Safe Tug & Tow Operations-Tow Operations (5/7)

[@airlinemanagement1676]

THE ARE TWO TUG MACHINES WHEEL HUGGER AND TOW BAR HUGGER?

[@airlinemanagement1676]

PART 139 SAFTEY INSPECTION ADVISORIES SHOULD BE DONE TO KEEP OBJECTS OUT IF THE WAY?

[@airlinemanagement1676]

IN THE DOMESTIC LINE OF CAT II OR CAT I THE AIRMEN GETS THE CLOSED AMT BAY THEN THE GREEN LIGHT THEN YOU CONTACT ATC TO TAXI AND WATCH THE MIRRORS AFTER THE AIRMEN TYPES TAXI TO?

[@airlinemanagement1676]

THE TEAM SHOULD INSPECT THE TUG VEHICLE LIKE HORN, LIGHTS, BRAKES?

[@airlinemanagement1676]

THE DISPATCHER WILL BE IN CHARGE OF TUG TO THE MAINTENANCE HANGER?

[@airlinemanagement1676]

IN TOWING IF YOU TURN THE RUDDER IT COULD SWING THE BAR OUT OF PLACE?

[@airlinemanagement1676]

AT NIGHT THE TUG AND TOW MACHINE WILL BE GIVEN ILLUMINOUS LIGHTS?

[@airlinemanagement1676]

COMPLACENCY HAPPENS BECAUSE OF JOKING WITH PEERS CAUSING USE TO YOUR SITUATION, END OF SHIFT LACK OF SENSE, LOSS OF CONTACT WITH TOW VEHICLE WITH THE AIRCRAFT COCKPIT OBSERVER OR TOW AREA OBSERVER?

[@airlinemanagement1676]

THE CHALKS CANNOT BE MOVED TILL THE AIRCRAFT BREAKS ARE SET?

[@airlinemanagement1676]

WHEN PUSHBACK AND TOW IS DONE NO ABRUPT BREAKING SHOULD BE DONE?

[@airlinemanagement1676]

IN IFR AND VFR IMC YOU ALWAYS CONTACT FACILITY CONTROL UPON APPROACH? THAT IS HOW?

[@airlinemanagement1676]

THERE ARE INSTANCES IN WHICH THERE WILL NOT BE A TUG AND TOW IN CAT II AND I?

[@airlinemanagement1676]

THERE SHOULD BE A PLUGIN OF THE TOW MACHINE?

[@airlinemanagement1676]

OTHER HAZARDS ARE STATIC ELECTRICITY, HEAT FROM ENGINES, AND MOVING PARTS?

[@airlinemanagement1676]

THERE ARE MARKINGS ON THE TOW MAINTENANCE AREA WHICH HAVE INTAKE RED MARKS WITH BLAST ZONES BEHIND THE ENGINES ON THIS MARK? BEWARE OF THIS AREA?

[@airlinemanagement1676]

TOW SPEED SHOULD LESS THAN TUGWALKER SPEEDS? IT INCLUDES A TURN RADIUS WITH THE TLVP?

[@airlinemanagement1676]

THE TUG BAR SHOULD BE VERIFIED BY TWO PERSONS FOR SAFTEY?

[@airlinemanagement1676]

COMPLACENCY CAN LEAD TO THE AIRCRAFT HITTING SOMETHING?

[@airlinemanagement1676]

CAT III OPERATIONS REQUIRE PUSHBACK AFTER CRM?

[@airlinemanagement1676]

TOW EQUIPMENT MUST NOT BE CONNECTED UNTIL THE ENGINES ARE OFF IN THE MAINTENANCE AREA? THAT IS WHAT THE ENGINE ZONES ARE FOR? THERE ARE RED LIGHTS ON THE AIRCRAFT WHICH SAYS THE ENGINE IS ON?

[@airlinemanagement1676]

THE ATIS OR FLIGHT INFORMATION CAN EITHER BE LOOKED UP ON THE APPROACH CHART OR ASKING FOR FLIGHT INFORMATION FOR RADIO?

[@airlinemanagement1676]

A TAILWALKER IS USED FOR TOWING TO HANGAR?

[@airlinemanagement1676]

THERE ARE WAYS TO MARK TUG AND TOW EQUIPMENT WITH LOCKOUT TAGS IN DAMAGED EQUIPMENT?

[@airlinemanagement1676]

THERE ARE TWO REASONS TO TUG AND TOW AN AIRCRAFT? TO MOVE IT TO A TAXIWAY OR HANGER?

[@airlinemanagement1676]

CAT III MEANS CATEGORY III WHICH MEANS INTERNATIONAL?

[@igotanM16]

"The safe operat--" *sopranos ending*

[@ohboy592]

Simplified process made difficult by Airline Management, just saying.

[@airlinemanagement1676]

THE TUG MUST MATCH THE AIRCRAFT? CONNECT IT THE VERIFY CONNECTIONS WITH TWO PEOPLE, AFTER AMT SERVICE THERE NEEDS A WALK AROUND, WHEN READY ATC WILL VERIFY WITH THE GROUNDCREW, THE PUSHBACK WILL BEGIN AND AWARENESS OF OBSTACLES, THE WING WALKERS WILK WALK BACKWARDS WALKING FORWARD AND IF A WING WALKER SIGNALS STOP THE THE AIRCRAFT STOP BECAUSE OF THE TUG, THEN THE THE TAXIWAY WILL BE MET AND THE AIRMEN MUST BRAKE, THE TUG WILL BE DISCONNECTED? ONCE CLEAR TAXI BEGINS ON THE AIRCRAFT?