CHAPTER 07

AIRPORT OPERATION
 CONTROL OF GROUND NOISE
• Introduction
• Reverse Thrust
• Auxiliary Power Unit
• Fixed Ground Power
• Aircraft Taxiing Noise
• Engine Running for Maintenance
Purpose
BOEING NOISE EMISSION
AIRCRAFT NOISE EMISSION
 INTRODUCTION
• Ground noise can be a Severe nuisance to residents in the vicinity of
an airport, particularly at night., as well as to passengers and airport
employees. If the nuisance remains unchecked it can lead to a total
ban on operations by way of curfew or to the lesser restriction of air
services.
• The limitation of aircraft airborne noise by certification also leads to
an improvement in the ground noise situation, but the regulation of
ground noise is not amenable to international standards and local
action is often necessary to contain the problem.
 PROBLEM IS DIVIDED BETWEEN :
• AIR NOISE
• GROUND NOISE
MEASURES TO MINIMIZE AIR NOISE INCLUDE:
a) Use of quieter aircraft to Standards laid down by national or
international noise certification procedures;
b) Operating procedures designed to reduce the noise on the
ground. These may be enforced by a noise monitoring system;
c) Operating restrictions to regulate the type of aircraft
permitted, the nu mkrs allowed and the hours of airport
operation;
d) Land-use planning; and
e) Sound insulation of property in the airport, or the purchase of
such property
TARGET FOR LESS AIRCRAFT NOISE
TARGET FOR LESS AIRCRAFT NOISE

• The responsibility for control of the noise from aircraft will be

determined by national legislation. At one extreme the airport
operator may have no responsibility, and at the other total
responsibility.
 REVERSE THRUST
• REVERSE THRUST also called thrust reversal, is thrust projected in the
opposite direction to normal and is used to decelarate an aircraft
after landing, in the event of a rejected take off or , in some limited
cases in flight. (Skybrary)
• THE USE OF REVERSE THRUST after landing improve safety margins
by providing a retardation largely independent of runway surface
conditions. Its use also incrases runway capacity. The full value of
reverse thrust however is only realized at high engine thrust and
this surge of power, particularly during the evening and night, or in a
period when there are no takeoffs dominating the noise environment,
may create a noise problem.
 REVERSE THRUST
• Because of the safety considerations it is not possible to ban the use
of this technique. In practice, however, it is often possible to balance
the safety aspect in terms of the actual runway length availabel rea
ther than in terms of a shorter length required by an aircraft
operating near to its limits of performance capability. Consequently,
on long runways the selection of idle rather than full reverse thrust
will significantlyr educe the noise. whilst ensuring that the system is
immediate b available in case an emergency develops. It is therefore
quite proper for an airport to request that aircraft operators restrict
the use of reverse thrust whenever safety considerations permit.
 AUXILARY POWER UNIT (APU)
• The auxiliary power unit (APU) provides electric power independent of the
airport for certain aircraft services when the main engines are not running.
Its use is required during certain maintenance processesas well as before
and after flight.
• The noise problem created by APUs is confined principally to airport
workers and passengers in the apron area but, particularly at night, may
also lead to complaints from neighbouring communities.
• According to the extent of the nuisance an airport authority may choose
to restrict the length of time that APUs are permitted to run after an
aircraft arrives on the stand and prior to its departure. In extreme cases, it
may be necessary to forbide the use of APUs altogether at sensitive
locations during the night.
APU
 FIXED GROUND POWER

Fixed ground power provides an alternative to

the use of auxiliary or ground power units,
both of which
produce high noise levels
 AIRCRAFT TAXIING NOISE
• A marginal improvement to the noise environment of residents in the
near vicinity of an airport can be achieved by a limitation on the
number of engines employed during taxiing, particularly the high
engine on tri-jet aircraft. Use of tractors for the positioning of aircraft
may also lead to an improvement during otherwise quiet hours.
 ENGINE RUNNING FOR
MAINTENANCE PURPOSES
• Modern aircraft engines require less regular routine maintenance
ground running than was previously the case. It is, however, a
necessary function of airline activity, particularly at their home base,
and when it is required it may well occur during the night. It is
potentially the most serious source of ground noise annoyance.
 ENGINE RUNNING FOR
MAINTENANCE PURPOSES
• At airports with local communities and where regular engine
maintenance takes place, it is normal to install some form of
suppressor appropriate to the type of aircraft involved. These can
achieve a reduction of up to 30 dB, although the improvement is
usually less. Whatever type of suppressor is provided they are
expensive installations and their construction can normally be
justified only at engineering base airport.
 RESTRICTION ON GROUND RUN
• Location
• Shielding
• Aircraft Heading
• Type of Run and Duration
• Time
 LOCATION
• The most important factors are the distance to nearby communities
and the wind direction. The transmission of ground noise is clear de
pendent on the distance between the source and the recipient, but
wind direction is also an important consideration. It is therefore
useful to select a location downwind of the noise sensitive areas.
 SHIELDING
• It may also be helpful to use the shielding effect provided by a large
hangar or natural feature. The closer the aircraft is to the structure or
feature, the higher will be the attenuation. Use of this technique,
however, must include consideration of employees who may be
working in and around the hangar.
 AIRCRAFT HEADING
• The noise pattern generated around an aircraft varies from one type
to another, but generally the maximum noise occurs on either side of
the tail at about an angle of 45 degrees. It can therefore be
advantageous to select the aircraft heading in relationship to local
communities. An overriding factor, however,is the wind direction, as
some engine types are sensitive to cross and tail winds. This is
particularly true of high bypass ratio engine.
 TYPE OF RUN AND DURATION
• Some ground runs can be completed satisfactorily without the use of
maximum thrust. It may be necessary therefore to specify the
permitted thrust and also the duration for which it may be employed.
 TIME
• If employment of the foregoing metods does not reduce ground
noise below the level at which disturbance is caused in local
communities, it may be neseccary to further contain the problem by
imposing restriction on the time when testing can be carried out .
Concentration of ground running activities may be possible at times
when other activities are at peak, such as busy time for air traffic and
during rush hour period when road and rail transport is at is busiest.
Additionally it may be necessary to restrict ground running during the
ninght, during evening and during weeks end.
EVALUATION AND ACCEPTANCE
OF GROUND OPERATION
MANUAL IN INDONESIA
STAFF INSTRUCTION PART 8900 – 3.325
 PERATURAN DIREKTUR JENDERAL PERHUBUNGAN
UDARA NOMOR : KP 053 TAHUN 2018
• PETUNJUK TEKNIS PERATURAN KESELAMATAN PENERBANGAN SIPIL
BAGIAN 8900 – 3.325 (STAFF INSTRUCTION PART 8900 – 3.325)
TENTANG EVALUASI DAN PENGESAHAN MANUAL OPERASI DARAT
(EVALUATION AND ACCEPTANCE OF GROUND OPERATION MANUAL)
• PURPOSE : This Staff Instruction has been prepared to provides
general guidance to individuals, organizations and other entities
regarding the policies that are applicable to ground handling
arrangements that may be Susceptible to Directorate General of Civil
Aviation (DGCA).
 BACKGROUND
• The ground handling of aircraft is a key element of the overall aviation
safety emphasis that has not in past years received the emphasis and
scrutiny that would ensure a higher degree of safety and efficiency.
• This element has emphasis in the international community ICAO
Standards in Annex 6 now require that a State’s safety oversight
include the ground handling arrangements of its air operator during
initial certification and during the on-going validation of those
operators continued conformance.
• This Staff Instruction was developed to bring attention to the aircraft
operators responsibilities and pristine that are subject to evaluations
and inspections by DGCA inspectors.
 RELATED REGULATIONS
• 1) CASRs Part 121, Certifications and operating Requirement Domestic, Flag
and Supplemental Air Carrier;
• 2) CASRs 129, Validation and Surveillance of Foreign Air Operators and
Foreign Operators of Indonesia-Registered Aircraft;
• 3) CASRs Part 135, Certifications and operating Requirement Commuter
and Charter;
• 4) Staff Instruction 8900-2.1, Certification and Renewal or Amendment of
CASR Part 121 and 135 Air Operator Certificate (AOC); 5) SI 129 -01,
Validation and Surveillance of Foreign Air Operators;
• 6) SI 8900-3.324 Approval and Inspection of Operation Manual;
• 7) SI 8400 Volume 3 Chapter 11 Station Facilities Inspection.
 RELATED PUBLICATIONS (INTERNATIONAL)
a. ICAO Annex 6 - Part 1 Operation Of Aircraft - International
Commercial Air Transport - Aeroplanes.
b. ICAO Document 8335, Manual of Procedure for Operations
Inspection, Certification and Continued Surveillance.
 SELECTED DEFINITIONS
a. FUELING. This term includes both fueling and defueling.
b. FUELING AREAS. The fueling of aircraft at an aerodrome should normally
be carried out in the open air and should only be carried out in areas
approved by the aerodrome authority. As a general guide, fueling areas
should be sited to avoid bringing fueling equipment or aircraft fuel tank
vents to within 15 meters of any building other than those parts
constructed for the purpose of direct loading or unloading of aircraft, such
as nose loaders, loading bridges etc.
c. FUELING ZONE. The fueling zone should be regarded as extending not less
than six meters radially from the filling and venting points on the aircraft
and the fueling equipment and, when applicable, from the hydrant valve
in use for the fueling. When defueling is taking place, the vehicle will be
venting and will generate a fueling zone radiating from the tank vent.
 FUNCTIONS OF GROUND HANDLING
• 1) Ticketing of passengers and baggage;
• 2) acceptance and processing of cargo, including dangerous goods;
• 3) Cleaning the aircraft interior;
• 4) Servicing of restroom supplies;
• 5) Servicing of blankets, pillows and magazines;
• 6) Servicing of the aircraft;
• 7) Fueling of the aircraft;
• 8) Loading of the cargo, including dangerous goods;
• 9) Computation and provision of mass and balance data
 FUNCTIONS OF GROUND HANDLING
• 10) Computation and provision of performance;
• 11) Correction or deferring of maintenance irregularities if they have AMO
and authorized by the AOC;
• 12) Provision of flight planning information;
• 13) Collect and distribute of operational flight plan;
• 14) Security screening of passengers and carry-on baggage;
• 15) Embark the passengers and their carry-on baggage;
• 16) Marshalling, towing or assisting the aircraft in departing the gate; 17)
Deicing of the aircraft;
• 18) Preparation of parking area for arrival of the aircraft;
 FUNCTIONS OF GROUND HANDLING
• 19) Marshalling and parking of the aircraft after landing;
• 20) Disembark the passengers and their carry-on baggage;
• 21) Unloading of cargo and baggage;
• 22) Provision of the baggage to the deplaned passengers;
• 23) Security for the aircraft while parked
• 24) Communications as necessary associated with flight handling, departure and arrival;
• 25) Retention of required records associated with flight handling, departure and arrival;
• 26) Implementation of emergency procedures associated with an incident or accident; an
• 27) Auditing of service providers to ensure that associated policies and procedures are
being implemented by qualified persons.
 GENERAL MANUAL GUIDANCE
• i. Handling processes, procedures and practices;
• ii. Training program requirements;
• iii. Subcontracting policies;
• iv. Passenger Handling Processes;
• v. Cargo Loading Processes;
• vi. Station Personnel Training Manual;
• vii. Service Provider Arrangements;
• viii. Emergency Response Manual.
 AIRCRAFT TYPE-SPECIFIC MANUAL

Fueling Servicing Loading

Mass and Dangerous

balance Goods
 GROUND OPERATION ORGANIZATION
• The regulations requires the AOC holder to have adequate organizational
structure to manage all ground handling functions, including :
• a. Ramp operations;
• b. Passenger services;
• c. Baggage services;
• d. Cabin service
• e. Weight and balance control;
• f. Ground support equipment; and
• g. Fuel services.
 HAZARDS FROM ADJACENT
AIRCRAFT OPERATIONS
• Before and during fueling the person to whom the fueling has been
delegated and all ramp staff should be aware of the precautions needed to
ensure that no hazard occurs to the personnel or equipment, including
such hazards as engine blast from other aircraft or APUs.
• If any person considers that a hazard exists fueling should be stopped
immediately until conditions permit resumption.
• This temperature may not be dangerous from a fire point of view, but the
blast could be dangerous to aircraft, personnel and equipment.
• The turbine blast of modern jet aircraft when taxiing can have a speed of
up to 65 knots and a temperature of approximately 52°C at a distance of 30
meters from the propulsion system ;
 WHEN PASSENGERS REMAIN ON BOARD
DURING FUELING OPERATIONS
• To reduce turnaround time and for security reasons, airline operators
of fixed wing aircraft may allow passengers to embark, disembark or
remain on board during fueling operations provided the following
safety procedures are followed:
• i. Passengers should always be required to disembark when the fuel is
AVGAS.
• ii. Fixed wing aircraft with a seating capacity of less than 20 should
not be fueled with passengers on board.
• iii. When wide cut turbine fuels (e.g. Jet B, JP4, Avtag) are involved
and the fuel being supplied does not contain an anti-static additive, it
is advisable that passengers should disembark before fueling.
 WHEN PASSENGERS REMAIN ON BOARD
DURING FUELING OPERATIONS
• v. Cabin crew, passengers and other responsible staff should be warned
that fueling will take place and that they must not smoke, operate
electrical equipment or other potential sources of ignition.
• v. The aircraft illuminated 'NO SMOKING' signs should be on together with
sufficient interior lighting to enable emergency exits to be identified.
• Such lighting should remain on until fueling operations have been completed.
• The 'Fasten Seat Belts' signs should be switched off and passengers should be
briefed to unfasten their seat belts.
• vi. Provision should be made, via at least two of the main passenger doors,
(or the main passenger door plus one emergency exit when only one main
door is available), and preferably at opposing ends of the aircraft, for the
safe evacuation of passengers in the event of an emergency.
 WHEN PASSENGERS REMAIN ON BOARD
DURING FUELING OPERATIONS
• vii. Throughout the fueling operation, each of these doors should
constantly be manned by at least one cabin crew member per door.
• viii.Two-way communication shall be established and shall remain
available by the aircraft's inter-communication system or other
suitable means between the maintenance representative, flight crew,
fueler or the ground crew supervising the refueling and the qualified
person on board the aircraft.
• ix. Ground servicing activities and work within the aircraft, such as
catering and cleaning, should be conducted in such a manner that
they do not create a hazard or obstruct exits
 WHEN PASSENGERS REMAIN ON BOARD
DURING FUELING OPERATIONS
• x. Inside the aircraft cabin the aisles, cross aisles, all exit areas and
exit access areas should be kept clear of all obstructions.
• xi. Whenever an exit with an inflatable escape slide is designated to
meet the requirements for refueling with passengers on board, the
ground area beneath that exit and the slide deployment area should
be kept clear of all external obstructions and the fueling supervisor
and/or relevant ramp staff informed accordingly.
• xii. The access paths to and from areas where potentially additional
slides may be deployed if an evacuation is initiated should remain
clear to enable service vehicles and personnel to clear these areas
expeditiously if necessary
 GROUND HANDLING & RAMP SAFETY
• Operators are responsible for the safe ground handling of their
aircraft following cargo and passenger loading, refueling, cleaning,
catering and the completion of pre-flight maintenance and servicing.
• Instructions must be given to ensure that ground handling tasks are
carried out in a parking gate manner, that each task is fully and
correctly completed, and that any damage is reported immediately.
• Where ground handling tasks are contracted out to other
organizations, contracts must include the operator's requirements for
safe conduct of the task and the performance of the contractor, in
respect of safety, must be monitored regularly.
 FOREIGN OBJECT DAMAGE (FOD)
• FOD can have an economic impact on operators and, in extreme
cases, can lead to loss of aircraft and life.
• AIRPORT AUDITS have revealed varying amounts of foreign objects
on aircraft maneuvering areas including parking gates, taxiways and
runways.
• FOD to engine rotating assemblies, causing vibration, has led to
aircraft returning to an airfield or diverting, resulting in an engine
replacement. Boroscope inspection of engines, following reports of
surging, often reveals FOD.
 HAZARDS TO PASSENGERS ON THE RAMP
• At aerodromes passengers may have to walk across the ramp
between the terminal building and the aircraft. This may expose
passengers to hazards such as vehicles moving across the ramp.
• The risks of injury are increased as passengers are vulnerable and
generally unaware of the dangers around them. Furthermore,
passengers may inadvertently (or even deliberately) damage aircraft.
• The aircraft operator, the airline operator and ground handlers all
have responsibility for ensuring that the movement of passengers is
strictly supervised and controlled.
 OWNERSHIP OF PARKING GATE/PARKING BAY
• In general the aircraft operator has the responsibility to ensure that
aircraft parking gates remain serviceable, clean and free from
obstruction. However, in the busy operation of the ramp, with minute
to minute changes of status and vehicle/equipment movements,
there will also be specific responsibilities for handling staff.
• When a parking gate is allocated for use to an aircraft operator and
the arrival of their aircraft on parking gate is imminent, it is usually
the responsibility of the handling staff to ensure that the parking gate
and clearways are free from obstruction by vehicles or equipment.
 AIRCRAFT PARKING SAFETY CONSIDERATIONS
• In general, some of the greatest threats to the safety of an arriving
aircraft are carelessly driven vehicles, indiscriminately parked or
stowed ground equipment and misleading markings or signals.
• Ground equipment should be/remain parked in the equipment areas
provided, service vehicles and baggage carts should hold clear and
equipment such as ground power units, or any other gear with trailing
cables or hoses should be fully retracted and stowed.
• The parking gate must be clear of all obstructions when an aircraft is
in motion. Other considerations for the safe docking and parking of
an aircraft are described in the following paragraphs.
 MARSHALLING OF AIRCRAFT
• The marshalling service is normally, but not necessarily exclusively,
provided by the aircraft operator. The principal considerations are as
follows:
• The aircraft operator as part of its safety management system should
provide for the training, testing and authorization of aircraft marshallers.
• Only trained, experienced marshallers in regular marshalling practice
should be permitted to marshal aircraft unsupervised;
• Except where full self maneuvering is permitted, a marshalling service
should be provided automatically on parking gates not equipped with
VDGS or where the VDGS, or other parking gate facilities have known
unserviceability.
 MARSHALLING OF AIRCRAFT
• A marshalling service should also be available on request;
• In certain circumstances, such as a non-parking gate or taxiway
routing or on request
• From a visiting pilot, unfamiliar with the aerodrome, and/or in poor
visibility, a ‘Follow me’ vehicle should lead the pilot to a marshaller or
his parking place directly.
 AUXILLARY POWER UNITS
• To reduce noise and contamination from oil and exhaust emissions, the
running of all types of engines on the ramp should be kept to the minimum
necessary to maintain operational needs.
• Where Fixed Ground Power (FEGP) units are provided on parking gates
they should be used in preference to other forms of auxiliary power.
• The running of aircraft Auxiliary Power Units (APUs) and engine driven
Ground Power Units (GPUs) should be strictly controlled to the minimum
operational requirement.
• Airlines should be encouraged to use GPUs with the quietest engines
available.
• At large aerodromes consideration can be given to the provision, on
parking gate, of preconditioned air units to reduce the running of APUs for
cabin conditioning.