BRS OSI GO 017 Aircraft Pushback Procedures
BRS OSI GO 017 Aircraft Pushback Procedures
BRS OSI GO 017 Aircraft Pushback Procedures
Airside Operations
Aircraft Pushback Procedures Issued By
and Safety Manager
Ref BRS-OSI-GO-017
It is the responsibility of all employers to ensure that relevant OSIs are brought to the attention of their staff. However,
individuals remain responsible for their own actions and those who are in any doubt should consult their Supervisor or
Manager.
1. INTRODUCTION
This instruction sets out the procedures for aircraft pushbacks that are to be used at Bristol
Airport. For the purposes of this instruction, the term ‘pushback’ refers to the movement of an
aircraft with mechanical assistance, moving rearward from its’ parking position.
Specific pushback manoeuvres for each aircraft parking stand are contained in a separate
pushback guide, available on request from airside operations.
Detailed procedures relating to the pushback operation shall be written by handling agents,
based on the content of this instruction.
2.2. Training
Handling agents are required to provide their teams with training in the operation of pushback
tugs, aircraft towing and use of headsets. Training and proficiency records must be retained and
made available to airside operations on request.
All pushbacks should be performed with a serviceable headset; however, exceptions apply in
the following circumstances in which case ICAO compliant hand signals may be used:
It is the responsibility of the flight deck to notify ATC if two-way headset communication with
the ground crew is lost prior to, or during a pushback. Following notification of headset
unserviceability, the standard pushback procedure for that stand must be followed. Non-
standard pushback requests will not be approved. ATC will not issue any conditional pushback
clearances to aircraft. Pushbacks where two-way communication is not established will not take
place in low visibility operations and a serviceable headset must be sourced for the pushback
to commence. In the event that either a standard, or non-standard pushback has already
commenced, and two-way communication with the ground crew is lost, the pushback will
continue as agreed with the ground crew using hand signals.
3. SAFETY PRECAUTIONS
The following safety precautions shall be adhered to whilst conducting pushback operations.
• Flight deck and ground crews must always remain in verbal or visual contact.
• Ground crews are responsible for ensuring that the area immediately behind an aircraft
is clear of personnel, vehicles and equipment.
• Pushback tug drivers must ensure they are maintaining a listening watch on the ATC
tower frequency before, during, and immediately after pushback.
• The tug and towbar/shear-pin combination must be suitable for the operation.
• The tug must be in the appropriate drive mode prior to the commencement of the
operation.
• Chocks must not be removed from the aircraft until the tug and towbar are fully secured
to the nose-gear.
• When connecting the towbar to the aircraft’s nose-gear assembly, the towbar must be
detached from the tug.
• When connecting the towbar to the tug, personnel must be facing the tug.
• The tug and towbar should be in-line with the centreline of the aircraft before the
pushback commences.
• The tug must not be left unattended with the engine running.
• The wheels on the towbar must be fully retracted/off the ground before the pushback
commences.
• Personnel must not step across the towbar whilst the pushback operation is in progress.
• In the event of any equipment malfunction during pushback, the headset operator shall
instruct the flight deck to gently apply the aircraft brakes. No attempt must be made to
move the aircraft until the reason for the malfunction has been determined and
rectified.
• Wingwalkers shall be provided to safeguard the rearward movement of the aircraft and
prevent collisions with other aircraft, vehicles or obstacles. This person will also act as
the rear of stand ‘road-man’ to stop vehicles on the rear of stand road system.
• All hand signals shall conform to ICAO or industry best practise (if not designated) and
shall be clear and unambiguous.
The majority of stands at Bristol will have a standard prescribed pushback, whereby an aircraft
is cleared to push onto the taxiway or into a cul-de-sac, depending on the stand location. This
is fully described for each stand in Appendix A.
On some occasions due to the ground traffic situation, obstacles or work in progress, a non-
standard pushback is required. In these situations, an alternative non-standard pushback
instruction will be issued to the flight deck by ATC. Non-standard pushback information shall be
communicated from the flight deck to the headset operator in the pushback team and then on
to the pushback driver. Pushback teams are not required to contact ATC to confirm non-
standard pushback instructions issued by ATC.
Pushbacks shall never be commenced without ATC permission. ATC will give push/start approval
at the same time, with aircraft engines not exceeding idle power.
To avoid a pushback error and the potential for collision it is a Bristol Airport requirement that
pushback tug drivers listen to ATC pushback clearances and instructions.
It is mandatory that pushback drivers are equipped with a hand-held radio or the pushback tug
is fitted with a radio capable of accessing Bristol Tower frequency 133.850. Pushback drivers
should only commence a pushback when they are satisfied that there is no discrepancy between
the instruction issued by Bristol Tower and that given by the headset operator.
In the event that pushback drivers have not clearly heard/understood the instruction or where
the pushback would put them into conflict with another aircraft or vehicle they should, via the
headset operator, contact the flight deck and request a reissuing of instruction by Bristol Tower.
Pushback crews are encouraged to challenge any confusing or uncertain instructions.
Pushback crews are authorised to push an aircraft back onto an opposite or adjacent stand if
the stand is vacant and clear of all ground equipment, and the pushback crew consider it to be
the safer alternative than pushing into a cul-de-sac. Examples of where this may be utilised are
stands 12 and 30, where there is limited space to push-back into the cul-de-sac before
intercepting the apron road system.
The wingwalker is responsible for ensuring the stand being pushed onto is clear of obstructions
and informing any drivers or pedestrians of their intentions. No communication with ATC is
required.
Following pushback from cul-de-sac stands, the aircraft nose wheel should be stopped on the
Tug Release Point (TRP) marking, which is a horizontal yellow bar on the cul-de-sac centreline
(labelled).
Pushbacks directly onto the taxiway should push to line up with the centreline and then
continue to push or pull forwards to achieve safe separation from other aircraft on the taxiway
system or aircraft simultaneously pushing.
6. SIMULTANEOUS PUSHBACKS
Simultaneous pushbacks may be available for some stands, subject to ATC clearance. Although
Bristol Airport approves the use of simultaneous pushbacks, adequate ground handling controls
need to be in place prior and ground crews are empowered to suspend any pushback movement
that they consider to be unsafe due to jet blast, reduced separation or other hazard. See
Appendix B.
Simultaneous pushbacks from stands 1-3R and stands 37-39 shall not be available when the
airport is in low visibility operations.
Aircraft pushbacks must be completed in a way such that the nose gear steering limits for each
individual aircraft type are not exceeded. There is a red line ‘oversteer indicator’ that must not
be exceeded, otherwise there is an increased risk of shear pin failure or damage to the aircraft
nose gear.
Bristol Airport offer a push and hold operation to departing aircraft, when ATC have advised of
an expected significant delay for take-off so as to allow their flights to record an on-time
departure and/or to clear a stand for re-use. It involves an aircraft ground-positioning, either
under its own power or under tow, to a designated remote (non-contact) parking stand. Here,
the engines are shut down and aircraft services are maintained by the use of the APU until
engine re-start is authorised by ATC.
The full procedure can be found in BRS-OSI-GO-004 Aircraft Push and Hold Operations.
9. GENERAL ENQUIRIES
Any enquiries should be addressed to Airside Operations on 01275 473705 or 07712 792235.
Remarks This stand is only available for self-manoeuvring if all EPAs are clear
of equipment and the opposite stand is vacant.
B737-800 aircraft may use this stand for push and hold operations.
B737-800 aircraft may use this stand for push and hold operations.
Remarks This stand is only available for self-manoeuvring if all EPAs are clear
of equipment and the opposite stand is vacant.
This stand is only available for self-manoeuvring if all EPAs are clear
of equipment and the opposite stand is vacant.
Remarks
Alternative pushback onto empty opposite or adjacent stands is
permitted followed by a pull to the TRP.
Remarks n/a
Remarks n/a
Remarks n/a
Remarks All pre-start activity to be completed with FEGP only. APU operation
only when operationally essential or for essential aircraft systems
immediately prior to departure.