Prior To Pushback, Question - HHHHELLLLP!!!!! Options

[Fast Jet]

Here`s a question - ?? When you ask for push back, how do you establish that the power carts, baggage conveyor, cargo door, chocks etc, fuel truck, and anything else attatched to the big jet has infact been cleared away or stowed> Does the pushback crew give the Brake on sign prior to disconnecting the tug, or does the Captain chat to the push crew handlers prior to, during walkround and let them know how he wants it done? Please.

[Ranger]

Here`s a question - ?? When you ask for push back, how do you establish that the power carts, baggage conveyor, cargo door, chocks etc, fuel truck, and anything else attatched to the big jet has infact been cleared away or stowed> Does the pushback crew give the Brake on sign prior to disconnecting the tug, or does the Captain chat to the push crew handlers prior to, during walkround and let them know how he wants it done? Please.

It's a combination of all of that where I work. The procedures are standardized making things safer and simpler. Under normal conditions ramp personnel do somethings, maintenance folks other things and the F/O has chores as well. I get a verbal "doors checked closed, tug connected, ready for push" report when I talk to the push crew on the interphone. Once the push is complete the push crew doesn't leave until I clear them off. It's very rare to use hand signals. Most ground crews don't know what the proper signals are.

If there is anything unusual going on (like an inop APU) I hunt down the mechanics assigned to my airplane and do a thorough briefing on how both they and I want to handle things. I find the face-to-face technique is much better than trying to negotiate over the interphone.

[Fast Jet]

Thank you Ranger - spot on. [[ By the way, I have been trying to P.M. and it is not happening - everything is blocked - probably due to the fact that I moaned about weird e-mails. I had thought I had p----d everyone off I am trying to sort it out.(the PMs not the sociological aspect)]] Hope you and Bernoulli and Glynflowers and Avvy and everyone are well - I recived a P.M. from Blubird o.k. and sent one back, and yet..... I also P.Med all the rest to no avail. Happy New Year Everyone. Fast Jet,

[AirRabbit]

When you ask for push back, how do you establish that the power carts, baggage conveyor, cargo door, chocks etc, fuel truck, and anything else attatched to the big jet has infact been cleared away or stowed

Ditto what Ranger said. Almost all operations use a standard procedure for push back – even down to the words that are used. Ground crews (push crews) are trained on their duties and responsibilities – which include a surveillance of the general appearance of the outside of the airplane – doors or ports open, wires connected, or anything that doesn’t look right. Also while it isn’t true for every door or port, many of the ports and doors have a caution/warning light on the flight deck to show the flight crew when there is something not closed or secured. Most of the time during push-back operations, the tug operator is in inter-phone contact with the flight deck. While this isn’t strictly necessary (hand signals can be used) it is easy to do, the equipment is almost always equipped to allow it, and it does allow direct communication.

Does the pushback crew give the Brake on sign prior to disconnecting the tug, or does the Captain chat to the push crew handlers prior to, during walkround and let them know how he wants it done?

Again, most of the time, someone (usually the Captain) is in direct inter-phone contact with the tug driver throughout the push-back operation. Radio communication is not normally disconnected until the brakes have been set, the push bar has been disconnected, and all exterior ports, doors, and hatches have been visually observed closed by the respective push-back crew member. Remember, there are usually at least 2 “wing walkers” and another ground crew member under the nose, in addition to the tug driver. Then, when inter-phone contact is disconnected, many operators have a standard signal from one of the ground crew to show that that every thing has been cleared and disconnected, perhaps the most important of which is to verify that the nose-gear down-lock safety pin has been removed.

It's like almost everything else in aviation. There is a job for each person and each person is trained for the job he or she is doing. All they have to do is do their job, responsibily and professionally. Sometime when you're in an airline terminal and have some time before your flight - just watch the ground activity around an aircraft when it arrives at the gate and when it gets ready and pushes back. It's like a ballet - uh ... without the TooToos and all that "toe pointing" stuff!

[Fast Jet]

Thanks AirRabbit - cool post. It is true there is the doors page and indication of which if any doors are open there is also another further thing which confirms the doors are all closed (but I will shut up security, you know whadda mean) I was just thinking that the U/C would be out of sight and the all round vision limited. Thanks for your response. I know the wands up signal for the locking pin you mentioned. Thanks again for your post.