
3 Refuelling Truck / Fuel Dispenser 7-3
4 Obstacle Light 7-4
5 Fuelling Vehicles Safety Driving and Parking Inside ERA 7-5
6 Safety During Refuelling 7-7
7 Removal of Cones and Equipment 7-8
8 Foreign Object Debris 7-9
9 Fuel Spillage 7-10
10 High Wind Conditions 7-11
8 PART 8 Ramp Supervision 8-1 8-2
1 Introduction 8-1
2 Supervision scope 8-2
9 PART 9 Training and Competency of GSP Personnel 9-1 9-3
1 Safety Training Program 9-1

2 Functional Safety Training Program 9-2
3 Structure of Training Program 9-3
4 Documentation 9-4
10 PART 10 Ground Service Equipment (GSE) Maintenance 10-1 10-4
1 Preventive and Corrective Maintenance 10-1

2 Treatment of Unserviceable GSE 10-2
3 Documentation 10-3
4 Airfield Vehicle Permit (AVP) Requirements 10-4
ANNEX
1 IMPORTANT CONTACT INFORMATION A1-1

2 AIRCRAFT MARSHALLING SIGNALS A2-1 A2-19
3 HANDLING OF FUEL SPILLAGE A3-1 A3-2
4 AIRCRAFT ENGINE RUN-UP A4-1 A4-4
5 COMPASS SWING CALIBRATION (CSC) CHECK A5-1 A5-4
6 GENERAL GUIDELINES ON WASHING OF AIRCRAFT A6-1
EXTERIORS IN CHANGI AIRPORT
7 IGOM RECOMMENDED CHECKLIST A7-1

PART 1
INTRODUCTION
1 PURPOSE AND SCOPE
1.1 With effect from 9 July 2014, the Ground Operations Safety Manual (GOSM) will
supersede the Responsibilities of Ground Handling Personnel Manual.
The CAG Airside GOSM defines CAGs ground handling safety standards for GSPs at Changi
Airport to ensure ground operation activities are safely accomplished. The procedures
reflect the minimum safety standards as identified by CAG Airside Management on behalf
of CAG, the aerodrome operator.
CAG seeks to collaborate with GSPs to mitigate safety risks of the following ground
operational activities:
i) Aircraft Power-In Arrival and Aircraft Power-Out Departure*
ii) Aircraft Powerback*
iii) Aircraft Marshalling
iv) Operation of Passenger Loading Bridge
v) Operation of GSE Associated with Aircraft Handling and Loading
vi) Aircraft Pushback
vii) Aircraft Towing
viii) Aircraft Fuelling
Note: *Not applicable to Changi

2 APPLICABILITY
2.1 This document shall be used by GSPs at Changi Airport as one of the main documents in
the conduct of ground handling functions.
2.2 In the event should the GSP deviate from the published GOSM, it shall be shown in the
GSPs ground operations manual.
2.3 This document will provide the basis for which CAG airside inspections and audits will be
conducted.
2.4 To ensure a high level of ground handling safety, the CAG Airside Management on behalf
of CAG, the aerodrome operator, will conduct unannounced safety inspections based on
the inspection checklists, following which the affected GSP will receive an inspection
report.

3 FOREIGN OBJECT DEBRIS
3.1 FOD is any loose substance, material or object alien to the aircraft that could potentially
cause danger to the safety and operation integrity of the aircraft.
3.2 Below are examples of FOD:
Classes Examples
Metal Coins, nuts / bolt, tools, cans,
safety wires
Stone Pebbles, concrete, gravel
Miscellaneous Wooden skids, plastic sheets,
cartons, nettings, luggage
wheels and handles, paperwork
Live animals Birds
3.3 FOD checks include the following:
(a) Check apron and stand areas.
(b) Check ground equipment staging and parking areas in proximity to area of
operation.
(c) Check ground equipment (including floors of enclosed cabins)
(d) Check any garbage bin areas for cleanliness and ensure covers are securely fitted.
(e) Ensure that anything carried in or on a vehicle is secured.
(f) Conduct a FOD walk of the aircraft stand removing all FOD found.
(g) Pick-up and dispose all FOD in designated garbage bins.

4 ACCIDENT / INCIDENT REPORTING
4.1 Whether in the air or on the ground, safety first is the rule. Airside safety rules and
procedures ensure safe handling; therefore, safety regulations shall be understood and
always applied on the apron, on and around aircraft, in hangers and workshop.
4.2 Safety of the aircraft is of paramount concern. Any slightest dent or scratch on the aircraft
shall be immediately reported for technical evaluation. As an aircraft has to withstand very
great forces at high altitudes, personnel should be aware that even a slight scratch or dent
on the aircraft could be the direct cause of serious accidents.
4.3 GSP shall immediately report to CAG ACC / AMC if it sees or causes any aircraft damage.
4.4 Do not approach the aircraft with any GSE to the area where the damage has been found
unless allowed by CAG.
Note: Refer to CAASs By-Laws:

No. 42 Duty to notify and report accidents; and
No. 95 Moving or otherwise interfering with aircraft or vehicle involved in
accident, etc.
4.5 Accident with Other Vehicle
4.5.1 Stop operation of vehicle / GSE immediately
4.5.2 GSP shall immediately contact CAG ACC / AMC stating position, nature of trouble and wait
for assistance.

5 EQUIPMENT RESTRAINT AREA (ERA)
5.1 The ERA is defined as the area of the apron bordered by a red line and shall be kept clear
at all times for the safe movement of an aircraft in and out of the aircraft stand. Drivers
are not allowed to park or position any vehicle or ground servicing equipment within the
ERA at all times, unless they are servicing an aircraft after its arrival or prior to departure.
5.2 No personnel or equipment shall be within the ERA and PLB Safety Zone until the aircraft
anti-collision lights and the aircraft engines are switched off

6 EQUIPMENT STAGING AREA (ESA)
6.1 The ESA of an aircraft stand is demarcated by a continuous white line outlining the area
where ground handling equipment or vehicles for the servicing of an aircraft be positioned
at least 20 minutes before the arrival the aircraft. All vehicles must be lined up in an
orderly manner at all times. All ground handling equipment or vehicles shall be removed
from the ESA and returned to designated parking area after aircraft servicing.

7 VEHICLES AND MOTORISED GSE
7.1 Only personnel who are issued with a valid CAGs ADP for that specific equipment / vehicle
type shall drive and operate the GSE.
7.2 Personnel who are issued with a valid CAGs ADP are to carry their State License, in
addition to their ADP, along with them when driving in the airside. Drivers are expected to
show their State License and ADP when requested by any of the CAG Inspection Officers or
those authorized by CAG.
7.3 Only GSE / vehicle issued with a valid CAGs AVP or TEP shall be operated within the
airside.
7.4 GSE / Vehicle issued with a TEP are not allowed to enter an aircraft stand unless
permission is issued by the management.
7.5 GSE / Vehicle issued with CAGs AVP shall be equipped with a fire extinguisher.
7.6 GSE / Vehicle issued with CAGs AVP shall be equipped with a yellow flashing light on the
highest point of the vehicle and switched on at all times.
7.7 One aerobridge or mobile passenger step or integral stair shall be positioned with the
aircraft door fully open for evacuation of passengers when fuelling with passengers on
board.

8 GSE SAFE DRIVING AND PARKING INSIDE ERA
8.1 Conduct pre-operational inspections of GSE
All vehicle and trailed equipment operating in airside shall conduct pre-operational
inspections daily.
8.2 The following precautions shall be taken when operating GSE within the ERA.
(a) Do not move any GSE, including the PLB, towards the aircraft unless all the
following criteria are met:
(i) Aircraft has come to a complete stop;
(ii) Engines have been switched off and are spooling down;
(iii) Anti-collision lights are switched off;
(iv) Wheel chocks are positioned; and
(v) Ground / Flight crew communication has been established and headset
man has given the thumbs up signal.
Note: The above does not apply for GPU when aircrafts APU is unserviceable.
GPU should be positioned on the right-hand side of the nose wheel parallel to
the aircraft centerline.
(b) Do not approach the aircraft until all safety cones have been placed;
(c) Do not drive GSE more than 5 km per hour;
(d) Do not operate vehicles or equipment while using hand-held PEDs.
(e) Do not carry extra personnel during GSE movement unless that person is seated
in a passenger seat provided in the vehicle or standing in a section of the vehicle
which has been constructed for standing passengers.
(f) Do not drive the GSE across the path of embarking and disembarking
passengers. Aircraft passengers always have right of way.
(g) Ensure a free passage is maintained for the fuel dispenser to be removed
speedily.
(h) Do not drive or park under the aircraft fuselage and / or wing, and do not drive
over fuel pits;

Exceptions:
GSE and vehicles needed for aircraft servicing (e.g. aircraft fuel dispenser,
aircraft defuelling truck, water servicing truck, toilet / lavatory servicing truck),
or
On stations or with aircraft types where the aircraft / stand configuration

makes it necessary to tow dollies under the wing during (off)loading of the aft
cargo hold of a wide body aircraft. In such situations, tow only empty dollies
under the rearmost part of the right wing only.
Note: Refer to CAAS By-Law No.11.
(i) Do not leave any vehicle unattended with its engine running;
(j) Do not drive GSE with lifting devices in the raised positions, except for final
positioning of the GSE onto the aircraft;
(k) Use a guide person when backing GSE to the aircraft; and
(l) After positioning on the aircraft, raise all safety rails on conveyor belts, loaders
and other elevated devices.
(m) Make a minimum of one complete stop with all motorized vehicles / equipment
prior to entering the ERA.
(i) Conduct a Brake Check or Safety Stop by coming to a full and

complete stop to confirm the serviceability of the brake system on the
vehicle and to test the apron surface.
(ii) This action SHALL be carried out even if there is no ERA marked on the
apron.
(iii) This stop shall be conducted at a distance of no less than 5 meters from
the aircraft.
(n) Manoeuvre GSE carefully in order to prevent personnel injury and / or aircraft
damage.
(o) When reversing vehicles or equipment with limited rear-view visibility inside the
ERA, make sure you are:
(i) Guided by an agent using standard IATA signals, and / or
(ii) Assisted by means of a rear-view video or mirror.

(p) Any moving vehicle that is not positioning at the aircraft shall stay outside the
operational safety buffer zone.
8.3 Breakdown of GSE within the ERA
In the event of a breakdown of a GSE within the aircraft stand, the operator of the GSE:
(a) Shall not leave the GSE unattended;
(b) Immediately inform CAG ACC; and
(c) Shall arrange for the immediate removal of the GSE and ensure that aircraft
handling operation is not obstructed by the breakdown.

9 ACTIONS WHEN VEHICLE CATCHES FIRE
9.1 The operator of the GSE shall first attempt to move the vehicle away from the aircraft
and building. Then he shall carry out the following:
(a) Turn off engine;
(b) Switch off master switch, if applicable;
(c) Get the passenger and himself out of the vehicle;
(d) Attempt to put out the fire with fire extinguisher onboard without endangering
oneself;
(e) Inform AES (refer to Annex I for contact information); and
(f) Stay away from the vehicle and direct traffic away.

10 CONDUCT AND BEHAVIOUR OF AIRSIDE GROUND PERSONNEL
10.1 All personnel shall ensure that they:
(a) wear a high visibility safety vest at all times;
(b) do NOT smoke;
(c) observe ramp safety rules (e.g. no horseplay on the job);
(d) do not walk between ULDs or trailers;
(e) do not maltreat GSE and to use GSE only for its intended purpose. Do not tow
another GSE unless a suitable tow bar is used for that purpose;
(f) observe the danger areas / hazards on the ramp and take the necessary
precautions for personnel and aircraft safety. Report oil spills covering an area
more than 4 m;
(g) ensure the ground below the PLB emergency stairs is kept clear of all
obstructions;
(h) do not litter or leave any refuse or FOD within the aircraft stand;
(i) shall not consume any food or beverage and shall not feed any bird or animal;
(j) position all GSEs and vehicles so that they do not obstruct the refuelling vehicles
escape route;
(k) shall NOT use PEDs (e.g. cell phone, camera, PDA also known as palmtop
computer, radios) within 3 metres of FSZ when refuelling is in progress, unless
such device is intrinsically-safe certified.
Note: "Every time an aircraft is refuelled, fuel is pumped into the aircraft fuel
tanks, expelling fuel vapours from the tanks through each wing vent
(approx 1 metre inside each wingtip). This vapour mixes with the
surrounding air forming a flammable environment. Introducing
equipment which can produce a spark risks ignition of the vapour and
a flash fire that will burn people, the aircraft and equipment.

11 USE OF SAFETY CONES
11.1 Safety cones are a caution sign for operators to maintain safety distance from certain
parts of the aircraft against collision by GSE.
11.2 The cones should be orange in colour with reflective stripes. Do not use the cone if it does
not serve its intended purpose.
11.3 Do not approach the aircraft unless all of the following criteria are met and to position
safety cones to protect the aircraft engines which are susceptible to ground damage:
(a) Aircraft has come to a complete stop;
(b) Engines have been switched off and are spooling down;
(c) Anti-collision lights are switched off; and
(d) Wheel chocks are positioned.
11.4 Cones placement should be done according with the airlines requirement or as
recommended by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4), shown in Figure 1
and Figure 2 within a maximum of 1 metre outward from the point of the aircraft being
protected.
11.5 Safety Cones Removal
11.5.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have
ceased prior to departure of the aircraft.
11.5.2 When not in use, place the safety cones in the designated storage area.

Figure 1: Cone Placement for Wing-Mounted Twin Engine Jet Aircraft.

Figure 2: Cone Placement for Wing-Mounted Four Engine Jet Aircraft.

12 USE OF WHEEL CHOCKS
12.1 Ensure that there are sufficient numbers of serviceable chocks for the arrival aircraft,
taking account of the ramp and / or weather condition.
12.2 Wheel Chocks Placement
12.2.1 Do not approach the aircraft to place the chocks until it has come to a complete stop.
After the aircraft has come to a complete stop, wait until its anti-collision lights are
switched off, engines have been switched off and are spooling down, before proceeding to
place the chocks at the wheels. Place the chocks in accordance to airlines requirements.
12.2.2 Walk towards the main gear in the path parallel to the fuselage.
12.2.3 Remove any temporarily-placed nose gear chocks, if applicable.
12.2.4 Give the Chocks Inserted hand signals to the flight deck crew.
12.2.5 When placing chocks, stand well clear of the path of the tires. Approach / Leave the main
landing gear from the front or rear.
12.3 Wheel Chocks Removal
12.3.1 Remove the chocks ONLY after all GSE have been disconnected from the aircraft including
the PLB.
12.3.2 Do not leave any unused chocks on the ramp. Stow all unused chocks in their designated
stowage place at the aircraft stand.

13 ADVERSE WEATHER CONDITIONS
13.1 GSE operators shall reduce speed in view of slippery apron surface.
13.2 During inclement weather, wear high visibility raincoat or rain suit at all times.
13.3 The ground personnel performing ground to flight deck communication shall always use a
wireless headset, especially during inclement weather condition.

14 HIGH WIND CONDITIONS
14.1 Install additional chocks and remove all equipment from around the aircraft and secure
outside the ERA.
14.2 Ensure empty ULDs are secured.
14.3 Remove and secure all loose items / equipment (e.g. engineering steps).
14.4 Do not leave aircraft doors open.
14.5 Retract and lower PLB, if applicable.

PART 2
AIRCRAFT DOCKING GUIDANCE SYSTEM / MANUAL MARSHALLING
1 INTRODUCTION
1.1 This section provides safety procedures for the operation of ADGS and conducting manual
marshalling.
1.2 If any part of the functions is outsourced to an external third-party, the GSP shall establish
direct oversight to ensure that the function is conducted safely.
1.3 This section shall be read in conjunction with GOSM Part 1 Introduction.

2 PERSONNEL
2.1 All operators are required to undergo training on the ADGS and manual marshalling. The
training should comprise of both theory and practical components.
2.2 Operators shall have experience operating the ADGS and conducting manual marshalling on
live flights under trainer or mentor supervision before allowed to operate independently.
GSPs should establish measures to ascertain the competency of new operators and such
measures shall be documented.
2.3 Operators, who are qualified to operate the ADGS and conduct manual marshalling, shall
undergo refresher courses every two (2) years. All training records shall be retained by the
GSP and provided to CAG upon request.

3 PRE-ARRIVAL HANDLING
3.1 Operators shall arrive at the bay at least 15 minutes prior to aircrafts ETA.
3.2 Ensure that the corresponding aircraft type is painted on the stop bar. A chock may be
positioned at least 1 metre away from the edge of the designated stop bar to serve as a
guidance marker for aircraft nose wheel stop position.
3.3 The operator shall have knowledge of the aircraft type assigned to the bay and make the
right selection on the ADGS control panel.
3.4 Upon arrival at the bay, the ADGS operator shall ensure that all equipment are properly
secured and positioned in an orderly manner inside the ESA. The surrounding area should be
free from any FOD and the bay shall be clear of oil / fluid / fuel spillage.
3.5 No equipment and personnel should be in the ERA.
3.6 Ensure that the PLB is fully retracted and parked at its white parking box.
The following exceptions apply:
For A380 flights, wheels of L3 arm are in the "pre-position" box.
For MARS Right Bay, wheels of PLB arm are in the "pre-position" box for Code C
aircraft.
For MARS Left Bay, wheels of PLB arm are in the "pre-position" box for Code E
aircraft.
3.7 Conduct a serviceability check on the ADGS at least 15 minutes prior to aircraft ETA.
3.8 Ensure that there are sufficient numbers of serviceable chocks and safety cones for the
arrival aircraft.
3.9 Manual marshallers shall stand by with marshalling bats or Dayglo wands (to be illuminated
in low visibility / night operations) and marshalling platforms (if required) in the event that
manual marshalling is required.

4 ARRIVAL HANDLING
4.1 Prior to aircraft taxiing into the bay, ADGS operators shall ensure that the ERA is free of
equipment and personnel. Operators shall also ensure that there is adequate clearance for
the aircraft as it taxies into the bay.
4.2 In the event that ADGS is faulty or unavailable at the bay, operators shall commence manual
marshalling using the correct marshalling signals before aircraft reaches the bay lead-in line
(refer to Annex II for aircraft marshalling signals).
4.3 ADGS operators / Manual marshallers shall guide the aircraft to a complete stop at the
designated aircraft type stop bar.
4.4 Inform CAG ACC immediately if there is a fault in the ADGS or if the aircraft overshoots /
undershoots the designated stop bar.
4.5 After the aircraft comes to a complete stop with its engines shut down and anti-collision
lights OFF, the operator can then proceed to place chocks at the aircraft wheels.

PART 3
OPERATION OF PASSENGER LOADING BRIDGE
1 INTRODUCTION
1.1 This section provides safety procedures for the operation of PLB.
1.2 If any part of the function is outsourced to an external third-party, the GSP shall establish

2 PERSONNEL
2.1 All PLB operators shall be licensed by CAG to operate the PLB and hold a valid Class A
ADP. Operators shall be conversant with emergency procedures and comply with SOPs
located next to all PLB consoles and other instructions which may be issued by CAG.
Operators are to use Auto-Dock function of the PLB console, if the PLB console has this
function.
2.2 PLB operators shall undergo refresher courses every two (2) years. All training records
shall be retained by the GSP and provided to CAG upon request.

3 PRE-ARRIVAL HANDLING
3.1 Operators shall arrive at the bay at least 15 minutes prior to aircrafts ETA.
3.2 Perform a check to ensure that no FOD is left within the red hatched area beneath the PLB
and in the surrounding area of the parking stand. Operators shall also ensure that the
passageway within the PLB is free of FOD prior to aircraft arrival.
3.3 Operators shall ensure that the PLB is fully retracted and parked at its white parking box.
For A380 flights, wheels of L3 arm are in the "pre-position" box.
For MARS Right Bay, wheels of PLB arm are in the "pre-position" box for Code C
aircraft.
For MARS Left Bay, wheels of PLB arm are in the "pre-position" box for Code E
aircraft.
3.4 If the wheels of the PLB are extended beyond the white parking box, DO NOT RETRACT
THE PLB. Instead, operators shall alert CAG ACC immediately and wait for a CAG officer to
investigate the issue.
3.5 Ensure that all safety chains (located in the cab, Tunnel A and PLB entrance) are secured
and hooked.
3.6 Conduct a serviceability check of the PLB. Operators shall also check for No Go items If
any of the following is missing, the PLB is considered unserviceable. They are:
(i) Emergency stop
(ii) Selector key switch
(iii) Power on button
(iv) Cabin closure (condition and padding)
(v) Horizontal drive joy stick
(vi) Vertical drive button
(vii) Cab rotation button
(viii) Closure drive button

3.7 In the event where the PLB is unserviceable:
(a) Inform CAG ACC immediately.
(b) Inform the airside officer / operations supervisor of the incoming flight and
request for a passenger step to be dispatched to the bay.
(c) If the maintenance staff is unable to rectify the PLB fault upon reaching the site,
the PLB operator is to deploy the passenger step for passenger disembarkation
upon instructed by the airline or CAG.
3.8 Activate the switches for ventilation, air conditioning and lighting in the PLB prior to
aircraft arrival. Open the roller shutter when the arrival aircraft turns into the aircraft
stand.
3.9 Be aware of the incoming aircraft type and position the height of the PLB accordingly.
3.10 Position the PLB wheels in the wheels positioning box after performing the serviceability
checks.
3.11 Standby a marshaller to be deployed on Apron ground in the event when PLB
malfunctions. In the event that the Auto-dock function is unserviceable and the PLB
operator has to manually dock the PLB to the aircraft, the PLB operator would have to
ensure that a marshaller is positioned on the Apron ground to guide him in his docking
operation.

4 ARRIVAL HANDLING
4.1 Open the PLB roller shutter when the arrival aircraft turns into the aircraft stand.
4.2 Other than the PLB operator, no other personnel shall be present in the cab during
docking. All other personnel shall stand behind the safety chains behind the operator.
4.3 PLB operator is to receive a thumbs-up signal from the headset man before commencing
PLB docking.
4.4 Check the fuselage of the aircraft for any damage before proceeding to dock the PLB. If
any damage is spotted, do not dock the PLB towards the aircraft. Inform CAG ACC
immediately.
4.5 For safety concerns, conduct visual inspections of the apron operation area through the
CCTV screen while operating the PLB. In the event that the Auto-dock function is
unserviceable and the PLB operator has to manually dock the PLB to the aircraft, the PLB
operator would have to ensure that a marshaller is positioned on the Apron ground to
guide him in his docking operation.
4.6 In the event the PLB operates abnormally during auto-dock mode, the operator shall
release the auto-dock button immediately to abort operation and to stop the PLB. If by
releasing the auto-dock button, the PLB did not stop immediately and keeps moving, the
PLB operator shall then depress the red emergency button to cut off all electrical supply
to the PLB immediately.
4.7 Operators shall stop the PLB 0.5 metres from the aircraft to make final adjustments before
docking.
4.8 Ensure the auto-leveller is activated after docking to the aircraft. (The auto-leveller is to be
engaged prior to opening the aircraft door)
4.9 PLB operator shall adjust and maintain the height between the PLB cab floor and the
aircraft door sill at 20 cm for all aircraft types.

4.10 For A380 aircraft ensure that the correct docking sequence is executed (i.e. L1 / L3 / L2).
4.11 Ensure that the cabin closure is extended towards the aircraft door.
4.12 After all checking sequence is completed and the PLB operator has switched to the Auto-
leveller position, ensure that the key is removed from the instrument console.
4.13 Unhook the safety chains located in the cab and Tunnel A.
4.14 Operator is to remain within the audible range of the warning buzzer and horn regardless
with or without disembarkation of the passengers.

5 DEPARTURE HANDLING
5.1 Ensure that a marshaller is deployed on Apron ground to assist with the PLB retraction.
5.2 Perform a check to ensure that no FOD is left within the red hatched area beneath the PLB
and in the surrounding area of the parking stand prior to operating the PLB.
5.3 Check the fuselage of the aircraft for any damage before proceeding to retract the PLB
from the aircraft. If any damage is spotted, do not retract the PLB. Inform CAG ACC
immediately.
5.4 Ensure that all safety chains are hooked up and secured prior to retracting the PLB.
5.5 Ensure the cabin closure is raised and that the closure is fully retracted.
5.6 The aircraft door shall be completely closed prior to disengaging the auto-leveller and
retracting the canopy.
5.7 Clearance checks shall be conducted and marshaller shall be present before the bridge is
retracted.
5.8 Applicable to PLB Auto Mode: PLB operator retracts 0.5 metres manually before setting
to Auto park function.
5.9 Applicable to PLB Manual Mode: PLB operator withdraws the PLB according to the
marshaller guidance.
5.10 The PLB is to be retracted to the parking box position before the start of pushback.
For A380 flights, the L3 arm is to be in the Pre-Position box.
For MARS Left Bay, the PLB arm retracts to the "pre-position" box for Code E
aircraft.
PLB Operator is to retract the PLB in the above listed exceptions to "pre- position"
box for aircraft to push out, after which the PLB operator shall park the PLB arm
in the park box

5.11 In the event the PLB operates abnormally during auto-dock mode, the operator shall
release the auto-dock button immediately to abort operation and to stop the PLB.
5.12 The operator shall be aware of the steps to be taken in the event that the PLB is unable to
be retracted from the departing aircraft:
(a) Inform the CAG ACC.
(b) Prior to towing the PLB, the PLB operator (in the presence of the CAG PLB
maintenance contractor) shall ascertain that:
(i) The aircraft cabin door is shut.
(ii) No passengers are in the PLB.
(iii) Weather closure has been retracted.
(iv) Airline representative is informed.
(c) Seek the assistance of a tractor driver to tow the PLB.
5.13 Ensure the roller shutter is lowered and shut after use and the wheels of PLB are parked
within the parking boxes.
5.14 Ensure the PLB is set to A300 height.
5.15 Ensure the keys are turned to OFF position and removed from the instrument console.
5.16 Ensure the emergency button is depressed.
5.17 PLB operators are to remain on the bridge until the aircraft is pushed back.
5.18 Ensure that any debris is cleared and check the cleanliness of the passageway.

PART 4
OPERATION OF GSE ASSOCIATED WITH AIRCRAFT HANDLING AND LOADING
1 INTRODUCTION
1.1 This section provides safety procedures for aircraft handling.
1.2 If any of the aircraft handling activities is outsourced to an external third-party, the GSP
shall ensure that the activity is conducted safely.

2 RAMP HANDLING AREA OF ASSESSMENT
2.1 Ensure all vehicles and non-motorized equipment use for the handling of aircraft are pre-
positioned in an orderly manner prior to aircrafts ETA to the stand.
2.2 Ensure all vehicles and equipment are parked orderly within the ESA and do not protrude
into the ERA demarcated in red. The equipment shall not be parked in an area that will be
affected by jet blast or cause obstruction to:
(a) Arriving aircraft
(b) Vehicular traffic lanes
(c) Adjacent stands
2.3 Strictly no personnel, vehicle and / or equipment are allowed in the ERA prior to aircraft
arrival. [Refer to GOSM Part 1 Paragraph 6]
2.4 Check the surrounding area to ensure there is no FOD on all equipment, in the ERA and
ESA.
2.5 Ensure that the second level of apron floodlighting is turned on during the hours of
darkness prior to the arrival of an aircraft at the aircraft stand.

3 SUPERVISION
3.1 Supervision personnel shall be trained and qualified to perform the assigned functions.
The assigned personnel will have to provide oversight of personnel conducting the
following activity:
(a) aircraft loading and unloading;
(b) aircraft servicing (e.g. portable water, lavatory, catering);
(c) passenger embarkation / disembarkation; and
(d) all personnel and GSE involved in the airside operation to ensure compliance
with safety procedures.

4 TRAINING AND QUALIFICATION OF AIRCRAFT LOADING AND UNLOADING / SERVICING

STAFF
4.1 To have a proper oversight, the training and qualification shall be indicated for each
function. The training record shall also indicate type of trainings such as basic training,
dangerous goods training, hands-on training / on-the-job training, recurrent training,
airside safety awareness training and additional training such as re-training.
4.2 All training should be qualified through a formal testing / evaluation process to ensure the
trainee has a comprehensive understanding of the subject and competent to complete the
task being trained in a safe manner.

5 AIRCRAFT ARRIVAL AT A STAND
5.1 If at any time during aircraft movement the ADGS operator / manual marshaller is unsure
or identify an imminent danger, STOP the aircraft by giving the STOP signal with the use
of wands or by releasing the deadman switch on the ADGS control panel.

6 GROUNDING OF AIRCRAFT
6.1 It is recommended to ground the aircraft when it is at the aircraft stand.

7 SAFETY DURING REFUELLING
7.1 No driver of any motor vehicle shall start the motor vehicle when it is within a radius of 15
metres from any refuelling point or fuel tank of an aircraft which is being refuelled.
7.2 Vehicles issued with TEP shall at all times remain at a safe distance of at least 15 metres
from any refuelling point or aircraft fuel tank vent when there is an aircraft parked at the
aircraft stand.
7.3 When an aircraft is being refuelled, no person shall drive any vehicle or walk over any hose
or bonding cable lay on the apron used for refuelling that aircraft.

8 NON-MOTORISED GSE
8.1 Do not use faulty GSE.
8.2 Do not transport wheel chocks and / or safety cones placed on the roof top of GSE such as
tractors and covered trolleys. Top of containers shall be free of baggage / cargo / mail.
8.3 When handling smaller aircraft such as A320 and B737 etc (i.e. Code A to C), do not tow
more than 2 baggage trolleys / carts and dollies within the ERA for positioning for
unloading / loading of baggage / cargo purposes.

9 LOAD CARRIED BY GSE
9.1 Operator of GSE shall ensure that any load carried by the vehicle is secured at all times.
9.2 Waterproofing of Cargo Placed on Pallets
9.2.1 The use of plastic sheeting over the top of the load is acceptable however, it shall always
be placed underneath the cargo net and shall be adequately tucked into the edges of the
load to prevent it from becoming potential FOD during transportation or strong wind
conditions.

10 UNIT LOAD DEVICES
10.1 ULDs refer to baggage and cargo containers. ULDs shall not be stored on the ground but on
a suitable ULD base support system to ensure airworthiness.
10.2 Checks on ULDs at Aircraft
10.2.1 The door shall always be fully closed and latched before towing and loading.

11 PASSENGER LOADING BRIDGE
11.1 Only personnel who are issued with a valid CAGs ADP for Class A shall operate the PLB.
Please refer to GOSM Part 3 for the safety procedures on the operation of PLB.
11.2 The operator of the PLB is to make sure the movement path is clear of all obstructions and
personnel before moving the PLB.
11.3 Close the aircraft cabin door before removing the bridge.

12 MOBILE AND NON-MOTORISED PASSENGER STEPS / STAIRS
12.1 Passenger steps / stairs shall be outside the ERA before aircraft arrival.
12.2 Make sure the movement path is clear before moving the equipment.
12.3 If the passenger steps / stairs are towed (non-motorized equipment), disconnect them
from the tractor and manually position them toward the aircraft.
12.4 Extend side rails after the cabin door has been opened.
12.5 Close the aircraft cabin door before removing the passenger steps / stairs.
Note: Aircraft cabin door shall only be in open position if there is any GSE (platform
or PLB) securely positioned at the door.

13 ARRIVAL PASSENGER DISEMBARKATION PROCESS ON THE RAMP
13.1 Safe guard the passenger way and supervise passenger disembarkation process.
13.2 The use of personal hand held telephones by passengers shall not be permitted.
13.3 In the event passenger baggage reclamation Delivery At Arrival (DAA) is required, it shall
be carried out away from the aircraft handling & loading and fuelling zone.

14 AIRCRAFT LOADING / UNLOADING EQUIPMENT
14.1 When operating aircraft loading / unloading equipment, make a minimum of one
complete stop with all motorized equipment prior to entering the ERA.
(i) Conduct a Brake Check or Safety Stop by coming to a full and complete
stop to confirm the serviceability of the brake system on the vehicle and to test
the apron surface.
(ii) This action SHALL be carried out even if there is no ERA marked on the apron.
(iii) This stop shall be conducted at a distance of no less than 5 metres from the
aircraft.
14.2 Belt Loader / Skyloader
14.2.1 The following precautions shall be taken when operating the belt loader / skyloader:
(a) Position and remove a belt loader / skyloader in a straight line with the cargo
hold door at a 90o angle to the aircraft fuselage;
(b) Raise / Extend the side handrails after the belt loader / skyloader is positioned.
Make sure they do not touch the aircraft fuselage;
(c) Do not sit or stand on the conveyor belt during GSE movement and when the
conveyor belt is in operation (up or down);
(d) When placing items on the conveyor belt, make sure they are stable and will
not fall off; and
(e) Do not overload.
14.3 ULD Loader / JCPL / MDL
14.3.1 The following precautions shall be taken when operating this GSE:
(a) Check that the GSE is serviceable before use;
(b) Never drive the GSE underneath the wing of an aircraft;
(c) Do not use the JCPL / MDL to transport ULDs across the ramp;
(d) When reversing from aircraft, to do so in a straight line with the cargo hold
door at a 90o angle to the aircraft fuselage; and

(e) Perform the final check on the ULDs airworthiness to prevent any un-airworthy
ULD from loaded into an aircraft.
14.4 Portable Water Servicing and Toilet Servicing
14.4.1 (a) The ground personnel performing the above function shall ensure that after
servicing, the fitting caps and service panel door are closed and latched; and
(b) The ground personnel shall report any spillage on the aircraft stand to his
supervisor for cleaning arrangement. If the aircraft stand is to be closed to
facilitate the cleaning of the spill, the GSP is to inform CAG ACC / AMC as soon
as possible.

15 CONDUCT AND BEHAVIOUR OF AIRSIDE GROUND PERSONNEL
15.1 All personnel shall ensure that they:
(a) wear a high visibility safety vest at all times;
(b) do NOT smoke;
(c) observe ramp safety rules (e.g. no horseplay on the job);
(d) do not walk between ULDs or trailers;
(e) do not maltreat GSE and to use GSE only for its intended purpose. Do not tow
another GSE unless a suitable tow bar is used for that purpose;
(f) observe the danger areas / hazards on the ramp and take the necessary
more than 4 m;
(g) ensure the ground below the PLB emergency stairs is kept clear of all
obstructions;
(h) do not litter or leave any refuse or FOD within the aircraft stand;
(i) shall not consume any food or beverage and shall not feed any bird or animal;
(j) position all GSE and vehicles so that they do not obstruct the refuelling
vehicles escape route;
(k) shall NOT use PEDs (e.g. cell phone, camera, PDA also known as palmtop
such device is intrinsically-safe certified; and
Note: "Every time an aircraft is refuelled, fuel is pumped into the aircraft
fuel tanks expelling fuel vapours from the tanks through each wing
vent (approx 1 metre inside each wingtip). This vapour mixes with
the surrounding air forming a flammable environment. Introducing
equipment which can produce a spark risks ignition of the vapour
and a flash fire that will burn people, the aircraft and equipment.
(l) do not allow any passengers within 3 metres in any direction from the centre
point of all fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel
hydrant, fuel hoses and fuelling vehicles.

16 USE OF SAFETY CONES
16.1 Safety cones are a caution sign for operators to maintain safety distance from certain
parts of the aircraft against collision by GSE.
16.2 The cone should be orange in colour with reflective stripes.
16.3 Safety Cones Placement
16.3.1 Do not approach the aircraft unless all of the following criteria are met and to position
safety cones to protect the aircraft engines which are susceptible to ground damage:
(a) Aircraft has come to a complete stop;
(b) Engines have been switched off and are spooling down;
(c) Anti-collision lights are switched off; and
(d) Wheel chocks are positioned.
16.3.2 Cones placement should be done according with the airlines requirement or as
recommended by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4). Refer to GOSM
Part 1 Paragraph 11.3.2 for more details.
16.4 Safety Cones Removal
16.4.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have
16.4.2 When not in use, place the safety cones in the designated storage area.

17 FUEL / OIL SPILL
17.1 Small spills that need no emergency action shall be cleaned up with use of oil absorbent or
rags and discarded properly. Saw dusts shall not be used.
17.2 Report any spills extending 4 m to CAG ACC / AMC so that they can facilitate stand
closure for cleaning purposes.
17.3 Contact AES and verify whether to stop all activities around the aircraft if spill is extensive.
17.4 Secure the area 15 metres from the contaminated area until the affected area has been
cleaned up.

18 AIRCRAFT GROUND STABILITY
18.1 In general, when loading, load forward holds before aft holds.
18.2 When offloading, offload aft holds before forward holds.
18.3 To avoid tail-tipping during ground operations, sequential loading / unloading

instructions shall be followed in accordance to airlines requirements.
18.4 Supervision personnel shall observe the aircraft ground stability during ground operations.

19 LOW-WING AIRCRAFT ( I.E. B737 AND BELOW)
19.1 To prevent damage to aircraft with low wings, baggage tractors should stop about 1 metre
from the belt loader / skyloader and unhook the baggage trolleys. Move the tractor away
and position the carts.
19.2 When removing the baggage trolleys, the tractor should be positioned pointing away from
the aircraft wing and the baggage trolley pulled to the tractor.
19.3 Tractors shall never drive under the aircraft wings.

20 AIRCRAFT DEPARTURE
20.1 Action Prior to Pushback of Aircraft
20.1.1 (a) All persons and GSE not involved in the aircraft departure operation are to
remain outside of the ERA; and
(b) The ground personnel performing the final check on the aircraft shall check to
ensure that all aircraft servicing panels and / or hatches are closed and latched.
20.2 Wheel Chocks Removal
20.2.1 (a) To remove the chocks ONLY after all GSE have been disconnected from the
aircraft including the PLB.
(b) Do not leave wheel chocks on the ramp. When not in use, stow them in their
designated stowage place at the aircraft stand.

PART 5
AIRCRAFT PUSHBACK
1 INTRODUCTION
1.1 This section provides safety procedures for aircraft pushback.

2 PERSONNEL & EQUIPMENT
2.1 Personnel doing the aircraft pushback shall be well versed in the SOPs and every bay has its
unique procedures. The procedures can be found at each of the aircraft stand on the PLB
rotunda column.
2.2 Personnel driving the air tug and towbarless tractor are required to have a valid Class 5 ADP.
The vehicle shall also have a valid AVP.
2.3 Personnel conducting the pushback operations shall be able to identify the suitable air tug
and tow bar / towbarless tractor for the specific operation to be conducted.
2.4 Before commencing the aircraft pushback, personnel are required to perform pre-
operational safety checks to ensure that:
(a) The surface condition is safe to conduct the pushback operation i.e. The surface shall
be clear of oil spill and other FOD.
(b) All the aircraft service doors / panels are closed and locked.
(c) Only the required equipment and personnel involved are in the ERA.
(d) The PLB is fully retracted and the wheels are parked correctly within the white
parking boxes. However, do note that for A380 flights, the L3 arm should be in the
pre-position box and for MARS Right bay, the PLB arm should be in the pre-
position box.
(e) The pushback path is clear of obstructions.
(f) The air tug / towbarless tractor shall be in good working condition. Drivers are
required to do a brake test by making a minimum of one complete stop prior to
entering the ERA.
(i) Conduct a Brake Check or Safety Stop by coming to a full and complete
stop to confirm the serviceability of the brake system on the vehicle and to
test the apron surface.
(ii) This action SHALL be carried out even if there is no ERA marked on the apron.
(iii) This stop shall be conducted at a distance of no less than 5 metres from the
aircraft.

3 DEPARTURE HANDLING
3.1 The qualified headset man involving in the pushback operation shall establish and maintain
communication with the flight crew via headset throughout the whole operation.
3.2 The headset man has to remain clear of the hazard zones such as aircraft nose gear, aircraft
engines and near the air tug or tractor.
3.3 Standard phraseology should be used for all verbal communication between the flight deck
or brake operator and ground personnel. Provision should be made for a back-up
communication system in the event of a failure of the primary system.
3.4 Standard hand signals should be used for manual communications. Please refer to Annex II
Paragraph 4 (Pushback Hand Signals Headset Operator to Tug Driver).
3.5 During the pushback operation, it is important to always align the aircraft such that the
taxiway centreline is in between the aircraft main landing gears so as to provide sufficient
wing and tail clearance.
3.6 If ground crew require guidance to locate the taxiway centreline, headset man shall inform
flight deck crew to request Changi Tower to switch on the taxiway centreline lights.
3.7 In a situation where a revised instruction is received after pushback operation has
commenced, the headset man shall inform the flight deck crew to seek clearance from Changi
Tower to tow the aircraft back to the original parking stand. A new pushback clearance from
ATC is required before commencing the pushback operation.

4 AIR TUG AND TOW BAR OPERATIONS
4.1 During the pushback operations, chocks shall be in place till clearance is given by the person
in-charge and the correct by-pass pin shall be installed before connecting the tow bar to the
aircrafts nose gear.
4.2 For safety reasons, operator shall first detach the tow bar from the air tug before connecting
it to the aircrafts nose gear. When connecting the tow bar back to the air tug, the operator
should not straddle the tow bar. He shall face the air tug with both legs on one side of the
tow bar.
4.3 Air tug connected to the aircraft should not be left unattended with the engine running and
the operator shall ensure that the tow bar wheels are fully retracted before the pushback
commences.
4.4 If GPU is connected to the aircraft, the operator is to confirm with the flight crew that it is
not in use before removing it.
4.5 Aircraft should be pushed at a walking speed of not more than 5 km per hour. In the event
of poor surface or bad weather conditions, pushback is to be done at a slower speed.
4.6 To disconnect the tow bar, a chock shall be positioned in front of the nose-wheel. Once
clearance signal is given, headset man shall show the by-pass pin to the flight deck when
they are cleared of taxiway.
4.7 Operator should standby at the bay until the aircraft taxis away on its own.

5 TOWBARLESS TRACTOR OPERATION
5.1 Chocks should not be removed from the aircraft until clearance is given by the person in-
charge.
5.2 The correct by-pass pin shall be installed prior to connecting the towbarless tractor to the
aircrafts nose gear. The operator shall also ensure that the aircraft nose wheels are safely
locked in the towbarless tractor locking mechanism when connected to the aircraft.
5.3 Nose-wheels shall be lifted well above ground before pushback commences.
5.4 When the pushback is completed, the headset man shall inform the flight deck to set the
aircraft parking brakes before disconnecting the towbarless tractor.
5.5 After disconnecting the towbarless tractor from the nose gear, the operator shall position
the tractor such that it is visible from the cockpit before the by-pass pin is being removed.
5.6 Once clearance signal is given, headset man shall show the by-pass pin to the flight deck
when they are cleared of taxiway.
5.7 Operator should standby at the bay until the aircraft taxis away on its own.

6 POST FLIGHT CHECK
6.1 After the pushback operation, operator shall ensure that the bay is clear of FOD for the next
aircraft. If FOD is of suspected aircraft parts, operator should check with the ground
engineer immediately.

PART 6
AIRCRAFT TOWING
(FROM AIRCRAFT STAND TO AIRCRAFT STAND)
1 INTRODUCTION
1.1 This section provides safety procedures for aircraft towing (from aircraft stand to aircraft
stand).

2 AIRCRAFT TOWING OPERATIONS
2.1 An overall-in-charge shall be identified for aircraft towing operation. The assigned personnel
are usually the flight deck engineer. The overall-in-charge shall brief all other personnel
involved in the operation of their responsibilities.
(a) Ensure operator of Air tug or Towbarless tractor has a valid class 5 ADP.
(b) Ensure the latest Aerodrome map is used by the towing crew.
(c) Ensure the towing crew is familiar with the taxiway layout of the airport.
(d) Personnel should be instructed on the hazards associated with aircraft movement
operations e.g. engine ingestion, nose-wheel movement, aircraft track, visibility.
(e) Personnel performing the functions required by the operation shall be positioned
away from hazard zones.
(f) Only those persons required to perform operating functions shall be in the operating
area.
(g) Communication with the flight deck or brake operator should, if possible, be
achieved in a manner that eliminates the need for personnel to walk in close
proximity to the aircraft nose-gear or the tow tractor during the operation e.g. use
of flexible cord to tractor driver, or cordless system.
(h) Standard phraseology should be used for all verbal communication between the
flight deck or brake operator and ground personnel.
(i) Provision should be made for a back-up communication system in the event of a
failure of the primary system.
(j) Standard hand signals should be used for manual communications. Please refer to
Annex II Paragraph 1 (Marshalling Hand Signals) and Paragraph 4 (Pushback Hand
Signals Headset Operator to Tug driver).

(k) Prior to moving an aircraft all personnel involved in the operation shall have been
briefed and agreed on how communication should be performed and towing
manoeuvred.
(l) SOPs should be developed, in accordance with airframe manufacturers'

recommendations for each type of aircraft movement operation.
(m) Personnel performing marshalling or wing-walking functions SHALL utilize, during

daytime operations, either wands or mitt of a high visibility colour or, during low
visibility / night operations, lighted wands.
(n) Operations conducted in poor surface / weather conditions shall be performed at

low speed.
(o) The general area of the operation shall be kept clear of GSE.
(p) Towing crew shall never enter runways and rapid exit taxiways.
(q) Towing crew shall request for follow-me service when required to do so.
(r) Towing crew shall always seek clarification if doubtful of towing instructions.
(s) Towing crew shall inform ACC if they are unable to execute an instruction / face
difficulty in executing an instruction.

3 AIRCRAFT TOWING REQUIREMENTS
3.1 The following requirements shall be met to perform an aircraft tow:
(a) Prior to commencement of a towing operation, communication is established

between the tractor operator and the flight deck and / or brake operator.
(b) When communication is lost during a towing operation, movement is immediately

stopped.
(c) Ensure hydraulic system pressure for aircraft braking and / or the brake accumulator
is within required pressure range.
(d) Ensure any required electrical systems for towing are energized.
(e) Ensure all gear safety pins / sleeves are installed, and after tow, ensure all pins are
removed and stowed.
(f) Make sure a qualified brake operator is in the cockpit.
(g) Establish communication with the brake operator by means of the interphone
system.
(h) Make sure wheel chocks are positioned at the end of the manoeuvre, prior to
disconnecting the towbarless tractor or towbar.
Caution: Inform the brake operator / flight crew and / or contact the maintenance
department for technical inspection if you: observe any type of excessive fluid leakage;
notice any signs of unmarked aircraft damage; observe any fault, failure, malfunction or
defect which you believe may affect the safe operation of the aircraft for the intended
flight.

4 TOWING MANOEUVRING
The towing manoeuvring procedure is similar for all aircraft types. The following minimum
safety precautions and procedures shall be followed prior to and during aircraft towing
operations:
(a) Align the towbarless tractor or air tug and towbar combination with the center line
of the aircraft before the aircraft movement.
(b) Completely raise the towbar wheels before the start of aircraft movement (if used).
Caution: If the headset man is not in the air tug / towbarless tractor, he is clear of the nose
gear when the aircraft is moving, remain clear of the hazard zones during operation and
avoid walking backwards when dispatching the aircraft.
(c) Prior to the aircraft movement, make sure that the parking brakes are released and
the anti-collision lights are switched on.
(d) Wait for the authorization of the flight crew or brake operator before moving the
aircraft.
(e) Start the pushback operation on a straight line.
(f) Keep the manoeuvring speed to a minimum, and apply the vehicle brakes gently.
(g) Do not exceed the towing speed limit as regulated by the towing equipment, aircraft
and / or airport.
(h) Use relevant apron lines as guidance during manoeuvring to ensure safe obstacle
clearance.
(i) It is important to always align the aircraft such that the taxiway centreline is in
between the aircraft main landing gears so as to provide sufficient wing and tail
clearance.
(j) Keep a minimum safety distance between vehicles sufficient in which to stop.
(k) Stop 50 metres before a taxiway intersection, if a stop is required.
(l) Avoid sharp turns, which results in excessive tire scrubbing.
(m) If ground crew require guidance to locate the taxiway centreline, headset man shall
inform flight deck crew to request Changi Tower to switch on the taxiway centreline
lights.

(n) Make all stops smoothly.
(o) When arriving at the allocated position, move the aircraft in a straight line for a few
meters to ensure that the nose wheels are in the straight ahead position. This
relieves any tensional stress applied to landing gear components and tires.
(p) Apply the tractor parking brake after a complete stop.
(q) Headset man shall ensure that the aircraft stops at the designated aircraft-type stop
bar.
(r) Headset man shall ensure that chocks are placed at the aircraft wheels and cones
placement done in accordance with the airlines requirements or as recommended
by IATA (IGOM Chapter 4 Paragraph 4.6.1.1 and 4.6.1.4). Refer to GOSM Part 1
Paragraph 11.3.2 for more details.
Note: Some of these precautions may not be applicable to towbarless vehicles.

5 MANOEUVRING DURING ADVERSE WEATHER CONDITIONS
5.1 During adverse weather conditions (haze, rain, etc.) visibility and traction will be affected.
The tractor driver shall reduce and adapt vehicle speed as required by the present
conditions.

6 RADIO TELEPHONY FAILURE DURING TOWING
6.1 If 3-way communications between cockpit / headset man and air tug / towbarless tractor
operator is not established, towing cannot commence. Towing team shall inform CAG ACC to
facilitate the tow with a Follow-Me car.

7 WINGWALKER
7.1 If wingwalkers are deployed, the wingwalkers or other assist personnel shall:
(a) be under the direction of the responsible ground crew at all times;
(b) use proper hand marshalling signals and clear of engine hazard zones;
(c) use 2 marshalling wands, either day-wands or illuminated wands for low visibility
operations;
(d) be positioned as follows:

- Approximately 1 metre outboard of the wingtip;
- In line with the rearmost main gear wheel.
(e) ensure the aircraft movement path is clear of any obstructions, other aircraft,
vehicles etc;
(f) provide Safe to Proceed clearance signals at all times to the headset man by using
a distinct Pendulum motion of the arm;
(g) continue to monitor the aircraft path until the aircraft is stopped;
(h) position themselves in clear visibility of the headset man, at a safe distance away
from the aircraft (either at the 11 o'clock or 1 o'clock position);
(i) give the AIRCRAFT HOLD signal to the towing crew when the visual Brakes Set
signal has been received from the #1 Man. (crossed wands may be over head or in
front of chest)

8 INCIDENTS DURING TOWING
8.1 The tractor driver and brake operator shall continuously keep each other informed when
incident happens during towing. Please see table below as stipulated in the IATA IGOM,
Chapter 4, and Paragraph 4.13.2.3.
Brake Operator Tractor Driver
VHF Communication Failure

Stop aircraft / tractor set immediately.
Apply tractor parking brake.
Advise Towing Regulation and wait for assistance
(Follow me before completing the towing).
Tractor Failure
Inform CAG ACC. Stop aircraft / tractor set.
Apply parking brake. Inform CAG ACC.
Listen to VHF and wait Apply tractor parking brake.
for assistance.
Chock the aircraft.
Listen to VHF.
Coupling Break Off

Brake the assembly by Inform Brake Operator immediately
stepping on both brake
Do not apply tractor brakes.
pedals progressively.
Follow the aircraft path attentively and stop the
As soon as the aircraft is
tractor according to the aircraft position.
at a standstill, apply the
parking brake before Chock the aircraft.
releasing the pedal.
Tractor Fire
Inform AES and CAG Inform the Brake Operator.
ACC.
Stop aircraft / tractor set immediately.
Apply parking brake.
Move tractor away as rapidly as possible.
Fight the fire, using the fire extinguisher.
Chock the aircraft.

Aircraft Fire
Inform AES and CAG Stop aircraft / tractor set immediately.
ACC.
Move tractor away as rapidly as possible.
Apply the parking brake.
Chock the aircraft, where possible.
Evacuate the aircraft
using on-board means, if
required.
Accident with Other Aircraft or Vehicle

Contact the Control Stop aircraft / tractor set immediately.
Tower stating position
Apply tractor parking brake.
and nature of trouble.
Advise towing regulation.
Listen to VHF and wait
for assistance. Do not unload or disconnect the aircraft.
Chock the main landing gear.

PART 7
AIRCRAFT FUELLING
1 INTRODUCTION
1.1 This section provides safety procedures for aircraft fuelling.
2 FUELLING SAFETY ZONE
2.1 The FSZ is defined as an area of at least 3 metres in any direction from the centre-point of
all fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel hydrants, fuel hoses and
fuelling truck (fuel dispensers).
3 REFUELLING TRUCK / FUEL DISPENSER
3.1 The responsible ground personnel / refuelling operator shall ensure that he:
(a) is issued with a valid CAGs ADP to drive and operate that specific equipment type;
(b) operates only GSE issued with a valid CAGs AVP and equipped with a fire
extinguisher;
(c) wears a high visibility safety vest at all times;
(d) do NOT smoke;
(e) observes ramp safety rules (e.g. no horseplay on the job);
(f) observes the danger areas / hazards on the ramp and take the necessary
more than 4 m;
(g) do not litter or leave any refuse or FOD within the aircraft stand;
(h) shall not consume any food or beverage and shall not feed any bird or animal;
(i) informs the responsible ground personnel to remove any GSE and vehicles if they
obstruct the refuelling vehicles escape route.

4 OBSTACLE LIGHT
4.1 All fuelling vehicles shall display at its highest point a yellow flashing light.

5 FUELLING VEHICLES SAFETY DRIVING AND PARKING INSIDE ERA
5.1 The following precautions shall be taken when operating fuelling vehicles within the ERA:
(a) Do not move any fuelling vehicles towards the aircraft unless all of the following
criteria are met:
(i) Aircraft has come to a complete stop;
(ii) Engines have been switched off and are spooling down;
(iii)) Anti-collision lights are switched off;
(iv) Wheel chocks are positioned; and
(v) Ground / Flight Crew communication has been established and headset
man has given the thumbs up signal.
(b) Do not approach the aircraft until all safety cones have been placed;
(c) Do not drive fuelling vehicles more than 5 km per hour;
(d) Test the brakes as soon as possible and before leaving the depot. The approach to
an aircraft shall be such that collision will be avoided in the event of vehicle brake
failure.
(e) Do not operate vehicles or equipment while using hand-held PEDs.
(f) Do not carry extra personnel during movement of fuelling vehicles unless that
person is seated in a passenger seat provided in the vehicle or standing in a section
of the vehicle which has been constructed for standing passengers.
(g) Do not drive the fuelling vehicles across the path of embarking and disembarking
passengers. Aircraft passengers always have right of way.
(h) Ensure a free passage is maintained for the fuel dispenser to be removed speedily.
(i) Do not leave any vehicle unattended with its engine running;
(j) To display a cone or winged flag at the hydrant pit to alert vehicles from running
over the refuelling hose inlet coupler or hydrant pit valve;
(k) Ensure that the fuel dispensers are properly bonded when refuelling is in progress;
(l) Ensure that the lanyard is connected to the hydrant pit valve during refuelling;

(m) One aerobridge or mobile passenger step or integral stairs shall be positioned with
the aircraft door fully opened for evacuation of passengers when fuelling with
passengers on board.

6 SAFETY DURING REFUELLING
6.1 The refuelling operator should shut down the refuelling operation whenever:
(a) any driver of any motor vehicle starts the motor vehicle when it is within a radius
of 15 metres from any refuelling point or fuel tank of an aircraft which is being
refuelled. Prior to any driver of any motor vehicle starting the engine, the driver
shall first inform the refuelling operator to shut down the refuelling operation.
Ground Power Units shall be positioned at least 6 metres away from fuelling
vehicles and clear of wing tank vents. The unit shall not be disconnected or
switches operated during fuelling;
(b) any driver drives any vehicle over any hose or bonding cable laid on the apron
used for refuelling that aircraft;
(c) a person uses PEDs (e.g. cell phone, camera, PDA also known as palmtop
such device is intrinsically-safe certified; and
(d) any passengers are within 3 metres in any direction from the centre point of all
fuel vent exits, refuelling plugs, aircraft refuelling ports, fuel hydrant, fuel hoses
and fuelling vehicles.

7 REMOVAL OF CONES AND EQUIPMENT
7.1 Do not remove the safety cones until GSE and vehicle activities around the aircraft have
7.2 When not in use, place the safety cones in the designated storage area.
7.3 Post-fuelling Operation:
Conduct an inspection to ensure all hoses have been disconnected and stowed correctly.

8 FOREIGN OBJECT DEBRIS
8.1 Every person who is engaged in the work of servicing an aircraft shall inspect the aircraft
stand immediately after the aircraft has been serviced to ensure that no foreign object or
material that is likely to be hazardous to the operation of any aircraft is left on the aircraft
stand. Pick up and dispose the FOD in designated FOD bins.

9 FUEL SPILLAGE
9.1 Please refer to Annex III on handling of fuel spillage. Handling agents can also access the
website at www.changiairport.com for more details.
9.2 Small spills that need no emergency action shall be cleaned up with use of oil absorbent or
rags and discarded properly. Saw dusts shall not be used.
9.3 In the event of an overflow of fuel from a hydrant pit, the aircraft fuelling operator shall
stop the fuel flow by releasing the deadman switch and pulling the lanyard to shut off the
hydrant pit quick release valve. If necessary, to activate CAFHI Emergency Stop Button.
9.4 Report any spills extending 4 m to the Pilot-in-Command, the airline representative and /
or the ground engineer in charge of the flight.
9.5 Contact CAG ACC so that they can facilitate stand closure for cleaning purposes.
9.6 Contact CAG AES if not already done and verify whether to stop all activities around the
aircraft if spill is extensive.
9.7 Assist AES to secure the area 15 metres from the contaminated area until the affected area
has been cleaned up.
10 HIGH WIND CONDITIONS
10.1 Remove all equipment from around the aircraft and secure outside the ERA.
10.2 Remove and secure all loose items / equipment (e.g. engineering steps).
10.3 Suspend refuelling operations during severe thunderstorms according to respective fuelling
companies guidelines.

PART 8
RAMP SUPERVISION
1 INTRODUCTION
1.1 In alignment with IATA ground operations manual, it is recommended all ramp activities,
including, if applicable, those outsourced to subcontractors, to be overseen by a ramp
supervisory personnel.
1.2 If the airline appoints dedicated personnel for the supervisory role, the following is
recommended:
(a) Assigned personnel should be trained and qualified.

(b) Assigned personnel should provide oversight of personnel conducting
airside ramp operations.
(c) Assigned personnel should oversee the aircraft turnaround during
ramp/apron activities to ensure the aircraft is handled and serviced according
to IGOM or operators specific requirements. These duties may be combined
with another function/role.
(d) If applicable checklists are provided, they should be completed as
required by the individual assigned to provide oversight.
2.1 Supervision Scope
The supervision scope for aircraft arrival/departure operations should minimally cover the
following:
(a) Aircraft, vehicles and GSE operations and parking
(b) Arrival
(c) Baggage handling
(d) Cabin equipment
(e) Catering ramp handling
(f) Departure
(g) Interior cleaning
(h) Load control document accuracy
i. LIR
ii. Loadsheet
iii. NOTOC
iv. Other documents as applicable
(i) Load control and flight operations
(j) Marshalling
(k) Aircraft movement on ground
(l) Passenger services
(m) Passenger with Reduced Mobility
(n) Ramp fuelling/de-fuelling operations

(o) Ramp regulations

(p) Ramp services
(q) Ramp to flight-deck communications
(r) Staff conduct, behavior and operational practice, Personal Protective
Equipment
(s) Toilet services
(t) Towing cargo and baggage
(u) ULD and bulk loading and unloading of baggage and cargo
(v) Water service
2.2 The IGOM recommended checklist is appended below Annex VII.

Part 9
TRAINING AND COMPETENCY OF GSP PERSONNEL
1 SAFETY TRAINING PROGRAM
1.1 The objective of training is to ensure that personnel are equipped with the requisite skills,
knowledge and attitude to complete their tasks in a safe and efficient manner. To ensure
safety, quality and proficiency on the airside, the GSP shall minimally have the following
training framework in place.
1.2 General
The safety training program applies to personnel performing the following functions on the
ramp:
(a) Refueling
(b) Line maintenance
(c) Ground handling operations
(d) Operation of vehicles and GSE e.g. tractors, belt loaders
(e) Supervision of ground handling operations.
1.3 Program Content

The safety training program shall have topics covering all of the following:
1.3.1 Safety Regulations

(a) Airside regulations
(b) Safe working and operating procedures
1.3.2 Hazards
(a) Aircraft and vehicle movements
(b) Jet blast
(c) Aircraft fuelling and fuel spills
(d) Adverse weather conditions
1.3.3 Human Factors

(a) Communications
(b) Stress
(c) Fatigue
(d) Situational Awareness
1.3.4 Airside Markings and Signage

(a) Roadways
(b) Aircraft parking stands

1.3.5 Foreign Object Debris (FOD)

(a) FOD detection
(b) FOD prevention
(c) FOD removal
1.3.6 Personal Protection Equipment

(a) Hi-visibility safety vest
(b) Protective gears
1.3.7 Emergency Situations & Reporting Procedures

(a) Fuel/hydraulic spillage
(b) Vehicular incident
(c) Aircraft incident
1.4 Functional Safety Training Program

Personnel shall, as appropriate to their job function, receive training on the applicable subjects
in the following list:
1.4.1 Aircraft Handling and Loading

(a) Operating procedures
(b) Aircraft movement operations
(c) Securing of load, ULD, pallet/container dollies and baggage trolleys
(d) Docking and operation of equipment
1.4.2 Aircraft Ground Movement

(b) Aircraft movement operations
(c) Operation of equipment including (dis)connection procedures
(d) Airfield layout
(e) Standard phraseology
1.4.3 Passenger Loading Bridge

(b) Emergency switches & cut-offs
1.4.4 Aircraft Docking Guidance System/Marshalling

(b) Use of aircraft docking guidance system
(c) Hand signals

1.4.5 Refueling
(a) Operation procedures
(b) Safety during aircraft fuelling
1.5 Structure of Training Program
1.5.1 Format
The GSP shall ensure that personnel undergo theoretical, practical, on-job training and
refresher/recurrent training. Evaluation shall be conducted at the end of training to ascertain
the competency of staff.
1.6 Documentation
1.6.1 Training Materials

The GSP shall have a system for updating and documentation control of training material.
1.6.2 Training Records

The GSP shall have a system in place for the retention of training records for a period stipulated
by the GSP.

PART 9
GSE MAINTENANCE PROGRAM
1 Preventive and Corrective Maintenance
1.1 The GSP shall ensure the GSE:

(a) Is maintained at least in accordance with instructions and/or guidance from the GSE
manufacturer.
(b) Is serviceable and prior to being used in ground operations.
2 Treatment of Unserviceable GSE
2.1 The GSP shall ensure the GSE is removed from operations for repair or maintenance if
unserviceable.
3 Documentation
3.1 The GSP shall have a system in place for the retention of maintenance records for a period
stipulated by the GSP.
4 Airfield Vehicle Requirements
4.1 The GSP shall adhere to CAGs airfield vehicle licensing regime.
5 Vehicles & Motorized GSE
5.1 Only personnel who are issued with a valid CAGs ADP for that specific equipment / vehicle
type shall drive and operate the GSE.

ANNEX I
IMPORTANT CONTACT INFORMATION
Airside Control Centre Airport Information

6603 4906 6595 6868
Airside Management Centre

6541 2273 / 2275
To report Airside incident /
accident
Fault Management Centre

6541 2424
To report building fault and
hazard
Airport Police
6546 0000
Airport Emergency / Fire Services

6541 2525
Medical Emergency
6543 2223
Fire Safety
6541 2535

ANNEX II
AIRCRAFT MARSHALLING SIGNALS
(Reference: IATA IGOM Chapter 4, Paragraph 4.8.4, 4.8.5, 4.8.6, 4.8.7, 4.8.8)
Give marshalling hand signals from a position forward of the aircraft while facing and within view of the
pilot.
Use illuminated torch lights / wands to improve the visibility of the hand signals in the following
situations:
Insufficient apron lighting

Poor visibility
Night conditions
When required by local Airport Authorities or regulations.
The hand signals are illustrated with the use of wands. The meaning of the signals remains the same
with bats, gloves and illuminated torch lights.
1. Marshalling Hand Signals (For Aircraft)
Identify Gate
Raise fully extended arms straight above head with wands pointing up, move hands fore and aft to
keep from blending into background.

Continue to Taxi Straight Ahead
Bend extended arms at elbows and move wands up and down from waist to head.
Slow Down
Move extended arms downwards in a patting gesture, moving wands up and down from waist to
knees.

Turn Right (From the Pilots Point of View)
With left arm and wand extended at a 90o angle to the body, right hand makes the come ahead signal.
The rate of signal motion indicates to the pilot the rate of aircraft movement desired.
Turn Left (From the Pilots Point of View)
With right arm and wand extended at a 90o angle to the body, left hand makes the come ahead signal.
The rate of signal motion indicates to the pilot the rate of aircraft movement desired.

Stop / Emergency Stop
Fully extend arms and wands to cross above the head.
Hold Position / Stand-by
o
Fully extend arms and wands downwards at a 45 angle to the sides. Hold the position until the aircraft
is clear for the next manoeuvre.

Proceed to Next Marshaller or as Directed by Tower / Ground Control
Point both arms upward, move and extend arms outward to side of body and point with wands to
direction of next marshaller or taxi area.
End Marshalling
Perform a standard military salute with right hand and / or wand to dispatch the aircraft. Maintain eye
contact with the flight crew until the aircraft has begun to taxi.

Fire
Fire Move right hand in an exaggerated figure of eight (8), or a fanning type motion, from the
shoulder to the knee, while at the same time pointing with the left-hand wand to the area of the fire.
Set Brakes
Raise hand just above shoulder height with open palm. Ensure eye contact with the flight crew, close
hand into a fist. DO NOT move until receipt of thumbs up acknowledgment from the flight crew.

Release Brakes
Raise hand just above shoulder height with hand closed in a fist. Ensure eye contact with the flight
crew, open palm. DO NOT move until receipt of thumbs up acknowledgment from the flight crew.
Chocks Inserted
With arms and wands fully extended above head, move wands inward in a jabbing motion until the
wands touch.

Chocks Removed
With arms and wands fully extended above head, move wands outward in a jabbing motion. DO NOT
remove chocks until authorized by the flight crew.
Start Engines
Raise right arm to head level with wand pointing up and start a circular motion with hand, at the same
time with the left arm raised above head level point to aircraft.

Emergency Engine Shut Down
Extend arm with wand forward of body at shoulder level, move hand and wand to top of left shoulder
and draw wand to top of right shoulder in a slicing motion across throat.
2. Technical / Servicing Hand Signals Ground Staff to Flight Crew

Only use manual signals when verbal communication is not possible.
Make sure acknowledgement is received from the flight crew on all occasions.
Connect Towbar:
Bring arms above the head and grasp forearm with opposite hand.

Air Up (Supply Pressurized Air for Engine Start):
Wave arms up and down from thigh to waist with palms up.
Connect / Disconnect Ground Power

To connect ground power:
Hold arms fully extended above head, open left hand horizontally and move finger tips of right hand
into and touch the open palm of left hand (forming a T). At night, illuminated wands can also be used
to form the T above the head.

To disconnect ground power:
Hold arms fully extended above head with finger tips of right hand touching the open horizontal palm
of the left hand (forming a T), then move right hand away from the left. DO NOT disconnect power
until authorized by the flight crew. At night, illuminated wands can also be used to open the T above
the head.
Affirmative / All Clear
Raise right arm to head level with wand pointing up or display hand with thumbs up, left arm remains
at side by knee.

Negative
o
Hold right arm straight out at 90 from shoulder and point wand down to ground or display hand with
thumbs down, left hand remains at side by knee.
Interphones
Extend both arms at 90o from body and move hands to cup both ears.

Do not Touch Controls
Raise right hand above head level and close fist or hold wand in horizontal position, left arm remains at
side by knee.
Open / Close Stairs Forward / Aft
With right arm at side and left arm raised above head at a 45o angle, move right arm in sweeping
motion towards top of left shoulder.

3. Technical / Servicing Hand Signals Flight Crew to Ground Staff
Brakes Engaged: Brakes Released:
Raised arm and hand, with fingers extended, Raised arm, with fist clenched, horizontally in
horizontally in front of face. Hand is then closed to front of face. Hand is then opened to an open
a fist. palm.
Insert Wheel Chocks: Remove Wheel Chocks:
Arms extended, palms outwards, and hands Hands crossed in front of face, palms inwards, and
moving inwards. arms moving outwards.
Ready to Start Engine(s): All Clear:
One hand raised with the appropriate number of Acknowledgement of all ground actions.
fingers stretched indicating the number of the
engine to be started.

4. Pushback Hand Signals Headset Operator to Tug Driver
Vehicle Brakes Off
Raise hand just above shoulder height with closed fist and ensuring eye contact with tug driver open
palm.
Clear to Push
Hold arm straight out at a 90o angle from the shoulder and display hand with thumb up. This indicates
to the tug driver that all equipment is clear of the aircraft, the chocks have been removed, the aircraft
brakes are off and the flight crew has given clearance to commence pushback.

Negative / Hold
o
Hold arm straight out at 90 angle from the shoulder and display hand with thumb down. This indicates
to the tug driver that the aircraft is not ready for pushback and to hold position.
Vehicle Brakes On / Stop
Raise hand just above shoulder height with open palm and ensuring eye contact with tug driver close
into a fist. At the end of the pushback also indicates to tug driver that aircraft brakes have been set.
Tug driver should return the signal to the Headset operator to confirm vehicle brakes set.

Slow Down
o
With hand at a 45 angle downward to the side make a patting motion.
Change of Pushback Direction
Touch nose with finger and with arm at a 90o angle to the shoulder, point in the direction that the
aircraft needs to be turned to.

5. Pushback Hand Signals Wingwalker to Headset Operator / Tug Driver
Clear to Move Aircraft
o
Raise one fully extended arm with wand straight above head and with the other arm and wand at a 45
angle downward to the side.
Stop Movement of Aircraft
Fully extend arms and wands to cross above the head.

Hold Movement of Aircraft
o
Fully extend arms and wands downwards at a 45 angle to the sides. Hold this position until it is clear
for the aircraft to move.

ANNEX IV
AIRCRAFT ENGINE RUN-UP
1 Conditions and Responsibilities for Engine Run at Aircraft Stands
1.1 Aircraft engine run-up on the aircraft stands including the engine run-up stands is subject to
the approval from CAG Airside Control Centre.
1.2 It is the responsibility of the person conducting the engine run-up to ensure all equipment,
vehicles and personnel are well clear of the slipstream and blast areas prior to
commencement of and during the run-up. The personnel is to discontinue the run when
any movement, including aircraft, behind the aircraft conducting the run is detected. In
addition, the personnel is also to ensure the following during the engine run-up:
a) The aircraft wheels are adequately chocked and the aircraft cannot move forward
under any circumstances;
b) Where the engine run is carried out at the contact gates, the passenger loading
bridge shall be retracted from the aircraft;
c) The aircraft anti-collision lights are activated and remain on during the entire
ground run period; and
d) The engine run is carried out in accordance to the permitted duration and power
(e.g. idle power).
1.3 When ready to start, the person intending to conduct the engine run-up shall call the CAG
Airside Control Centre for approval on radio frequency VHF 121.9 MHz and thereafter,
maintain a continuous listening watch until the engine run-up operation is completed.
1.4 The Duty Airside Controller may, even after approval has been granted, request the engine
run-up to be discontinued if other operations of the airport are affected.
2 Location of Engine Run-up
2.1 Subject to the approval from CAG Airside Control Centre, engine run may be carried out at
the following aircraft stands at Changi Airport :
(a) Contact gates idle power engine run on one engine for up to 5 minutes only;
(b) Remote stands except stands 400 to 404 idle power engine run up to 5 minutes
only;
(c) Remote stands 400 to 404 idle power permitted up to 5 minutes provided there is
no aircraft parked at aircraft stands D41 to D47;
(d) Engine run-up stands 606 and 609 up to take-off power engine run for all aircraft
types.

Please refer to the above diagram on the ground markings for positioning the nose wheel
for the various aircraft types operating into Changi to conduct engine ground runs.
3 Read back of Engine Run Approval
3.1 The person conducting the engine run-up is required to read back the approval granted by
Airside Control Centre. The read back is deemed to be his acknowledgement for the
approval and condition of the run-up granted and his acceptance of the conditions and
responsibilities stated in the paragraphs above.
4 Safety measures before and during engine run at 609
4.1 Prior to commencement of aircraft engine run, the Engineer responsible for the engine run
shall turn on the anemometer to check the wind speed and direction to confirm that the
wind direction indicator does not fall within the colored zones as indicated on the
anemometer.
4.2 In the event that the wind direction falls within the colored zones and the wind speed
exceeds the limit indicated, the red warning light will be activated. The engineer shall than
reduce engine power to idle or lower and inform Airside Control Centre on the change in
engine power.

ANNEX V
COMPASS SWING CALIBRATION (CSC) CHECK
1 The compass swing calibration (CSC) site located on taxiway NC2 behind stands 304 and
305 has been in operation since 10 April 2004.
2 Operating Hours of the CSC
2.1 The use of the CSC is allowed only between 0200LT and 0600LT.
3 Advance Booking
3.1 Airlines, aircraft operators or its handling agents are to provide at least 3 working days
notice in writing to CAAS Changi Tower and CAG Airside Control Centre for booking of the
CSC site. Urgent requests with at least 1 working days notice in writing would be facilitated
on a case-by-case basis.
3.2 Booking for the CSC site is subjected to acceptance by CAAS Changi Tower and CAG Airside
Control Centre. Airlines, aircraft operators or its handling agents should not assume that
their booking in writing is accepted and they are to call the CAG Airside Control Centre at
least 24 hrs before the planned compass swing check to confirm acceptance of the booking.
4 Towing of Aircraft to CSC Site
4.1 Prior to the approved time for compass swing calibration checks, the towing crew shall
contact CAG Airside Control Centre on VHF 121.9 MHz for approval to tow the aircraft to
the CSC site. CAG Airside Control Centre shall coordinate the towing request with Changi
Tower.
4.2 Upon reaching the CSC site on taxiway NC2, the towing crew shall hold the aircraft with its
nose wheel at the stop bar position on the centreline of taxiway NC2 between N1 and N3,
depending on its direction of tow.
4.3 The towing crew shall inform CAG Airside Control Centre that the aircraft has stopped at
the designated stop-bar position on the CSC site and request for permission to commence
compass swing operation.
4.4 Upon receiving the clearance from CAG Airside Control Centre, the towing crew shall
immediately place an obstruction marker on each of the stop lines before intersections of
the taxiways N1/NC2 and N3/NC2 Each obstruction marker shall consist of :
(a) A safety cone of at least 0.5m in height and red, orange or yellow or any one of
these colours in combination with white;

(b) A chequered flag of at least 0.5m square and red, orange or yellow or any one of
these colours in combination with white mounted on the safety cone; and
(c) A red fixed light mounted in a conspicuous position on the safety cone
5 Closure of North Cross 2 (NC2) Taxiway
5.1 The portion of taxiway NC2 between N1 & N3 shall be deemed closed once permission has
been granted by CAG Airside Control Centre to commence compass swing calibration
checks.
6 Compass Swing Operations
6.1 It is the responsibility of the towing crew to ensure that :
(i) The aircraft does not collide with any aircraft or vehicles during the process of
towing and also during the CSC operations; and
(ii) The CSC site is cleared of obstructions prior to commencing the compass swing
calibration check.
6.2 The towing crew shall also ensure that the tow tug adheres strictly to the circle (marked in
broken white lines) in order to ensure that the towing aircraft is cleared of the aircraft
parked on stand 303 and 306.
6.3 The towing crew shall maintain continuous listening watch on VHF 121.9 MHz throughout
its compass swing calibration check.
6.4 The towing crew shall also ensure that continuous communication link
is established between the engineer in the cockpit and the tow-tug driver throughout the
compass swing calibration check.
7 Aircraft Movement on Taxiway NC1

7.1 When a B744 (code E) is carrying out the compass swing within the calibration site, only
aircraft types up to B744 (code E) can taxi on NC1 and there is no clearance for A380 (code
F) aircrafts to taxi on NC1.
7.2 When an A380 (code F) is carrying out the compass swing within the calibration site, there
is no clearance for B744 (code E) or another A380 (code F) aircraft to taxi on NC1.

7.3 During B744 aircraft compass calibration checks, when notified by CAG Airside Control
Centre that there is an expected A380 (code F) aircraft movement on taxiway NC1, the
towing crew shall immediately position the nose wheel of the aircraft on the semi circle
closer to the parking stands 304 & 305 in order to maintain maximum separation from
taxiway NC1.
7.4 During A380 aircraft compass calibration checks, when notified by CAG Airside Control
Centre that there is an expected B744 (code E) or A380 (code F) aircraft movement on
taxiway NC1, the towing crew shall immediately position the nose wheel of the aircraft on
the semi circle closer to the parking stands 304 & 305 in order to maintain maximum
separation from taxiway NC1.
7.5 Please see the summary of the safety separation on aircraft carrying compass swing and
aircraft taxiing along North Cross 1 taxiway.
Aircraft Type Safety Separation Safety Separation
in CSC site from a B744 on from a A380 on
North Cross 1 Taxiway North Cross 1 Taxiway
B744 / Code E Yes No *
A380 / Code F No * No *
* The aircraft in the CSC site is to be positioned within the darker portion of the circle
to provide safety separation from the specific aircraft type.
7.6 Airline, aircraft operator or its handling shall be aware that the compass swing calibration
check maybe subjected to disruptions from time to time owing to aircraft movements on
taxiway NC1.
8 Completion of Compass Swing Operation
8.1 Upon completion of the compass swing calibration check, the aircraft must be positioned
on the centreline of taxiway NC2 between taxiway N1 and N3.
8.2 The obstruction markers (stated in para 4.4) are to be removed before calling CAG Airside
Control Centre on VHF 121.9 MHz for clearance to be towed from the CSC site. The
direction which the aircraft is facing (East or West) should be reported when requesting for
the towing clearance.

ANNEX VI
GENERAL GUIDELINES ON WASHING OF AIRCRAFT

EXTERIORS IN CHANGI AIRPORT
1 Washing of Aircraft Exteriors in Changi Airport
1.1 Washing of aircraft exteriors is allowed at aircraft stands fitted with grease / oil separators.
The stands are:-
(a) Remote stands 103 - 104 (2 up to A380);
(b) Remote stands 205 - 209 (2 up to B747 / B773);
(c) Cargo stands 503 - 508 (6 up to B747 / B773); and
(d) At T3, the washing of aircraft (exterior) is subject to the following conditions:
i. Allowed only at A3 (up to B744), A4 (up to A380, B773 & ER), A16 (Up to
B744), A17 (up to B744), A18 (up to B772), A19 (up to B772), B3 (up to B744),
B4 (up to A380, B773 & ER);
ii. Only between 0100-0500 LT;
iii. Strictly no washing if the adjacent stand is occupied by an active aircraft with
passengers (minus 100 min from STD);
iv. To inform CAG Airside Control Centre before wash, providing details such as
the aircraft type / registration and stand number and expected duration of
activity; and
v. If the aircraft stand is found to be in an unsatisfactory condition after aircraft

wash, CAG shall engage a cleaning contractor to clean the aircraft stand and
charge the airline/ground handlers accordingly.
1.2 The washing of aircraft at aerobridge bays does not include T1 & T2.
1.3 The above shall apply in addition to the safety procedures of airlines/ ground handlers.
1.4 The above is subject to review from time to time and CAG reserves the rights to revoke /
amend the conditions anytime with ample notice to the airline / ground handlers.

ANNEX VII
IGOM RECOMMENDED CHECKLIST
S/N Action Remarks
Pre-flight brief conducted regarding flight requirement(s) and

1
services as needed
Pre-arrival check parking position free of Foreign Object Damage

2
(FOD), obstacles and/or spillage
3 Personnel wearing PPE available and ready
All GSE and personnel positioned outside the Equipment

4
Restraint Area (ERA)
Ensure guidance system is activated and marshaller(s)/wing

5
walkers correctly positioned as applicable
Personnel must stay clear of the aircraft, until anti-collision lights

6 have been switched off (exception applies if APU is not
operational)
7 Ensure aircraft chocked and coned
Ensure an arrival external check prior to approach of any ground

8
support equipment is done
Ensure equipment is properly positioned and operated (e.g.

9
guide rails)
Ensure cargo holds are offloaded and commodities correctly

10
handled as required
Ensure all cargo holds offloaded according to LIR and inspected

11
for damage
Passenger bridge and/or steps are set to correct height before

12
opening cabin access doors and all safety devices are installed

Aircraft cabin access door operated by authorized and qualified

13
persons
During passenger (dis)-embarkation, passenger movement

14 protected and guided in walkways between the aircraft and bus
or terminal
Passenger walkways clean of obstacles and free of undesired

15
contaminated substances
Fuel bowser/tank is properly positioned and escape route not

16
obstructed
17 Ensure FUEL SAFETY ZONES are respected
Ensure safety precautions for fuelling with passengers on board

18
or boarding are adhered to as applicable
Ensure on-load started and the person responsible for loading

19
oversight, such as a Load Master in possession of the LIR
20 Ensure condition of load inspected prior to loading
Ensure baggage and cargo loaded and handled in accordance

21
with the LIR
22 Ensure DG correctly handled, segregated, secured and stowed
Ensure holds are checked to verify load and locks/nets

23
configuration
24 Ensure load information is exchanged with all deviations noted
25 Ensure final load information provided to Flight crew as required
26 Ensure GSE removal procedures followed
Ensure final ramp inspection and aircraft walk-around check

27
performed

28 Chocks and cones removal procedures followed
29 Ensure departure sequence conducted as required
Ensure post departure activities conducted as required with

30
appropriate document retention

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Changi Airport Group | PO Box 168, Singapore Changi Airport,

Serial Issue Revision

May 2017 2 Issue 0 Revision 4

Annex IV Aircraft Engine Run-Up

May 2017 3 Issue 0 Revision 4

ACC Airside Control Centre

ADGS Aircraft Docking Guidance System

ADP Airside Driving Permit

AES Airport Emergency Services

AMC Airside Management Centre

APU Auxiliary Power Unit

AVP Airside Vehicle Permit

CAAS Civil Aviation Authority of Singapore

CAFHI Changi Airport Fuel Hydrant Installation

CAG Changi Airport Group

CCTV Closed-Circuit TeleVision camera

DAA Delivery At Arrival

ERA Equipment Restraint Area

ESA Equipment Staging Area

ETA Estimated Time of Arrival

FOD Foreign Object Debris

FSM Fire Safety Manual

FSZ Fuelling Safety Zone

GOSM Ground Operations Safety Manual

GPU Ground Power Units

GSE Ground Service Equipment

GSPs Ground Service Providers

IATA International Air Transport Association

IGOM IATA Ground Operations Manual

JCPL Joint Container Pallet Loader

MARS Multiple Aircraft Receiving Stand

MDL Main Deck Loader

PDA Personal Digital Assistant

PEDs Portable Electronic Devices

PLB Passenger Loading Bridge

SOPs Standard Operating Procedures

TEP Temporary Entry Permit

ULDs Unit Load Devices

VHF Very High Frequency

May 2017 5 Issue 0 Revision 4

1 PART 1 INTRODUCTION 1-1 1-19

1 Purpose and Scope 1-1

2 PART 2 AIRCRAFT DOCKING GUIDANCE SYSTEM / MANUAL 2-1 2-4

3 PART 3 OPERATION OF PASSENGER LOADING BRIDGE 3-1 3-8

May 2017 6 Issue 0 Revision 4

4 PART 4 OPERATION OF GSE ASSOCIATED WITH AIRCRAFT 4-1 4-22

5 PART 5 AIRCRAFT PUSHBACK 5-1 5-7

6 PART 6 AIRCRAFT TOWING (FROM AIRCRAFT STAND TO 6-1 6-11

May 2017 7 Issue 0 Revision 4

7 PART 7 AIRCRAFT FUELLING 7-1 7-11

8 PART 8 Ramp Supervision 8-1 8-2

9 PART 9 Training and Competency of GSP Personnel 9-1 9-3

1 Safety Training Program 9-1

10 PART 10 Ground Service Equipment (GSE) Maintenance 10-1 10-4

1 Preventive and Corrective Maintenance 10-1

1 IMPORTANT CONTACT INFORMATION A1-1

May 2017 8 Issue 0 Revision 4