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Failure to comply with the above, shall constitute a violation of company policy. Printed copies are for reference only.

Master Revision List Page i

SSP # DATE SSP # DATE 101 01/09 301 01/09 101A 01/09 302 01/09 102 01/09 303 01/09 103 01/09 304 01/09 104 01/09 305 01/09 105 01/09 306 01/09 106 01/09 307 01/09 107 01/09 108 01/09 401 01/09 109 01/09 402 01/09 110 01/09 403 01/09 111 01/09 404 01/09 112 01/09 405 01/09 113 01/09 406 01/09 114 01/09 407 01/09 115 01/09 408 01/09 116 01/09 409 01/09 117 01/09 410 01/09 118 01/09 411 01/09 119 01/09 412 01/09 120 01/09 413 01/09 121 01/09 414 01/09 122 01/09 415 01/09 123 01/09 416 01/09 124 01/09 125 01/09 400A 01/09 126 01/09 400A1 01/09

400A2 01/09 201 01/09 400A3 01/09 202 01/09 203 01/09 501 01/09 204 01/09 502 01/09 205 01/09 503 01/09 206 01/09 504 01/09 207 01/09 505 01/09 208 01/09 506 01/09 209 01/09 507 01/09 210 01/09 508 01/09 211 01/09 509 01/09 212 01/09 213 01/09 214 01/09


Record of Changes Page ii


Employee Acknowledgement Form Page iii

EMPLOYEE ACKNOWLEDGMENT Revised 01-2009

Employee Initials

SSP SSP DESCRIPTION

__________ 101 Compliance with Federal, State, Local and Industry Practices 101A Alternate Procedure/Deviation Request Procedure __________ 103 Hearing Conservation Program __________ 104 Unapproved Electronic Devices __________ 105 Approved Footwear __________ 106 Reserved __________ 107 Employee Incident Reporting __________ 108 Immediate Emergency Response __________ 109 Smoking Policy __________ 110/110A GSE Operator Procedures/Safe Vehicle Operation __________ 111 F.O.D. Control __________ 112 Personal Protective Equipment (PPE) __________ 113 Aircraft Approach Procedures __________ 114 Equipment Abuse/Neglect __________ 115 Parking of Ramp Vehicles __________ 116 Ramp Vehicle Positive Control Safety Stops __________ 117 Employees Riding on Ramp Equipment __________ 118 Ramp Communications __________ 119 Guide Persons __________ 120 Vehicle/Equipment Inspection __________ 121 Ramp Speed Limits __________ 122 Hazardous Weather Operations __________ 123 Safety Cones/Flag __________ 124 Hazardous Materials Shipping __________ 125 Customer Requests for Information __________ 201 Unauthorized Access to the Ramp __________ 202 Vehicle Traffic on the Ramp __________ 203 Securing of Aircraft __________ 204 Propeller Handling __________ 205 Removal of Ground Power Unit on Propeller Driven Aircraft __________ 206 Helicopter Operations Landing/Parking __________ 207 Safety Equipment List for Tow Vehicles __________ 208 Retail Fuel Aircraft Towing Vehicles __________ 209 Oxygen Service __________ 210 Lektro Tow Units __________ 211 Positioning Aircraft in Hangars or on Flight line __________ 212 Wing Walker Whistle Policy __________ 213 Aircraft Oil Servicing __________ 214 Wing Walker/Marshalling Requirements


STANDARD SAFETY PROCEDURES

EMPLOYEE ACKNOWLEDGMENT Revised 01-2009

Employee Initials

SSP SSP DESCRIPTION

__________ 301 Loading Bridge and Airstair Operations __________ 302 Use of Cargo Loaders to Open Aircraft Cargo Doors __________ 303 Pushback/Departure Process __________ 304 Deicing Safety Equipment __________ 305 Cargo and Baggage Movement __________ 306 Lavatory Service Personal Protective Equip. __________ 307 Conveyor Systems __________ 400-A1 Airline Customer Notification __________ 400-A2 Defueling Procedures __________ 400-A3 Tool Calibration __________ 401 Standard Equip List For Fueling Vehicles __________ 402 Refueler Parking __________ 403 Grounding and Bonding Procedure __________ 404 Refueler Loading __________ 405 Refueler Dispensing __________ 406 Volumetric Top-Off Procedure __________ 407 Waste Stream Control __________ 408 Confined Space Policy __________ 409 Proactive Fuel Spill Response __________ 410 Aircraft Accident/Incident Fuel Quality Control Procedures __________ 411 Prist Receiving and Dispensing __________ 412 Fuel Quality Control __________ 413 Fueling Vehicle Speed Control __________ 414 Fueling of GSE Equipment __________ 415 Deadman Control Operation __________ 416 Required Fuel PPE __________ 501 Split and Single Rim Handling __________ 502 Elevated Platform Safety Policy __________ 503 Equipment (GSE) Modification Policy __________ 504 Compressed Gas Usage/Storage __________ 505 Machinery and Equipment __________ 506 Electric – General Practices __________ 507 Spray Booth Operations __________ 508 Inspection and Use of Jack Stands __________ 509 Hazardous Energy Control

I have read, understand and have been given the opportunity to discuss the above listed Standard Safety Procedures with my supervisor or instructor. I understand that failure to comply with Safety Procedures shall constitute a violation of company policy. Employee Name (Print): ________________________________________

Employee Signature: __________________________________________

Supervisor/Instructor Signature: __________________________________

Completion Date: _____________________________________________


Table of Contents Master Revision List Page i Record of Changes Page ii Employee Acknowledgement Form Page iii SECTION/SSP TITLE

100 General Procedures 101 Compliance with Federal, State, Local and Industry Practices

101A Alternate Procedure/Deviation Request Procedure 103 Hearing Conservation Program 104 Unapproved Electronic Devices 105 Approved Footwear 106 Reserved 107 Employee Incident and Emergency Reporting 108 Corporate Incident and Emergency Reporting 109 Smoking Policy 110 GSE Operator Procedures 110A Safe Vehicle Operation 111 F.O.D. Control 112 Personal Protective Equipment (PPE) 113 Aircraft Approach Procedures 114 Equipment Abuse/Neglect 115 Parking of Ramp Vehicles 116 Ramp Vehicle Positive Control Safety Stops (Circle of Safety) 117 Employees Riding on Ramp Equipment 118 Ramp Communications 119 Guide Persons 120 Vehicle/Equipment Inspection 121 Ramp Speed Limits (Airport Speed) 122 Hazardous Weather Operations 123 Safety Cones/Flags 124 Hazardous Material Shipping 125 Customer Requests for Information

200 Retail Fuel 201 Unauthorized Access to the Ramp 202 Vehicle Traffic on the Ramp 203 Securing of Aircraft 204 Proper Handling 205 Removal of Ground Power Unit on Propeller Driven Aircraft


206 Helicopter Operations Landing/Parking 207 Safety Equipment List for Tow Vehicles 208 Retail Fuel Aircraft Tow Vehicles 209 Oxygen Service 210 Lektro Tow Units 211 Positioning Aircraft in Hangars or on Flightline 212 Wing Walker Whistle Policy 213 Aircraft Oil Servicing 214 Wing Walker/Marshalling Requirements

300 Ground Handling 301 Loading Bridge and Airstair Operations 302 Use of Cargo Loaders to Open Aircraft Cargo Doors 303 Pushback/Departure Process – Safety Awareness

Highlights

304 Deicing Safety Equipment 305 Cargo and Baggage Movement 306 Lavatory Service Personal Protective Equipment 307 Conveyor Systems

400 Fuel 401 Standard Equipment List for Fueling Vehicles 402 Refueler Parking 403 Ground and Bonding Procedure 404 Refueler Loading 405 Refueler Dispensing 406 Volumetric Topoff Procedure 407 Waste Stream Control 408 Confined Space Policy 409 Proactive Fuel Spill Response 410 Aircraft Accident/Incident Fuel Quality Control Procedures

411 Prist Receiving and Dispensing 412 Fuel Quality Control 413 Fueling Vehicle Speed Control 414 Fueling of GSE Equipment 415 Deadman Control Operation 416 REMOVED

400A Fuel Appendix

400-A1 Airline Customer Notification 400-A2 Defueling Procedures 400-A3 Tool Calibration


500 Maintenance and Tech Services 501 Split and Single Rim Handling 502 Elevated Platform Safety Policy 503 Equipment (GSE) Modification Policy 504 Compressed Gas Usage/Storage 505 Machinery and Equipment 506 Electric – General Practices 507 Spray Booth Operations 508 Inspection and Use of Jack Stands 509 Hazardous Energy Control

600 Specific Base Procedures


SECTION 100


No. 101


OBJECTIVE: To ensure compliance with all Federal, State, Local, and Industry Practices

In the event that a Federal, State, Local, Industry Authority, or recognized group has adopted a more stringent practice than outlined in this manual, it shall be the policy of the company that the more stringent procedure/practice be adopted and implemented as applicable.

All requests for deviation from our published Safety Procedures shall be submitted through the Station General Manager to the applicable Regional Vice President and then Corporate Safety Manager for final approval as instructed on the accompanying form (#101A) for distribution to the appropriate department for review and comment.


No. 101A ALTERNATE PROCEDURE/DEVIATION REQUEST PROCEDURE 101A

Any deviation from our published Safety Procedures and Policy/Practices Manuals shall be approved by use of this form prior to being adopted and implemented.

LOCATION: ____________________________________________ SUBMITTED BY: ________________________________________ DATE: ______________________ RE: SPP NO. ______________ Check One: System Wide Local

INSTRUCTIONS:

Please state which Safety Procedure, Policy, or Practice should be amended, or changed to suit your site-specific operation.

Please state your concerns, comments and alternate wording/procedure along with any reference material. Forward this sheet through your HS&E Coordinator. The HS&E Coordinator will forward all concerns and comments to the General Manager. The General Manager shall, upon his/her approval, ensure RVP approval prior to forwarding this sheet to the Corporate Safety Manager for handling. Description:

Approval Signatures: Requester Date: General Manager Date: Regional Vice President Date: Corporate Safety Manager Date:


No.103


HEARING CONSERVATION PROGRAM

OBJECTIVE: To properly protect affected employees from potential hearing loss. All ASIG employees are required to have hearing protection on their person when entering the ramp area. Hearing protection must be utilized when in the vicinity of operating aircraft and equipment. This includes: • Gate areas – Aircraft operations at gates being worked or adjacent gates • Taxiways and Taxi lanes – Aircraft operations on taxiways or in taxi lanes • Runways – Aircraft operations on nearby runways • Bag Rooms – Any areas where bags are being loaded/unloaded for passenger bag delivery. Employees are not required to wear hearing protection while inside a vehicle, provided the windows are rolled up.

Note: Employees are not required to wear hearing protection, provided there are no aircraft operations in the immediate area or adjacent gates.

Compliance with this safety procedure is required by all ASIG employees, regardless of the employee’s inclusion in the Hearing Conservation Program.


No.104

STANDARD SAFETY PROCEDURES UNAPPROVED ELECTRONIC DEVICES OBJECTIVE: To ensure all ASIG employees work in a safe manner, and in a way that does not endanger themselves and others due to unauthorized use of media devices, minimize the risk of static charge/explosion while working on the ramp and increase the employee’s situational awareness of operating equipment in the vicinity. The use of cell phones and other electronic/media devices poses a significant threat to the safety and security of ASIG employees and customers. As such, the following requirements must be adhered to by all ASIG employees while engaged in work activities, regardless of location. Electronic/media devices of any type are not permitted and shall not be worn at the worksite, (ramp areas) unless authorized by the General Manager. All personal electronic/media devices shall be secured in the employee’s locker or other personal items area. Personal phone calls on cell phones are prohibited unless the employee is on an authorized break period and shall not take place while on the ramp or while operating company vehicles/equipment. Using your personal cell phone, Ipod, audio/video player or any other personal media device, etc. is prohibited and has the potential for serious safety issues to include but are not limited to:

1. Accidents/injuries resulting from the distraction of the device by answering, talking or listening to them.

2. Potential for sparking due to static electricity which may cause fuel vapors to

ignite.

3. Lack of attention (situational awareness) to your surroundings and the task at hand, reducing the ability to work safely, productively and provide quality customer service to our customers.

Friends and/or relatives that need to contact an ASIG employee during an emergency situation must contact the station and the message will be communicated to the ASIG employee as soon as possible.


No.104 pg2 Note: In the event you are authorized to carry a company issued electronic/media device, under no circumstances will the electronic device be used within close proximity, ten (10) feet, of fueling operations. Driving any company vehicle while using a company cell phone is prohibited. If a call must be made or answered the driver must pull over in a safe area and come to a complete stop prior to placing or answering a call. Employees shall adhere to specific written procedures for their use and will be required to sign off on supporting documentation which will be placed in their training files.


No. 105

STANDARD SAFETY PROCEDURES Approved Footwear OBJECTIVE: To ensure that personnel are protected from foot and ankle related injuries and to reduce the possibility of a slip and fall. It is required that all ASIG employees wear footwear appropriate to their work duties. All employees must have footwear with non-slip/oil resistant sole material. Black or brown leather work style boots are preferred. Steel toe is not required but is highly recommended for ramp, GSE and fuel agents. It is also highly recommended that all ramp workers have boots with at least mid ankle support in order to prevent ankle injuries. Sandals, moccasins, open toed shoes and tennis style footwear will not be permitted on the ramp, in a cargo facility, or GSE shop. Station Manager or authorized designee will have the final authority on the appropriate footwear permitted at the station. With approval of both the Station Manager and Corporate Safety Manager exceptions to the requirements listed above may be granted in consideration of documented medical issues to allow alternative work shoes. Temporary exceptions to this policy may be made in periods of extreme weather conditions with the approval of the Station Manager. Reference SSP 122 Hazardous Weather Operations.


No. 107

STANDARD SAFETY PROCEDURES Employee incident reporting requirements Objective: To ensure proper notification of appropriate individuals for all incidents regardless of severity. All ASIG personnel are required to immediately report any incident or injury involving ASIG personnel or equipment to the Lead/Supervisor/Manager on duty. These incidents would include – but are not limited to:

• Any incident involving ASIG vehicles or equipment regardless of whether injury or damage is apparent or not.

• Any injury involving ASIG personnel • Any fuel spill • Any incident or injury witnessed by an ASIG employee • Any suspicious activity

Any employee failing to immediately report an incident or injury shall be subject to disciplinary action.


No.108

Corporate Immediate Notification:

OBJECTIVE: To ensure proper response and additional notification of appropriate individuals in the event of an emergency. Leads/Supervisors must report via phone to the Operations Manager/General Manager and the HS&E Manager is mandatory for:

• any aircraft accident involving any aircraft damage • an aircraft crash that was fueled or serviced by ASIG, • any fire that occurs to ASIG property, owned or

leased vehicles / equipment, as well as any fire that is caused by or affects ASIG employees.

• fuel or chemical spill regardless of whether spill is to secondary containment area, asphalt/concrete or other impervious surface,

• fuel or chemical spill, in any quantity, reaching a storm drain, waterway, soil, or vegetated area,

• fuel or chemical spill requiring notification to State environmental agency,

• any auto accident with serious injuries (involving ASIG vehicles and /or ASIG employees on duty) or heavy property damage,

• Any injuries or deaths involving ASIG employees or customers.


SSP 108 Pg 2

The General Manager is to notify the Regional Vice President. The Regional Vice President will notify any and all Senior Management as outlined in the ASIG Communication Protocol/Crisis Management Plan.

The General Manager shall ensure that the Corporate Safety Manager shall be immediately contacted. Note: If the Corporate Safety Manager cannot be reached via phone, an ASIG Regional HS&E Manager shall be contacted.

HSE Contact Office Cell Phone

G i n o M a t t e o n i Corporate Safety Manager

602.795.3273 602.721.1093

Lonnie Collins ASIG Regional HS&E Manager

704.359.8010 704.651.4724

Dennis Duncan ASIG Regional HS&E Manager

404.362.6922 404.925.5379

When using E-mail as a follow up, please exercise extreme caution not to implicate the company by prematurely drawing conclusions as to fault or blame. Employees’ position on the company’s liability/fault should never be stated on E-mails, and all reports on E-mail should be strictly limited to the facts.


No. 109

STANDARD SAFETY PROCEDURES SMOKING POLICY OBJECTIVE: To reduce fire hazards and ensure the safety of ASIG employees, customers, property, and aircraft. Smoking is allowed only in those areas approved as such by the General Manager at each location. It is an ASIG company policy that smoking is prohibited in the following areas: 1) Any ramp area, unless in a designated smoking area. 2) In any ramp service vehicle (on or off of airport) 3) Within any hangar space. 4) Within one hundred (100) feet of any fuel farm or fuel storage tank. 5) In any Ground Support/Facility Maintenance shops. All smoking materials (i.e.; lighters, matches, cigarettes, etc.,) are forbidden while on the airport ramp, on your person or in company vehicles, whether leased or owned. State and local-mandated smoking regulations shall also apply, where applicable.


No. 110 STANDARD SAFETY PROCEDURES GSE OPERATOR PROCEDURES OBJECTIVE: To ensure that all ASIG employees have valid driver’s licenses and are authorized to drive and operate vehicles and equipment.

Employees required to operate a piece of motorized equipment shall be properly trained on each respective piece of equipment, prior to being allowed to operate it without supervision. Additionally, employees are required to have, in their possession, a valid state driver’s license, a required airport restricted driver permit (or an applicable SIDA badge indicating AOA driving privileges) before they are allowed to drive any vehicle on the Airport Operations Area. Employees shall not be permitted to operate ground support equipment, on the airport apron; until such time that they successfully pass the specific airport familiarization training and ASIG Powered Industrial Truck training programs. It is the employee's responsibility to notify the supervisor on duty that his/her Drivers' License is suspended or restricted. Note: Driver’s license can be suspended or restricted without being revoked by authorities. Each ASIG location shall verify (through state agencies) at least once a year, that all employees possess a valid state Drivers License. ASIG employees are required to physically have their drivers license in their possession (at all times while on the AOA) whether they are operating equipment or not. Periodically, management will ask employees to display their driver’s license, upon request.


No. 110A Standard Safety Procedures Safe Vehicle Operation Objective: To enhance personnel and vehicle safety while driving company vehicles. All ASIG employees are required to follow posted speed limits and practice defensive driving techniques at all times when they are driving a company vehicle to enhance their safety as well as the safety of others. In addition, all ASIG employees are required to wear seatbelts (When Equipped) at all times when the vehicle is in motion. Defensive Driving Techniques:

• Maintain situational awareness at all times while driving a vehicle. • Keep your eyes moving by frequently checking your mirrors to monitor all

traffic. • Maintain a safe following distance of the vehicle in front of you. On dry

pavement, you should maintain at least a two-second gap of the vehicle in front of you and a 4 second gap on wet or slippery surfaces.

• Never assume you have the right away, always plan on the unexpected. • Signal your intensions to turn by activating the vehicle turn indicator 300 to

500 feet prior to the turn. • Adhere to posted speed limits and reduce your speed depending on

driving conditions. The following additional policies must be complied with when driving company vehicles:

• Vehicle headlights must be turned on whenever a company vehicle is driven. This applies to daytime driving as well as nighttime driving.

• No cell phone use when operating a company vehicle, refer to SSP 104 for additional guidance.

• All company vehicles must have the factory installed radio/CD player removed or disabled to eliminate outside distractions while driving. Note: Only GM vehicles are allowed to have a factory installed radio/CD player, however the radio/CD player must not be used while driving on an airport ramp.

• Company vehicles will only be driven by authorized employees for the purpose of conducting company business. Company vehicles are not allowed to be driven off the airport ramp or beyond assigned work areas without the prior permission of the GM or designee.


No. 111


F.O.D. CONTROL

OBJECTIVE: To prevent aircraft damage, property damage and personal injury.

All ASIG employees shall be trained in the areas of potential Foreign Object Damage (F.O.D.) recognition, sources and control methods.

It is the responsibility of every ASIG employee to patrol for F.O.D. and its sources at all times and dispose of in appropriate containers.


No. 112


PERSONAL PROTECTIVE EQUIPMENT (PPE) OBJECTIVE: Outline general PPE requirements.

ASIG employees are required to properly wear all PPE required by the Company and comply with all safety procedures. Company required PPE shall be worn correctly according to the following guidelines: SAFETY VESTS Any ASIG employee or escorted visitor entering a commercial ramp area shall wear a company approved ANSI class II compliant safety vest as their outermost garment unless they are wearing an ANSI class II safety shirt or jacket. Blue safety vests are not allowed to be worn as they are not a high visibility color. The following are the required ANSI class II colors, depending on position: • Orange vests: managers, supervisors and leads. • Lime green/yellowish vests: all other ramp workers and visitors. Safety Eyewear and Hand Protection Eye Protection: Employees must use appropriate eye or face protection when exposed to eye or face hazards from flying particles, molten metal, liquid chemicals, acids or caustic liquids, chemical gases or vapors, or potentially injuries light radiation. All safety glasses must be ANSI class Z-87 rated.


No. 112 pg 2

Hand Protection: Employees must use appropriate hand protection when employees’ hands are exposed to hazards such as those from skin absorption of harmful substances; severe cuts or lacerations; severe abrasions; punctures; chemical burns; thermal burns; and harmful temperature extremes. 1. Fueling/QC Activities: to include, but not limited to, opening fuel panels,

connecting and disconnecting nozzles and couplers, all fuel sumping and sampling activities, inspecting/replacing nozzle screens, draining hoses, replacing monitors/elements, checking floating suctions cables, repairing leaking equipment, DP gauge accuracy tests, cleaning line strainer screens, testing water defense systems. Chemical resistant gloves are required for the aforementioned tasks.

2. GSE Shop Activities: to include, but not limited to, hand grinding/welding tasks, using pneumatic tools, using bench grinders, drill presses, and tire repair activities.

3. Lavatory Servicing: to include typical lavatory service functions (additional PPE is also necessary for this job task per ASIG Training Standards and SSP 306)

4. Cargo/Ground Handling: to include, but not limited to, loading and offloading of baggage, handling of palletized materials and containers, and building and off stacking of palletized materials.

NOTE: As a minimum, appropriate eye and hand protection is required in the following job tasks. Additional PPE may be required based on your station-specific PPE Hazard Assessment Certifications and/or company specific training standards.


No. 113 STANDARD SAFETY PROCEDURES AIRCRAFT APPROACH PROCEDURES FOR PERSONNEL AND VEHICLE SAFETY OBJECTIVE: The following are standard procedures to ensure the safety of ASIG employees, equipment, as well as our customer’s personnel and equipment when approaching an arriving or operating aircraft.

1) No Employee or Equipment shall approach beyond any wing tip, nose, or tail section of any arriving aircraft until the aircraft has come to a complete stop, the engine(s) has (have) been shut down and the landing gear has been chocked by a designated gate crew member.

2) Before the placement of aircraft wheel chocks or performing other ground service operations, a predetermined plan of safe entry and exit for ramp workers (to the aircraft) must be made to avoid danger areas. Visual confirmation of a "safe to proceed" environment shall be determined by observing the jet engine exhaust wake and/or propellers have stopped, jet engines are “spooled down”. The anti-collision lights (red beacons) may be an indicator of engines running.

When the red beacons are on, this indicates the aircraft's electrical system is active and engines could start or maintenance functions, such as flaps, slats, speed brakes or other devices may be extended. – ASIG Ramp Safety Program

Note: In some ground handling locations, a ground service employee will need to chock the nose gear only prior to the aircraft systems being turned off – per airline specifications. Dangerous areas around the aircraft which must be considered include:

• engine intake/exhaust locations • areas where flaps, gear doors or air stair doors may be activated, and • the area around the propellers (prop arc).

CAUTION: Under no circumstances shall an ASIG employee walk between the engines and the fuselage, or within the propeller arc of an aircraft. When proceeding from one end of the aircraft to the other always walk around the wingtip of the aircraft. Also, be aware of hot brakes. If an employee discovers a hot brake situation, they should notify their supervisor or lead immediately.


No.113 pg 2 EXCEPTIONS:

Ground Support Systems This policy is not intended to restrict access to those aircraft requiring external support systems, such as a ground power unit, before shutting down engines. Deicing Deicing units are allowed to enter beyond the nose and wings of the aircraft when the airline policy requires engine running deicing to be completed. In addition, aircraft with tail mounted engines (i.e. CRJ200, DC-9, ERJ-145, MD-80, etc.) may require tactile inspections of the aircraft after deicing is completed. When this is required by airline policy, only an authorized employee may conduct this inspection. The leading edge and top of the wing surface must be inspected while remaining forward of the wings.

These are the only reasons that an employee may approach the aircraft, and are to be done only when the employee’s approach can be safely accomplished. Always be alert for hazardous situations when approaching and/or working in close proximity to any aircraft. Never approach any aircraft if you are unsure it is safe to proceed.


No. 114 STANDARD SAFETY PROCEDURES EQUIPMENT ABUSE/NEGLECT OBJECTIVE: To eliminate the improper treatment /use of all equipment above and beyond normal wear.

ASIG will not tolerate equipment abuse and/or neglect. Abuse, as it applies to ground equipment, is any improper treatment or use of equipment which creates maintenance expense beyond normal wear. This may be characterized by, but not limited to, the following discrepancies: 1) Service calls or malfunctions due to equipment being out of fuel.

2) Broken glass, lights, and reflectors.

3) Broken door handles and window regulators.

4) Tire damage due to vehicle operating on low or flat tires.

5) Engine failure due to no oil or coolant.

6) Dead batteries due to leaving lights, ignition (master) switch on or other accessories.

7) Damage due to dragging power cables or service hoses, fuel hoses, or driving away from aircraft or fuel farm with cables or hoses still connected.

8) Graffiti.

9) Repairs caused by operator tampering with adjustments.

10) Transmission, clutch and drive line parts that fail abnormally.

11) Damage due to equipment operating with emergency brake on or interlock engaged.

12) Damage to upholstery caused by puncture or tearing (which is not attributable to normal wear).

13) Replacement or repair of missing equipment or accessories (windshield

wiper blades, radiator cap, fuel caps, nozzle dust caps, etc.).

14) Damage to paint that is not attributable to normal wear.


No. 114 Pg 2

15) Equipment damage caused by adding wrong fluids to fuel tank, hydraulic tanks, engine oil, or radiators.

16) Repairs to sheet metal or structural parts bent or damaged in accidents or through negligent operation.

17) Failure to tag out an unserviceable piece of equipment.

18) Operating a tagged out piece of equipment.

19) Under normal circumstances, no piece of equipment shall be utilized to

push another piece of equipment, unless for the purposes of vehicle maintenance, or with approval from General Manager or designee.

20) Failure of ASIG employees to notify maintenance of known equipment discrepancies

Note: All GSE deficiencies shall be recorded on the station equipment write-up (squawk) sheet by the reporting employee as well as reported to their immediate supervisor. A Vehicle Discrepancy Report (VDR) may also be used. The Company strives to provide their employees with safe, mechanically sound equipment for their use, and expects each employee to treat such equipment with the same care as though it were their own.


No. 115 STANDARD SAFETY PROCEDURES

PARKING OF RAMP VEHICLES OBJECTIVE: To prevent uncontrolled movement of unattended vehicles. All ramp vehicles/equipment (except for notations listed below) shall have the gear selector in park or neutral, the parking brake set, the engine turned off, and the wheels properly chocked, while the vehicle/equipment is unattended or staged. Note: Non-aircraft servicing vehicles (such as passenger vans/ pickups/crew cars) will have the gear selector in park, emergency brake set and ignition turned off. At no time shall a vehicle be parked directly facing an aircraft unless required to service the aircraft (e.g., belt loader, Container Loader). Additionally, all vehicle doors must be closed when unattended. GM vehicles, when on the airport ramp must comply with all other parking requirements. Tug Chocking Procedure: In-Use No Chocks Required

A tug is considered in-use while being used to load/unload bags/ULD’s at the aircraft or bag room/cargo facility. No chocks are required provided the following steps are followed prior to exiting the tug:

1. Tug driver places right foot on brake pedal and moves gear selector to

the locked neutral or park position. 2. Engages and sets the tugs emergency brake. 3. Turns off tug ignition. 4. Tug driver remains in close proximity (within 20’) of tug at all times in

order to respond to any unplanned movement Parked/Staged Chocks Required A tug is considered parked/staged when the driver exits the tug and no baggage/cargo loading/unloading is occurring. The following steps must be followed to properly park/stage a tug:

1. The tug must be parked/staged outside of the aircraft circle of safety. 2. Tug driver places right foot on brake pedal and moves gear selector to

the locked neutral or park position. 3. Engages and sets the tugs emergency brake. 4. Turns off tug ignition. 5. Place chocks at the front and rear of the tugs right rear tire.


No.115 pg2 All ramp vehicles/equipment, while servicing an aircraft, shall have the parking brake set and shall be properly chocked. Aircraft servicing vehicles may be left running, only if engine power is required to actively service an aircraft. (i.e. belt loaders/fuel trucks) Exception Note: Vehicles/equipment may be left running for warm up purposes in extremely cold weather only while attended and in the equipment’s overnight parking area. Vehicles/equipment left running for warm up purposes shall have the gear selector in park or neutral, the parking brake set, and chocked. All towable units shall be chocked when parked as well as having the tow bars in raised and locked position. The vehicle chocks shall be placed in front of and behind the right rear wheel (non-steering) of the vehicle/equipment. Tandem axle vehicles, such as fuel trucks, shall be chocked between the right side rear wheels. Note: Attended Vehicle/Equipment shall be defined as an employee that is physically present at the vehicle, able to continually observe the vehicle and can promptly respond and correct any potential problems which may arise.


No. 116 STANDARD SAFETY PROCEDURES RAMP VEHICLE POSITIVE CONTROL SAFETY STOPS 50/10 FOOT RULE CIRCLE OF SAFETY OBJECTIVE: To ensure complete control of the vehicle within the proximity of an aircraft. All operators of ramp vehicles/equipment shall be required to perform a mandatory, full safety stop, fifty (50) feet from the aircraft perimeter, to ensure that the vehicle braking system is fully operational. From this full stop position, the vehicle will only proceed inside the circle of safety at or below normal walking speed. Once the ramp vehicle/equipment reaches the ten (10) foot perimeter, another full stop will be performed.

Note: From this point, the operator will proceed with their foot lightly covering the brake pedal (not the accelerator) into the servicing position. (See graphic below)

Aircraft Servicing: Only hydrant carts, fuel trucks (when lift deck is required for fueling), portable airstairs, lav/water vehicles, cargo loader, beltloader, and aircraft maintenance equipment required to work on aircraft, are permitted to position within ten (10) feet of the aircraft surfaces. Note: However, at no time shall fuel equipment be positioned within 5 feet from any aircraft surface. (Reminder to close all vehicle doors when not in use, to prevent


violating the 5 foot rule.)

No. 116 Pg2

Aircraft service vehicles/equipment not listed above shall maintain a distance of at least ten (10) feet from aircraft surfaces. Should any deficiencies of the braking system be noted, while approaching an aircraft, the operator shall: • Safely steer vehicle away from aircraft • Bring vehicle to a stop and contact supervisor and/or maintenance • Place transmission in neutral or park • Set parking brake • Turn off engine • Chock vehicle as applicable In addition, the reporting employee shall record the deficiency on the Station equipment write-up (squawk) sheet or Vehicle Discrepancy Report (VDR) form. Upon arrival of supervisor and/or maintenance, an ASIG employee must remain in the driver position during any on the scene ramp evaluation. Any vehicle or ramp equipment, which does not have a fully operational braking system, shall be removed from service immediately. Note: If equipment cannot be immediately removed from ramp, it must be locked out/tagged out, to prevent anyone from using the equipment.



EMPLOYEES RIDING ON RAMP EQUIPMENT

OBJECTIVE: To prevent personal injury.

Employees may only ride on ramp equipment that is equipped with an appropriate seat belt and/or restraint device. The number of employees carried on or in any piece of equipment may not exceed the number of seats installed for that purpose and may not at any time exceed the manufacturer’s recommendation. Employees are prohibited from riding on the conveyor system of belt loaders, (traveling to and from belly of aircraft), the stairs or top platform of a mobile air stair unit, in/on baggage carts and dollies and cargo loaders or inside the beds of pickup trucks. Note: All persons driving or riding in passenger vehicles are required to correctly wear seat belts (if equipped) any time the vehicle is being operated on or off the ramp.


No. 118 STANDARD SAFETY PROCEDURES RAMP COMMUNICATIONS OBJECTIVE: To enable clear, uniform and concise communication, while on the ramp during aircraft marshalling operations. Communication between the flight crew of an aircraft and employees will be conducted by using the procedures outlined in the ASIG Training Program. Employees, who have been designated as a marshaller for a specific aircraft maneuver, shall be clearly identified, to avoid any possible confusion. The marshaller shall remain the only responsible liaison (aircraft crew to ground personnel) throughout the procedure, until the maneuver is completed and the aircraft is signaled off. The marshaller shall only use the approved hand signals (as demonstrated in the ASIG Training Program) and those signals that are standard for the operation being performed. The marshaller shall be positioned in such a fashion, as to keep permanent visual contact with the aircraft operator, throughout the entirety of the maneuver. IF VISUAL CONTACT BETWEEN THE MARSHALLER AND THE AIRCRAFT OPERATOR IS LOST OR CLEARANCE IS QUESTIONABLE, THE MANEUVER MUST BE STOPPED IMMEDIATELY UNTIL VISUAL CONTACT IS RE-ESTABLISHED AND/OR APPROPRIATE CLEARANCE IS VERIFIED. In order to avoid any possible confusion with the aircraft operator, the marshaller must refrain from using any other hand signals to other ground personnel until the aircraft has completed its maneuver. Marshaller must utilize situational awareness at all times maintaining awareness of his/her immediate surroundings while walking backwards Wing walkers are required for all aircraft movements into and out of a gate. Additionally wingwalkers must be used any time the lateral clearance from the aircraft's wingtip is less than 30 feet from another aircraft or objects. All marshallers/wing walkers shall use the day fluorescent wands for all aircraft operations during daylight hours. All marshallers/wing walkers shall use the lighted night wands for all operations conducted during nighttime operations.


No.119 STANDARD SAFETY PROCEDURES GUIDE PERSONS OBJECTIVE: To ensure the safe movement of equipment around aircraft, property or personnel. Any vehicle that is reversing toward an aircraft for servicing, must utilize a guide person. Additionally, if a vehicle must reverse away from the aircraft, a guide person must be utilized. The following equipment types require a guide person when positioned on and off aircraft:

Refuelers – Tanker and Hydrant Trucks Deice Trucks – Pad or threshold de-icing is exempt and does not require an

additional guide person; in-gate de-icing requires a guide person Belt Loaders Main Deck Loaders Lower Deck Loaders Lav Trucks Water Trucks Cargo Transport Trucks Stair Trucks Cabin Cleaning Trucks Catering Trucks (if applicable)

The guide person shall be positioned in such a fashion as to keep permanent visual contact with the equipment operator, throughout the entirety of the maneuver. The guideperson shall be positioned at sufficient distance from the equipment being guided, to allow a view of both sides of the vehicle being guided in order to enable the guideperson to judge clearances on either side of the vehicle. At no time, should the guideperson position themselves in the path of any vehicles being guided up to an aircraft. Notes:

• Doors on equipment shall not be opened while in motion. • Guide person will maintain situational awareness of surrounding hazards

and equipment. • IF VISUAL CONTACT BETWEEN THE GUIDE PERSON AND

THE EQUIPMENT OPERATOR IS LOST OR CLEARANCE IS QUESTIONABLE, THE DRIVER MUST STOP IMMEDIATELY, UNTIL VISUAL CONTACT IS REESTABLISHED AND/OR APPROPRIATE CLEARANCE IS VERIFIED.


No.120

STANDARD SAFETY PROCEDURES VEHICLE/EQUIPMENT INSPECTION

OBJECTIVE: Ensure proper inspection of vehicle/equipment is performed prior to each operation to identify and remove potential hazards.

Every ASIG employee that operates a vehicle or piece of motorized/movable equipment must perform a vehicle/equipment inspection, prior to operating the vehicle/equipment per BBASSI Powered Industrial Truck (PIT) guidelines. Employees must perform a complete walk-around of the vehicle to visually check for damage, un-stowed equipment, all required items for job task, leaks, or obstructions to the vehicle movement. Once servicing is complete, (at aircraft or reload station) the operator of the ramp vehicle/equipment must perform a walk around of the vehicle. The operator must stow cones, pit flags chocks and ensure all servicing equipment is properly secured and the area around the vehicle to be moved is clear of other vehicle/equipment, personnel or aircraft. A daily vehicle/equipment inspection must be used and implemented locally. Sample inspection forms are located in the PIT program. Note: All GSE deficiencies shall be recorded on the station equipment write-up Vehicle Discrepancy Report (VDR) form, by the reporting employee. The reporting employee must also notify their immediate Lead/Supervisor. Any deficiencies that affect the safe operation of the vehicle/equipment require that GSE or other authorized personnel immediately remove from service and apply Lockout Tagout Procedures


No. 121 STANDARD SAFETY PROCEDURES RAMP SPEED LIMITS (AIRPORT SPEED) OBJECTIVE: To ensure a safe operating speed is maintained, while operating equipment. The following ramp speed limits will apply at all facilities. In the event that an airport authority has mandated a more stringent ramp speed limit, the operations conducted at that facility would be performed at the speed limit mandated by the airport authority. AIRPORT SERVICE ROAD 20 MPH RAMP 15 MPH

WITHIN CLOSE PROXIMITY OF AIRCRAFT (WITHIN 50 FEET)

Normal Walking Speed

AIRCRAFT UNDER TOW 5 MPH

TOW VEHICLES, LOADING VEHICLES, BAGGAGE CARTS 15 MPH

APPROACHING/DEPARTING FUEL FARM 5 MPH

Notes:

• Adverse weather conditions may require reduced speeds.

• High profile vehicles such as tanker trucks, cabin service trucks, deicers, multi passenger vans etc the maximum tuning speed is 5 mph to reduce the risk of rollover.



HAZARDOUS WEATHER OPERATIONS

OBJECTIVE: To prevent accident/injuries during hazardous weather operations. Hazardous weather operations are defined as conditions wherein visibility is impaired, high winds, blowing snow, blowing sand or electrical activity (lightning), may exist, and/or driving surfaces are such that control can be momentarily lost; or any time when the area of operations becomes hazardous for vehicle or aircraft traffic. It is the policy of ASIG that the Supervisor/Lead on duty, will take whatever steps are necessary to prevent accidents/injuries including equipment preparations and suspension of operations if warranted due to hazardous weather. Additional information regarding hazardous weather may be obtained from the local station emergency response plan. Approved clothing and PPE must be worn while working in extreme weather conditions.


No.123 STANDARD SAFETY PROCEDURES SAFETY CONES/FLAGS OBJECTIVE: To ensure the positive identification of potentially hazardous areas, on the airport aprons, controlled or serviced by ASIG. The following safety procedures must be followed: 1) Refuelers - When chocking the left rear tire of a refueler a safety cone must

be placed behind the right rear of the vehicle or the right rear tire shall be chocked. Cone placement behind the vehicle is not required but is recommended. This will aid in protecting the rear of the refueler, from other traffic, as well as ensuring a walk around inspection prior to departure.

Note: All ASIG safety cones must be at least 36” in height, and be striped with reflective tape. Grainger item # 5ZM75 2) Hydrant Trucks - an approved safety cone must be placed approximately ten

(10) feet behind the hydrant truck, when parked or servicing an aircraft, or the right rear tire shall be chocked. An additional safety cone or pit flag must be placed at the hydrant pit, upon opening hydrant pit cover. Removal of the pit cone/flag is allowed only upon closing the hydrant pit cover.

3) Hydrant Carts – an approved safety cone or pit flag shall be placed at the

hydrant pit upon opening of hydrant pit cover. Removal of the pit cone/flag is allowed only upon closing the hydrant pit cover

Aircraft parking: Approved safety cones must be placed at the outboard wingtips and tail position (if tail protrudes into a path of travel or roadway) of each aircraft. Cone placement must not exceed 5 feet outside of each point. Note: ASIG airline customers may have additional cone placement locations (for their aircraft). Please check with your supervisor for more information. It is recommended that safety cones be placed off nose of aircraft if the aircraft is parked adjacent to designated roadways Under extreme wind conditions, in order to prevent FOD, removal of cones is recommended as a safety precaution. This will apply to all situations, where coning is applied (Ground Handling, fueling, etc).


No.124 STANDARD SAFETY PROCEDURES HAZARDOUS MATERIAL SHIPPING OBJECTIVE: To ensure all ASIG employees are aware of the procedures, methods, requirements, and practices, for compliance with Hazardous Materials Shipping regulations. The Hazardous Materials regulations provide procedures for the shipper and the operator, by which the articles and substances with hazardous properties, can be safely transported. Packaging is the essential component in the safe transport of dangerous goods and training is an essential element in maintaining a safe, regulatory, regime. It is necessary, for all employees involved in the preparation, for transport of dangerous goods, to be properly trained to carry out their responsibilities. Directive: 1) No employee of ASIG is to package, label, sign any shipping documents, or

ship Dangerous Goods, without proper certification required by the governing agencies.

2) Employees, who ship hazardous materials, must be certified as the Hazmat

Specialist, in accordance with the provisions set forth in Title 49 Code of Federal Regulations and International Aviation Transportation Administration (IATA) rules.

3) The hazmat specialist, will be required to complete the re-current training requirements, as outlined in 49 CFR 172.704(c)(2).

4) The hazmat specialist cannot delegate or train other employees, to handle the

Dangerous Goods function. 5) To avoid accidental shipment (of a hazardous material), by an ASIG

employee, only qualified ASIG employees who have completed Dangerous Goods training, shall be involved in shipping hazardous material.

6) The certificate for the hazmat specialist shall be readily accessible in the

event of an inspection or an incident. 7) A file shall be maintained on the history of the hazmat specialist’s initial training

and re-current training. 8) The Station shall establish a filing system of all shipping documents associated

with the shipment of hazardous materials.


No.124 pg2

9) When possible, the Company shall eliminate or minimize the shipment of

Dangerous Goods for others (customers and service contracts). 10) Examples of the materials commonly shipped at Stations may include but are

not limited to: Fuel Control Units Fuel manifolds Fuel pumps Fuel samples Batteries Adhesives Paints Thinners Empty oxygen bottles Empty nitrogen bottles Full oxygen bottles Fire extinguishers Life preservers Life rafts First aid kits w/ flares Aircraft engines Tires Every Station is different in what they handle and ship. The managers at each Station shall continually inspect the operations to gain knowledge of any new activities that may require compliance with the Dangerous Goods regulations. The Dangerous Goods regulations require that any person who offers a hazardous material for transportation must provide a 24-hour emergency response number for use in case of an emergency involving the hazardous material. The Company has selected 3E to provide the emergency response number service. The phone number is 1-800-451-8346. Contact the Corporate Safety Manager and/or the Corporate Training Manager for information on training employees, on the hazmat specialist duties.


No.125

STANDARD SAFETY PROCEDURES CUSTOMER REQUESTS FOR INFORMATION

OBJECTIVE: To ensure only approved and accurate information is given to the customer.

The Customer Initial Incident Communication HSE-406 form will be used whenever the customer is requesting information from ASIG. The local ASIG representative/HS&E Manager, at the affected location, will fill out HSE-406 Form, and forward it to the Corporate Safety Manager, for approval. Once approved, the ASIG location will be allowed to release to the customer. All other customer requests for release of information and documents shall be put in writing and forwarded to the Legal Department for review/approval/release. For further clarification contact your regional HSE manager. Note: Under no circumstances will any information be released to the customer, or other third party without prior approval of the Corporate Safety Manager and/or the Legal Department..


SECTION 200


No.201 STANDARD SAFETY PROCEDURES UNAUTHORIZED ACCESS TO THE RAMP OBJECTIVE: To provide a secure environment for aircraft crews, passengers, and employees. Only employees, in the course and scope of their employment, who have been properly badged by the applicable authority, will be allowed to access the ramp area/airport operations area (AOA). All other persons are prohibited access to our ramp and/or the AOA, unless they are under the direct control/escort of an authorized employee or local airport authority. An authorized badged employee must escort all aircraft crew, passengers and support staff, to either the terminal or the aircraft. Only previously authorized crew members may gain access to the ramp and their aircraft, without escort. These persons must remain under the observation of ASIG employees, at all times. It is prohibited for passengers to gain access to the ramp/AOA without ASIG control. Passengers enplaning/deplaning any aircraft shall be supervised in such a manner, as to insure their safe movement while on ASIG Company property or property under the control of ASIG. Note: Passengers with animals are strongly advised to have their animals on a leash or otherwise under their control while on the AOA, Deplaning passengers must be directed and escorted immediately to the terminal. Passengers are not allowed to congregate or wander on the ramp. It is expressly prohibited to allow passengers and other unaccustomed personnel to walk by an aircraft that is in the process of starting its engines, parked with its engines running, or beginning to taxi off the ramp.


No 202 STANDARD SAFETY PROCEDURES VEHICLE TRAFFIC ON THE RAMP OBJECTIVE: To minimize the risk of aircraft damage or personal injury, while operating vehicles, on the Retail Fuel Ramp. 1) All vehicle traffic, on the Retail Fuel Ramp, shall be conducted in

accordance with Standard Safety Procedure No. 121, "Ramp Speed Limit". 2) All vehicle traffic shall be parallel to any row of parked aircraft and shall be at

a minimum of ten (10) feet from the aircraft nose, unless operating in a designated vehicle roadway.

3) At no time shall passenger vans, tugs, or other vehicles be parked positioned

facing an aircraft. Vehicles not servicing aircraft shall not be allowed to drive between two wingtips unless wingtip clearance is in excess of 50 feet. The only exception is when a “Follow-Me” vehicle is in the act of marshaling in an aircraft Passenger vans must be parked with gear selector in park, with engine off, and

parking brake set. The van must be parked perpendicular (T) to the nose, wing, or tail of the aircraft being serviced, unless perpendicular parking creates additional hazards.

Note: Chocking of passenger vans on the Retail Ramp is not required provided the aforementioned procedures are followed.

Vehicle traffic on the ramp must yield to all aircraft taxiing or under tow.

The intent of this procedure is not to limit the operation of fueling

vehicles.


No 203

STANDARD SAFETY PROCEDURES SECURING OF RETAIL FUEL AIRCRAFT

OBJECTIVE: To properly secure aircraft on the Retail Fuel Ramp and prevent uncontrolled movement of aircraft.

Unless directed by the pilot in command of the aircraft, all aircraft that arrive on a Retail Fuel ramp will be properly secured to prevent uncontrolled movement. Chocks should be placed so that the chock does not rest on the tire.

Under all conditions: Chocks will be placed on nose wheel and Pilot’s Left Main. Rubber chocks will be used on aircraft parked in hangars Under Hazardous Weather Operations (See SSP 122), the supervisor/lead on duty will take steps necessary to prevent accidents/injuries: 1) Provide Tie downs (if available)

2) Provide hangar space (if available)

3) Turn aircraft into the wind

Note: It is recommended that at wind speeds sustained in excess of 20 MPH, ALL aircraft must be tripled chocked, and additional precautions taken as necessary, for aircraft remaining on the ramp.


No. 204 STANDARD SAFETY PROCEDURES PROPELLER HANDLING OBJECTIVE: To exercise extreme caution, when working around propeller driven aircraft. IT IS STRICTLY FORBIDDEN FOR ANY ASIG EMPLOYEE TO HAND PROP OR PULL THROUGH, A RECIPROCATING (PISTON) ENGINE PROPELLER. Note: Holding or depressing the brake, engaging ignition switch (in the cockpit) while the pilot/crew member hand props the engine, is also prohibited. When installing chocks at the nose wheel position, confirm that the magnetos are in the off position and the electrical system is off before installing the chocks. EXTREME CAUTION MUST BE TAKEN WHEN IN CLOSE PROXIMITY TO A PROPELLER. INSERT CHOCKS FROM A LOCATION BEHIND THE NOSE GEAR, IF CONFIRMATION OF THE MAGNETO SWITCH POSITION CANNOT BE CONFIRMED. DO NOT GRAB, HOLD, PUSH, PULL, TOUCH OR LEAN ON ANY PROPELLER AT ANY TIME, UNLESS: The propeller will impede the swing of the tow bar, within the nose wheel turning

radius. If this is the case, the propeller should be moved COUNTERCLOCKWISE OR OPPOSITE its normal rotation, until it is out of the towbar radius.

THE PROPELLER MUST NEVER BE MOVED IN ITS NORMAL OR CLOCKWISE ROTATION FOR ANY REASON. Technical services personnel shall adhere to extreme caution when working with reciprocating piston engines.


No 205

REMOVAL OF GROUND POWER UNIT ON PROPELLER DRIVEN AIRCRAFT

OBJECTIVE: To conduct a safe and accident free operation while removing ground power unit from propeller driven aircraft.

IT IS IMPERATIVE THAT ALL COMMUNICATIONS, BETWEEN THE ASIG EMPLOYEE AND THE PILOT, BE CLEAR AND CONCISE, PRIOR TO COMPLETING THE OPERATION.

If engine opposite the GPU receptacle cannot be started first, a supervisor/lead must be notified prior to continuance of engine start operation (In the event of a single engine GPU start the same requirements exist regarding “close proximity”).

On ground power unit starts, for propeller driven aircraft, with the ground power unit receptacle within close proximity of the propeller arc, ASIG employee(s) must request the pilot to start the engine opposite of the ground power unit receptacle. Once the initial engine has been started, the employee must signal the pilot (per SSP 118) prior to disconnecting the ground power unit. The employee must then clear the danger area, before signaling for the pilot to start the engine, closest to the receptacle.

Note:

The definition of “close proximity to propeller arc” is any distance less than five (5) feet.


No. 206 STANDARD SAFETY PROCEDURES HELICOPTER OPERATIONS LANDING/PARKING: OBJECTIVE: To ensure proper procedures and necessary precautions are followed during helicopter operations.

Areas designated for helicopter landing, run-up and/or takeoff, must be in accordance with published airport operations requirements. If the airport authority has not established requirements, the following safety requirements apply. 1) Designate an area for helicopter landing/parking, which minimizes

exposure of possible damage to surrounding property and of aircraft located on or around the ramp.

2) Marshaling of helicopter, must be done so utilizing the proper hand signals and PPE to include eye protection.

3) Approaching helicopter within 25 ft. on any side is not allowed, until the engines have been shut down and rotors (including the tail rotor) have come to a complete stop. Marking the footage of your designated area is essential

FUELING: Helicopter fueling must be accomplished in accordance with appropriate SSP’s. Hot Fueling (i.e., fueling with running engines and/or rotor blades engaged) is prohibited under all circumstances.


No. 207


SAFETY EQUIPMENT LIST FOR TOW VEHICLES

OBJECTIVE: To ensure safe operating condition of tow vehicle, prior to use.

The following minimum operational/equipment list must be met, for each tow vehicle, prior to being operated by ASIG employees. • BRAKE SYSTEM - Each tow vehicle shall be equipped with a hand brake

system, mechanical, pneumatic or hydraulic, that will prevent the tow vehicle from moving, once the brake is applied. If a microswitch system is used, the instruction plate must be mounted in such a fashion, that the operator can readily determine how the microswitch system works. The instruction plate must not be painted over or defaced, in any way, which would make it unreadable. The microswitch must be installed in accordance with manufacturer's installation instructions.

• SIGNAGE - Each tow vehicle shall be equipped with the appropriate asset control number and the manufacturer’s recommendation, for draw bar pull. In addition, signage shall be placed on the tow vehicle, indicating the heaviest aircraft the tow vehicle can manipulate safely (i.e. Max - GIV).

• CONTROLS - All controls must be properly labeled. • NO-SLIP - Clutch, brake, gas pedals and floor deck must be covered with a

serrated steel pad or non-skid paint, to prevent foot slippage and possible loss of control.

• LIGHTING - Each tow vehicle shall have, at a minimum, two operational headlights, two brake lights and one reverse light. (Vehicle must remain Operational within Manufacturer’s Specifications.)

• TOW HITCHES - All tow hitches must be bolted to the frame and constructed out of materials designed for use in heavy stress situations. Grade 8 bolts shall be used at all times, to secure tow hitches to frame. It is not acceptable for tow hitches to be welded to the vehicle, in any way, except for factory installations. If the tow hitch has an accommodation for a tow pin, the tow pin must be attached to the tow hitch, by means of a cable or chain of sufficient gauge.

• SEATS - All seating must be factory authorized. The addition of seats, other than recommended from the manufacturer, is prohibited.

Note: All GSE deficiencies shall be recorded on the Station Vehicle Discrepancy Report (VDR) by the reporting employee, as well as reported to their immediate supervisor.


No 208 STANDARD SAFETY PROCEDURES

RETAIL FUEL AIRCRAFT TOWING

OBJECTIVE: To coordinate the safe movement of aircraft by a tow team.

Prior to towing any Retail Fuel aircraft, the following minimum criteria must be met: Personnel Requirements: A safe towing operation requires a coordinated team effort from the tow vehicle driver and the wing walkers. All personnel should be aware of their exact roles before starting a towing procedure. All personnel must be properly trained to perform such operations. Every team member has the responsibility and authority to stop a towing operation at any time they suspect a dangerous situation or lose sight of any other team member.

• Driver: The driver controls the speed and direction of the aircraft during the towing operation and is responsible for stopping the aircraft when an unsafe condition arises. The safety of the aircraft and the towing team members lies in the hands of the driver. The driver must always maintain visual contact with all team members. If visual contact is lost, the towing operation must stop until visual contact is regained.

• Wing walkers: Wing walkers provide the driver with a wider visual awareness of obstructions and traffic. Wing walkers should maintain a position outside the wingtip during towing, maintaining a constant line of sight with the driver at all times.

Equipment: All equipment used in a towing operation should be thoroughly inspected before use. Inspections should ensure that the equipment is in safe working condition and appropriate for the aircraft being serviced.

1. Towing Vehicle – a thorough pre-start vehicle check shall be performed using appropriate checklists. Deficiencies shall be noted using internal processes and referred to Maintenance as required.

2. Towbar: Each towbar must only be used for the aircraft for which it has been designed. If a bypass pin is required, the pin must be

3. installed prior to attaching the towbar. Shear bolts must be visually inspected prior to and after each use to ensure a safe operation.

4. Nose wheel: Inspect the aircraft nose wheel for damages prior to connecting the towbar. If damage is detected, do not connect the towbar or attempt to move the aircraft; notify your supervisor and the pilot in command.

5. Towbarless towing: Ensure the aircraft nose gear is centered in the lift


No. 208 Pg 2 cradle of a towbarless tractor before attempting to move the aircraft. If the nose gear is not centered in the cradle, the aircraft may lean or tilt to one side or the other due to the imbalance. This condition could damage the nose landing gear. 6. Gust locks must be removed. Personal Protective Equipment (PPE): The following PPE is the minimum PPE required for towing operations. At no time shall personal electronic devices as defined in SSP 104 (i.e. I Pod headphones, cell phones, pagers, , etc.) be in use during towing operations.

• Company approved reflective safety vest • Company approved hearing protection • Highly visible or Illuminated wands

Work Area/Environment: The work area should be thoroughly inspected for FOD and other equipment that may cause congestion in the work area. Notes:

• Any aircraft, with a net (empty/minimal fuel) ramp weight above 51,000 pounds, (generally any aircraft larger than G-V), must have a brake rider during tow. The brake rider will be a crew member or an A/P Mechanic certified to brake ride that particular aircraft. No ASIG employees shall brake ride, unless they are qualified, certified, and approved by the aircraft operator.

• Communications between the tow vehicle driver, wing walker(s), and brake

rider (if applicable) must be clear, concise, and agreed upon by all parties prior before the towing operation begins.


No. 208 Pg 3 Towing Procedures: 1. Tow vehicles approaching an aircraft should perform a safety stop fifty (50)

feet from the aircraft; a second safety stop is required at the ten (10) foot mark. From this point, the vehicle should proceed at a slow walking pace.

2. Towbars should be connected to the nose gear by hand. Ensure that the aircraft is configured for tow movement when required (e.g., torque link scissors, etc.). Ensure the tow bar is securely attached to the connection points, and check that the safety pin is locked in place. If there is any damage to aircraft nose gear assembly, stop the operation immediately and inform a supervisor and the pilot in command. Note the tow limits of the aircraft nose assembly, ensure gust locks have been removed and all tow team members are aware of these limits.

3. After the tow bar is connected to the aircraft, slowly drive the tow vehicle forward while another line person, positioned at the front of the tug, provides guidance. Attach the tow bar to the tug when the connection points are in line with one another, and engage the locking device.

4. Remove the chocks from the aircraft and clear the area between the vehicle and

the aircraft. Begin the tow movement slowly and cautiously. If there is resistance in trying to move the aircraft, stop the tow movement immediately and consult your supervisor, as this may mean that the aircraft brakes are set. To maintain positive control during the entire towing operation, the driver of the tow vehicle has responsibility for the aircraft when in transit and at its designated parking spot until the aircraft has been secured

6. After the aircraft comes to a complete stop at its destination, chock the wheels

in accordance with SSP 203, then disconnect the tow bar from the tug. 7. Reconnect the nose gear torque link assembly (if applicable), disconnect the

tow bar from the aircraft, and re-connect it to the rear hitch of the tug. Drive the vehicle forward to its designated parking spot, ensuring all tow team members are in view and clear of the vehicle’s path. The towing operation is not considered complete until the tow vehicle has been returned to its designated parking spot. The towing team must remain alert until the vehicle has been parked.

Notes:

• During the entire movement of the aircraft, it is essential that the vehicle driver adhere to the turn limits of the aircraft nose wheel to prevent aircraft damage.

• Only appropriate sized rubber chocks shall be used in hangars. Tow bars

shall not remain attached to any aircraft upon completion of the tow operation

• All GSE deficiencies shall be recorded on the Station equipment (VDR) sheet

by the reporting employee as well as reported to their immediate supervisor.


No. 209 STANDARD SAFETY PROCEDURES OXYGEN SERVICE OBJECTIVE: To prevent accident/injuries, during oxygen service. No employee will service any oxygen system, unless they are a certified A&P mechanic. Oxygen service shall be performed with the use of a regulator. At no time, shall the regulator be bypassed to service an oxygen system.

Inspect cylinders for leaks and check brackets regularly, for structural durability.

Visually inspect the area, to ensure the absence of oil or grease, before servicing any oxygen system.

No Smoking or open flames are allowed around oxygen service equipment, or while servicing aircraft.

Do not service any oxygen system while the aircraft is being fueled.

Do not exceed 1850 psi, when servicing oxygen systems, (fixed or portable).

Servicing oxygen must be done slowly to prevent the system cylinders from getting hot.

The metal valve caps must be in place, when adding or removing cylinders. Valves shall be kept closed when not in use. Secure cylinders properly, at all times. A minimum of twenty (20) feet shall be maintained between oxygen cylinders and combustible materials.

Use the correct fittings when servicing oxygen systems. Do not over tighten.

Do not exceed the speed limit posted, on the cart. Do not drive over tie down cables. Report any leaks or damage, to a supervisor immediately. In addition, all GSE deficiencies shall be recorded on the Station equipment Vehicle Discrepancy Report (VDR) by the reporting employee.



LEKTRO TOW UNITS

OBJECTIVE: To ensure the safe operation of Lektro Tow Units, the following special concerns, will be addressed by each location, within the company:

1) Line service shall perform daily pre-use inspections of the Lektro tow units, with inspection requirements as designated in the Manufacturer's Operating, Servicing and Parts Manual, Section 3 and appendix. These inspection records shall be maintained on file for 12 months, from date of origination.

2) GSE shall supplement the PM inspection information, for the Lektro tow units, with inspection requirements as designated in the Manufacturer's Operating, Servicing and Parts Manual, Section 3 and appendix.

3) All winch straps and strut straps, for the Lektro tow units, shall be replaced every six months. In addition, any winch strap or strut strap, which shows signs of fraying, stitching coming apart, decay, deterioration, or drying due to weather elements, shall be immediately replaced. Strut strap sleeves shall be kept clean and free from oil, grease, or dirt. Cleaning instructions found in the Lektro Manufacturer's Operating, Servicing and Parts Manual shall be followed. The Base shall keep an extra strap (for each Lektro model type) and set of strut straps, so no service loss time is experienced in the event a strap must be replaced.

4) All aircraft capture procedures, shall be conducted in accordance with the Manufacturer's Operating, Servicing and Parts manual, section 2. The concept of "scooping" an aircraft, other than instructed by the manufacturer, is strictly prohibited.

Note:

All GSE deficiencies shall be recorded on the Station equipment write-up Vehicle Discrepancy Report (VDR) sheet, by the reporting employee as well as reported to their immediate supervisor.


No.211 STANDARD SAFETY PROCEDURES POSITIONING OF AIRCRAFT IN HANGARS OR ON THE FLIGHTLINE OBJECTIVE: To prevent accident/injury, during aircraft positioning, by a tow team. No employee will position any aircraft, on the ramp or in the hangars, until they have completed the required ASIG training. A minimum of one wingwalker is required for movements on the flightline when one side of the aircraft is clear of obstructions by 50 feet. A minimum of two wing-walkers shall be required, for all other flight line movements and hangaring operations. At no time, will any part of an aircraft be positioned over or under, any part of another aircraft or stationary object. It is in direct violation of ASIG company policy, to pass any part of an aircraft through the propeller arc, of another aircraft (threading propellers in order to stack a hangar). Due to struts settling, collapsing, or a fuel crossover valve malfunction, an aircraft being positioned over or under another aircraft or object, is prohibited even while the aircraft is in transit (being towed around another aircraft). Proper procedure is to pull all aircraft, which create an obstruction, out of the hangar, in order to retrieve the aircraft of request, and then properly restack the hangar. It is against procedure to leave any aircraft unattended, unless it is properly secured. (Reference SSP No. 203 & 208) All towing operations must be completed and equipment secured, prior to leaving the area. The use of personal electronic devices while positioning aircraft is strictly forbidden. Reference SSP 104



WING WALKER WHISTLE POLICY

OBJECTIVE: To enhance the communication between all tow team members, during aircraft towing operations, in hangars. Each retail fuel aircraft towing operation shall include the availability of a whistle, for each wing walker. Whistles shall be made of plastic and when worn, shall be attached to a breakaway lanyard. During hangaring operations, it is an ASIG company policy, that each wing walker shall have in their possession, and readily available, a whistle to alert other tow team members, of a potential problem. Prior to any hangaring operation, a pre-tow briefing shall be conducted. In addition to the standard information discussed, the pre-tow briefing shall include verification that each wing walker has a whistle in their immediate possession and the understanding of the proper use of the whistle. At the first indication of a potential problem, with a towing maneuver, (in addition to standard hand signals) the wing walker shall alert all tow team members by blowing the whistle. This alert shall signal for the tow to halt, and the reason for the halt to be examined, by all tow team members. Only after a thorough examination and correction of the potential problem, shall the tow maneuver recommence.


No. 213 STANDARD SAFETY PROCEDURES AIRCRAFT OIL SERVICING

OBJECTIVE: To ensure the safe and proper servicing of aircraft, requiring oil. Employees are prohibited from opening or removing an engine cowling, for the purpose of providing oil service (Example aircraft: Cessna Citation X). An aircraft cowling shall only be opened or removed, by aircraft crew or aircraft mechanics. After the employee provides the oil service, only the crew or an aircraft mechanic may close or replace the cowling. Employees are only permitted to open servicing points (service panels or hatches) for the purpose of providing oil service. After oil servicing is completed, the access point(s) shall be closed and properly secured. Training shall be conducted and documented, by the requesting airline prior to any ASIG employees providing aircraft oil servicing. Emphasis shall be placed on the opening/removing and re-securing of cowlings, as being performed only by the aircraft crew or an aircraft mechanic. Oil service request shall be obtained from the fuel slip. Employees providing oil service shall verify aircraft type, tail number, oil type and oil levels, and prior to servicing.


No. 214


WING WALKER/MARSHALLING REQUIREMENTS

OBJECTIVE: To coordinate the safe movement of aircraft, by a tow team. Employees, tasked with performing wing-walking/marshalling duties, shall be trained to understand the policies and procedures, regarding tow operations. Employees shall understand the characteristics of aircraft movement during turns, learn the minimum allowable distance, of aircraft surfaces, with other objects, and learn communication techniques utilized during tow operations. A minimum of two wing-walkers shall be required, for hangaring operations. At least one wing-walker shall be required, when towing aircraft on areas of the ramp, which have less than 30 feet of lateral clearance from any surface of the aircraft being towed. Wing-walkers shall maintain a position that provides them with a clear “line of site” of the tow operator and the aircraft surfaces they are monitoring. Wing-walkers shall not ride on tow units or any other equipment, during towing operations. EXCEPTION: (for riding) When the aircraft is being towed a long distance in a taxi lane, taxiway or open ramp (where lateral clearance from any surface of the aircraft exceeds 30 feet). Lighted wands shall be utilized during nighttime operations. It is permissible to utilize a crewmember/mechanic, of the aircraft, to act as a wing-walker. When a crewmember or mechanic is being used, they are required to participate in the pre-tow briefing and shall be equipped with a whistle and all applicable PPE such as an ANSI class II vest and hearing protection.


SECTION 300


No.301

LOADING BRIDGE AND AIRSTAIR OPERATIONS

OBJECTIVE: To avoid property damage or injury.

LOADING BRIDGE OPERATION: All locations that operate loading bridges shall: 1) Establish visual contact with a rampside employee, to

determine if the loading bridge is clear to move. When the loading bridge is to be removed from a departing aircraft, the loading bridge operator MUST receive guidance from the designated rampside person. The rampside person will be present during the entire movement of the loading bridge. All vehicles must remain clear of the designated safety zone while loading bridge is under power and in motion.

The preferred method for moving a loading bridge is with the assistance of a guide person. However, if there is not a guide person available, the following will apply:

• The loading bridge operator will inspect the area, by physically going out and down the loading bridge stairs, to the ramp level, and inspect under and around loading bridge.

• After determining that the area is clear, the operator will move loading bridge

If ASIG initiates the removal of the loading bridge, then the employee operating the loading bridge must inform the aircraft crew or in absence of crew, the aircraft mechanic, to secure the aircraft doorway. The aircraft door must be closed prior to jetbridge removal.

AIR STAIRS OPERATION:

Refer to the Air Stair PIT Guide for operating requirements. For additional requirements in regards to jetbridge movement, please refer to your customer airline manual. Note: In the event of any abnormal/unintended movement of the loading bridge the operator shall activate the emergency stop immediately.


No. 302 STANDARD SAFETY PROCEDURES USE OF CARGO LOADERS TO OPEN AIRCRAFT CARGO DOORS OBJECTIVE: To prevent damage to cargo doors and doorsills.

All operations must be in accordance with the requirements as outlined in the ASIG PIT program. It is recommended that an appropriate stand or ladder is used to open cargo doors. The ladder should be such that offers proper fall protection to the employee. However when ladders are not available and a cargo loader must be used to access the cargo bin doors, the following steps should be adhered to. • Prior to cargo loader positioning up to aircraft, a mandatory visual inspection

will be performed of the aircraft, to check for pre-existing damage. If damage is discovered, ASIG employees must contact their supervisor and airline personnel.

• After performing the final safety stop, a rampside guide person will be utilized to marshal the loader up to the aircraft. Upon arrival at the final servicing point, the operator will place the loader stabilizers in their "down" position. The outboard railing will be in the lowered position (opposite side from the operator), and then the bridge will be positioned to open the cargo door. Operators must pay particularly close attention to the clearances between the bottom of the cargo door and the loader bridge, to prevent the door from striking the loader bridge structure.

• Upon completion of opening the cargo doors, the operator will return the stabilizers to their "up" position. The rampside guide person must once again be utilized to back away from the aircraft and reposition the loader for off load. Once cargo loader is in the off load position, the safety railing shall be placed in the up position.

• A rampside guide person will be utilized at all times, when moving the loader within 10 feet of the aircraft. An employee will also be utilized, to assist the loader operator, during off loads and on loads, with the primary function of preventing possible damage to the door edges of the aircraft.

If a belt loader is used to open aircraft cargo doors, the following will apply:

• 50 and 10 foot safety stops, on approach to aircraft • Guide person to be used when inside of 10 feet from aircraft • Gear selector in neutral, parking brake set, wheels properly chocked • Raise safety rails prior to employee getting on belt

Note: Belt must not be in motion, while employee is walking on it. As employee is walking up and down belt, at least one hand must be holding onto belt loader handrail.


No.303


Pushback/Departure Process – Safety Awareness Highlights

OBJECTIVE: To ensure the safe maneuvering and departure of aircraft.

SSP 303 highlights several safety awareness concerns stated in ASIG’s written Pushback/Departure Procedures located on the ASIG Training webpage. This SSP is not meant to supersede the Pushback/Departure Procedures but to further highlight key safety awareness concerns. Personnel Requirements: A safe pushback requires a coordinated effort from all pushback team members to include: wing walkers, guide person marshalling agent and tractor driver. All personnel should be aware of their exact roles before starting a pushback procedure. All personnel must be properly trained to perform such operations. Every team member has the responsibility and authority to stop a pushback any time they suspect a dangerous situation or lose sight of any other team member. • Tractor Driver: The tractor driver controls the appropriate speed and

direction of the aircraft during the pushback and is responsible for stopping the aircraft when an unsafe condition arises. The safety of the aircraft, its crew and passengers, including pushback team members lies in the hands of the tractor driver. He/she must always maintain visual contact with all team members. If visual contact is lost, the pushback operation shall stop until visual contact is regained.

• Wing walkers: Wing walkers provide the tractor driver with a wider visual awareness of obstructions and traffic. Wing walkers should maintain a position outside the wingtip during pushback, maintaining a constant line of sight with the tractor driver and ensuring wing clearance from all obstructions at all times.

Note: Wingwalkers may also be responsible for ensuring clearance from ramp Traffic prior to aircraft entry or exit to the gate area. All widebody aircraft pushback operations will be conducted using a “safety” monitor positioned in the operator’s cab of the pushback tractor. The safety monitors job is to maintain line of sight with the (three) required wing walkers; serving as an extra set of eyes for the pushback driver. This procedure will provide greater awareness to positioning of the wing walkers in addition to hand signals relayed by the wing walkers during pushback. The safety monitor shall maintain sight of all wing walkers during the pushback, and shall advise the tractor driver to IMMEDIATELY STOP (controlled stop) the pushback if visual sight with any of the (three) wing walkers is lost or if any wing walker signals the STOP hand signal.


No.303 pg2 Equipment: All equipment used in a pushback operation should be thoroughly inspected per ASIG PIT Program requirements before use. Inspections should ensure that the equipment is in safe working condition and appropriate for the aircraft being serviced.

• Pushback Tractor – a thorough pre-start vehicle check shall be performed using appropriate checklists. Deficiencies shall be noted using internal processes and referred to Maintenance as required.

• Towbar: Each towbar must only be used for the aircraft for which it has been designed. If a bypass pin is required, the pin must be installed prior to attaching the towbar. Shear bolts must be visually inspected prior to and after each use to ensure a safe operation.

• Nose wheel: Inspect the nose wheel for damages. If damage is detected do not move the aircraft and notify your supervisor and the pilot in command. • Highly visible or Illuminated wands

Personal Protective Equipment (PPE): The following PPE is the minimum PPE required for pushback operations.

• Company approved ANSI Class II safety vest • Company approved hearing protection

Work Area/Environment: The work area should be thoroughly inspected for FOD and other equipment that may cause congestion in the work area. Completion of the Pushback: The pushback is not considered complete until the tractor has been returned and parked at the gate. The pushback team must remain alert until the tractor has been parked. The tractor driver must confirm the position of all team members prior to driving the tractor back to the gate

When reconnecting the towbar to the tractor after disconnecting it from the aircraft, connect the towbar to the rear of the tractor and drive the tractor in forward gear back to the gate. Backing the tractor to the gate is not permitted. Operation of the tractor in forward gear provides better visibility for the tractor driver. If the tractor is a closed cab vehicle, the tractor doors must remain closed or otherwise secured at all times during pushback movement. Note: All pushback operations with Towbarless Tractors require the operator to position the seat in the direction of desired movement. Once the towbarless has disengaged from the aircraft the tractor will be driven with the lifting cradle behind the cab. At no time shall portable electronic devices as outlined in SSP104 (i.e. I Pod headphones, cell phones, pagers, etc.) be in use during pushback operations.


No.304

STANDARD SAFETY PROCEDURES DEICING SAFETY EQUIPMENT OBJECTIVE: To prevent falls resulting in injury.

In accordance with OSHA (Occupational Safety and Health Administration) and ANSI (American National Standards Institute) standards, the following safety items must be present and operational, prior to commencing any deicing operation, utilizing a mobile deicer. Note: If sustained winds are at or above 40 MPH, then ASIG employees are not allowed to enter the deice bucket. Bucket Safety Harness (ANSI/OSHA A10.14 - 1991) Each person operating an open bucket aerial device (Boom) must wear an approved body harness. Affixed to the harness will be an approved shock-absorbing lanyard, that will be attached to the D-ring at the approved anchorage point prior to the movement of the deice unit or extension of the aerial device. The harness and lanyard must remain connected at all times, during the deicing operation and may only be disconnected once the unit is parked, bucket has been lowered, and the operator is ready to get out of the bucket. Operators using enclosed buckets must use factory seat restraints. All of the above safety items must be inspected prior to use and in good condition and not in any way broken or frayed. Approved Body Harness and Lanyard can be purchased from: Grainger: 1-800-

323-0620 or your local # Part #: 1D809 (Harness) Part #: 2AF86 (Lanyard) Manufacturer: Miller Fit: Universal (Equivalent products may be used)

Note: The approved body harness is certified up to 300 lbs. total body weight and waist sizes 32” - 52”. For any individuals exceeding these weight and waist limitations, ASIG will provide the necessary custom body safety harness. These can be special ordered through Grainger. Manufacturer Specified weight limitations for deicer buckets must not be exceeded.


No.304 Pg 2

Approved D-ring can be purchased from: Libra Industries Incorporated Phone (773) 276-7500 Part # 1 6B- 1 Screw Type Locking D-ring (Equivalent products may be used)

• Eye/face protection is required and will be worn to protect from glycol spray. A facesheild isrequired during deicing operations. ANSI Z87 style safety glasses are not sufficient or appropriate eye protection during deicing operations.

Note: Employees wearing contact lenses will wear goggles in addition to a face shield to prevent accidental contamination of their contact lenses.

• Driver and Boom Operator are required to wear ANSI Class II safety vest.

• Insulated chemical resistant gloves shall be worn to protect operators from thermal and chemical exposures.

Boom Controls (OSHA 29CFR1 91 0.67 and ANSI A92.7) Articulating boom and extendable boom platforms, primarily designed as personnel carriers, shall have both platform (upper) and lower controls. Controls shall be plainly marked as to their function. Lower level controls shall not be operated unless permission has been obtained from the employee in the lift, except in case of emergency.

Communication (ASIG Company Requirement)

During the deicing operation, two way radio communications must be maintained at all times between the driver, boom operator and wing walker (if utilized). This will be accomplished with a vehicle equipped, voice activated, two-way communication system or two-way radios equipped, with voice activated boom mikes. Two-way radios, other than a vehicle-equipped system, must be operated on a dedicated frequency to avoid interference, from other Company operations.


No.304 Pg 3

Note: All deicing operations conducted at the gate require the use of a qualified guide to safely marshal the deicing truck around the aircraft. Should deicing operations take place in the ramp alley or remote pad/hardstand a guide person is not required.

Deice trucks must have headlights on while in use regardless of outside conditions.

In addition to the above requirements, all training and documentation must be completed in accordance with the ASIG Company standards and any applicable commercial air carrier requirements. All deicing equipment must be fully functional and all equipped safety devices operational.


No.305

STANDARD SAFETY PROCEDURES CARGO AND BAGGAGE MOVEMENT OBJECTIVE: To prevent baggage or cargo from falling off equipment and distracting the equipment operator, resulting in possible property damage, aircraft damage or injury. No cargo or baggage shall be transported or moved, from one location to another, on a belt loader, baggage tug, tow tug or loading bridge (cargo loader), unless the equipment has been modified for this purpose, according to manufacturer or company approved specifications. Cargo and baggage shall only be transported on equipment designed for their transportation, such as cargo/can dollies and baggage carts. When repositioning the belt loader or cargo loader from one aircraft cargo compartment to the next, any remaining load on the belt loader/cargo loader shall be unloaded prior to the move. Curtains on baggage carts and containers on dollies must be closed and locked, prior to movement. While baggage carts and dollies are parked unattended, the tow bar must be in the upright and locked position.

Note:

Special attention must be made to ensure that dolly locks are secured properly before transporting any cargo.


No. 306

STANDARD SAFETY PROCEDURES LAVATORY SERVICE PERSONAL PROTECTIVE EQUIPMENT OBJECTIVE: To protect employees from possible exposure to chemicals and biological agents, that may result in an illness. During Lavatory Service operations, including mixing of chemicals (blue juice), dumping aircraft and dumping of lavatory vehicle tanks, into airport receiving facilities, the following personal protective equipment shall be worn by the servicing employee: 1) Protective Eye Gear - To protect from accidental contact with the eyes,

ingestion by mouth or inhalation through the nose, the ASIG employee shall wear a full faceshield as identified below (or equivalent). During the mixing of concentrate, the ASIG employee must wear chemical goggles (instead of the faceshield) as identified below (or equivalent).

Faceshield Source: Grainger

Stock Number: 5X799 Flat Fold Faceshield Or

Stock Number: 5X373 Heat Resistant Ratchet Headgear &

Stock Number: 5X609 Propionate Faceshield Visor, Clear Goggles

Source: Grainger Stock Number: 1DN33 Clear Fogless

2) Protective Hand Gear - To provide proper hygiene and to protect from skin

absorption the employee shall wear chemical resistant gloves as identified below (or equivalent).

Gloves Source: Grainger

Stock Number: 1AZ96, 1AG41, 2AG73, 2AR26 or 3AZ45 (depending on size) RECOMMENDATION: Disposable Nitrile gloves should be worn underneath chemical resistant work gloves, to further protect ASIG employees, from potential exposure when conducting lavatory operations. 3) Protective Body Gear - To provide proper hygiene and to protect from skin

absorption, the ASIG employee shall wear an apron as the outermost garment.

Apron Source: Grainger

Stock Number: 4T295


No. 306 Pg 2 Employees are not permitted to eat or drink, in lavatory service vehicles and shall wash their hands, after performing lavatory services (prior to eating, drinking, taking a break/completion of work shift or before performing other job functions). When aircraft operations require the same person to perform both lavatory and potable water service, that person must:

1. Perform the potable water service first. 2. THEN perform the lavatory service.

Once an employee has performed lavatory service, that person cannot perform potable water service for the remainder of the shift.

Notes:

• If employee wears contact lenses then goggles must be worn for servicing lavatories as well as mixing chemicals (blue juice) to prevent the risk of contamination to contact lenses.

• Due to potential inhalation hazard associated when mixing “blue juice,”

the procedure must be done at arms length.

• Refer to the lavatory product MSDS to ensure the proper gloves are used.

• All lavatory service personnel must always ensure that all required

PPE is in good working condition, prior to each operation.


No.307


CONVEYOR SYSTEMS

OBJECTIVE: To ensure personal safety, while working with conveyor

systems.

All employees required to work with fixed facility conveyor systems, shall be trained in the proper operation of system control features, emergency shut off devices, any motion/stop sensors, security access doors and related local procedures. Note: Due to security concerns, conveyor systems shall not be left running when unattended. Employees are prohibited from walking on any conveyor system, while it is in motion.

Inactive conveyor systems are not to be used for employee rest areas.

All conveyor belts shall be inspected prior to usage; any noted defects shall be immediately reported to your supervisor.

Conveyor belts shall not have "pinch points" where employee foot or hand injury may occur, due to inadvertent entrapment of foot or hand.

All motorized drive chains/belts, shall be guarded, to prevent inadvertent physical contact with applicable moving drive chains/belts.

Each conveyor system shall have an employee accessible, emergency shut off device, located in the immediate employee work area.

Employees shall use access pathways, when available, to clear jams. If an access pathway is not available the following will apply:

1) No employee shall climb on a conveyor system, unless LOTO procedures have been verified.

2) Employees are prohibited from walking on elevated areas of a belt system; if access is required, employees shall crawl on hands and knees to access elevated areas. Appropriate fall protection shall be used if exposed to falls > 4 feet.


NO.307 PG2

3) A supervisor or lead must be immediately notified of the need to implement proper Lockout/Tagout procedures

4) Only the employee who has locked and tagged out of service the conveyor system, is allowed to re-activate the system, upon verification the conveyor system is clear of any employee contact.

5) All ASIG Lockout/Tagout procedures under OSHA STD 1910.147 shall apply.

Local written procedures shall be developed and implemented for employee access to conveyor systems. Note: When operating a conveyor that ASIG does not maintain, the responsible company or contact is responsible for Lockout/Tag out of equipment. All ASIG employees shall verify that the equipment is safe to operate, through the responsible company or contact. Group lockout/tagout may be required.


SECTION 400


No. 401


STANDARD EQUIPMENT LIST FOR FUELING VEHICLES

OBJECTIVE: To ensure the safety of property and personnel, the following minimum operational/equipment list, for each fueling vehicle, shall be met prior to vehicle operation by all ASIG employees.

FILTER/SEPARATOR OR FULL-FLOW MONITOR

1. All aircraft fueling equipment shall have a Filter/Separator or a Full-Flow Fuel Monitor.

Note:

Full Flow Fuel Monitors meeting the requirements of API/ IP 1583 “Specifications and Qualification Procedures – Aviation Fuel Filter Monitors with Absorbent Type Elements”, latest edition, may be used in lieu of Filter/separators with water defense systems.

2. Filter/separators shall meet the specifications of API 1581, Group II, Class C, and latest edition.

3. Filter/separators shall be equipped with an automatic water defense system, which will cause fueling to stop when activated by excessive water. Float or electronic probe systems shall include provisions for an operational test.

4. Full-Flow Fuel Monitors, when used in systems with static fuel pressure in excess of 180 psig, must be equipped with a differential pressure limiting device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage.

All hydrant trucks and carts that have had the coalescers replaced with 6 inch water absorbing elements must be equipped with a differential pressure limiting device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage.


No. 401 Pg 2

All filtration vessels shall include: a) Air elimination provisions.

b) Direct reading pressure differential gauges. Piston type pressure differential gauges shall have a scale that can give a reading up to 30 psi differential.

c) Manual sump drains – Valves with handles spring loaded to the closed position are recommended.

d) Upstream and downstream membrane sampling connections, including probes and dust covers.

e) Pressure relief valves or other devices, which will prevent over pressurization due to thermal expansion of fuel.

f) A placard or stencil indicating the completion date (only month and year are required) of the current filter change.

g) All vessel interiors shall be protected with a suitable organic coating (i.e. approved epoxy coating).

PRESSURE CONTROLS

1. All aircraft fueling equipment shall have separate and independent primary and secondary fuel pressure control devices.

a) Primary fuel pressure control is intended to protect the aircraft under conditions of constant flow and also from pressure surge caused during aircraft valve closure.

b) Secondary fuel pressure control is intended to protect the aircraft in the event of primary fuel control failure.

CAUTION: Fueling pressure control systems shall never allow the actual fuel pressure, measured at the fuel nozzle, to exceed the pressure indicated by the fueling panel gauge.


No. 401 Pg 3

Fuel pressure control systems may utilize the following:

i) Pressure controlling hydrant pit valves. ii) Pressure controlling hydrant pit couplers. iii) In-line pressure control valves. iv) Hose End Pressure Control Valves (HEPCV). v) Pressure switches, which will cause rapid

shutdown of fuel, flow in the event of high fueling pressure being sensed.

d) Primary fuel pressure control devices shall limit fuel pressure, at the fuel nozzle, to a maximum of 40 psig or less under conditions of constant flow.

e) Secondary fuel pressure control devices shall limit fuel pressure, at the fuel nozzle, to a maximum of 45 psig or less under conditions of constant flow.

The primary and secondary pressure regulator controls are normally set by GSE Maintenance or Quality Control Technicians during routine maintenance or quality control inspections. These devices are secured by anti-tampering devices or other means and shall only be adjusted by Maintenance personnel or other Authorized employees.

DEADMAN CONTROL SYSTEM

All aircraft fueling equipment shall have a hand held deadman control system, which must completely stop fuel flow within 5 percent of the fuel flow rate at the time the deadman is released.

EXAMPLES: If actual fuel flow rate at the time of deadman control release is 500 gpm, total overrun must not exceed 25 gallons. If actual fuel flow rate at the time of deadman control release is 100 gpm, total overrun must not exceed 5 gallons.


No. 401 Pg 4

EMERGENCY FUEL SHUTOFF SYSTEM

2. Hydrant trucks, hydrant carts and fueling cabinets shall be equipped with an emergency fuel shutoff system in addition to the deadman control.

a) Each unit shall have an emergency fuel shutoff control accessible from the ground.

b) Units equipped with a lift or platform shall have an emergency fuel shutoff control accessible from the lift or platform, in addition to the deadman control.

3. The system should stop the fuel flow by automatically closing the hydrant pit valve upon activation.

Tanker trucks shall be equipped with an emergency fuel shutoff controls accessible from each side of the truck.

a) Units equipped with a lift or platform, shall have an emergency fuel shutoff control accessible from the lift or platform, in addition to the deadman control.

b) The emergency fuel shutoff system should also close the tank outlet (internal) valve(s).

4. Each emergency fuel shutoff control, when activated, shall completely stop fuel flow within a maximum of 5 percent overrun.

EXAMPLES: If actual fuel flow rate at the time of activation of an emergency fuel shutoff control is 500 gpm, total overrun must not exceed 25 gallons. If actual fuel flow rate at the time of activation of an emergency fuel shutoff control is 100 gpm, total overrun must not exceed 5 gallons.


No. 401 Pg 5

FIRE EXTINGUISHERS

1. Hydrant trucks, hydrant carts and fueling cabinets shall be equipped with a minimum of one listed fire extinguisher having a rating of at least 20 BC, securely mounted and readily accessible.

2. Tanker trucks shall be equipped with a minimum of two listed fire extinguishers, each having a rating of at least 20 BC, securely mounted on opposite sides of the truck and readily accessible.

3. Extinguishers shall be kept clear of ice, snow, etc. Extinguishers located in enclosed compartments shall be readily accessible and their location shall be clearly marked in letters at least 2 inches high.

4. Safety pin(s), if applicable, and safety seals shall be intact. 5. Current inspection (monthly & annual), testing and recharging records

must be attached. SAFETY INTERLOCK SYSTEM The interlock system is a safety system that is designed to prevent the accidental movement of a fueling vehicle while conducting fuel transfer. The brake interlock system may be engaged by the removal of a fuel nozzle from its cradle, the PTO on a tanker truck is engaged, raised lift deck/platform rails, or a bottom load port is open. The interlock system may stop the engine on motorized equipment, but should also apply the vehicle brakes.


No. 401 Pg 6

Interlock Over Ride This is a device that will over ride the interlock safety system. This device is designed to allow the movement of the vehicle should an Emergency situation arise.The over ride will also provide a means to allow the movement of the vehicle should a malfunction of the Brake Inter Lock system occur. This control device is normally guarded and always has a sheer wire or plastic breakaway associated with it to prevent accidental activation. Placards shall identify normal and override control positions. A light, indicating override activation should be prominently located in the vehicle cab. The Brake override is in place to facilitate the emergency egress of the fueling vehicle in Emergency situation only such as a fire. Only then may the operator activate the brake over ride system. The Brake override system is also in place should a mechanical issue arise with the inter lock system. This is to be activated by Maintenance personnel or Management only. The vehicle must then be driven to GSE immediately for inspection and repair.

AIRCRAFT FUELING HOSES

6. Hoses and couplings shall meet one or more of the following standards: a) API 1529, Grade 2, Type C, latest edition.

b) API 1529, Grade 2, Type F, latest edition, may be used for “Jac Risor” hoses.

7. Nozzle swivels shall have the collar secured by lock rings or safety wired collar retention screws.

MANUAL ISOLATION VALVES

All fuel hoses, hydrant and dispensing, shall have a manual isolation valve installed upstream of the hose.

DUST COVERS

Dust covers or other protective devices shall be used to prevent debris from accumulating on mating surfaces of hydrant couplers and aircraft fueling nozzles.


No. 401 Pg 7

NOZZLE / NOZZLES STRAINERS

1. Aircraft fueling nozzles shall be equipped with 100 mesh screens. 2. All Jet fuel overwing fueling nozzles shall be equipped with a

“Duckbill” or “J” anti-misfueling style spout only.

3. All AvGas overwing fueling nozzles shall be equipped with a round style spout only.

4. All overwing fueling nozzles shall be equipped with a means for bonding the nozzle to an aircraft.

8. Nozzles for underwing (singlepoint) fueling shall be designed to be securely attached to the aircraft adapter before the nozzle can be opened. It shall not be possible to disengage the nozzle from the aircraft adapter until the nozzle is fully closed.

PRESSURE GAUGES

1. Pressure gauges are required for monitoring aircraft fueling pressures on underwing (singlepoint) fueling systems.

2. Gauges shall be located where they will be visible to the fueler during aircraft fueling operations.

9. Gauges should have a minimum face diameter of 4 inches and accuracy of ± 2% of full scale.

FUEL QUANTITY MEASUREMENT METER

1. Meters shall be capable of maintaining accuracy of 1/10 of one percent (0.1%) and repeatability of 1/20 of one percent (0.05%) at flow rates ranging from 100 gpm to the maximum rated flow of the fueling equipment.

2. Meters shall have N.I.S.T.

calibration capabilities. 3.

Calibrator/adjuster shall be sealed.


No. 401 Pg 8 ELECTROSTATIC GROUNDING/BONDING SYSTEM

1. All fueling equipment shall be equipped with an electrostatic grounding/bonding system.

2. Electrostatic grounding/bonding system shall have 10 ohms or less total resistance.

SIGNS, PLACARDS AND LABELS

The following signs, placards or labels shall be placed on the equipment as indicated: 1. Product identification on each side, rear and in cab. 2. “No Defueling” decal posted in cab and near pump controls on trucks

equipped with monitors. 3. “Have you disconnected” placards in cab and adjacent to meters. 4. “Make slow wide turns” decals in tanker truck cabs. 5. “Flammable” on each side and rear. 6. “No Smoking” on each side, rear and in cab.

7. “EMERGENCY FUEL SHUTOFF” placard adjacent to each emergency fuel shutoff control.

8. Mode of operation placards adjacent to each emergency shutoff control (i.e. PUSH, PULL, and TURN).

9. Fire extinguishers located in enclosed compartments shall have their location clearly marked, such as, “Fire Extinguisher Inside”.

10. Aircraft fueling pressure and filter differential pressure gauges shall be identified.

8. Filter and tank drains shall be identified. 9. A placard indicating the date (Month and Year) during

which the filter elements were last changed shall be posted on the filter housing.

10. A Conversion Data Tag shall be posted on all filter vessels, noting the current number of and model of elements installed.

11 . A label on the filter differential pressure gauge noting the last filter element change (if equipped).

12. A placard posted on the filter/separator vessel indicating the last test date of the water defense system.


No. 401 Pg 9

1 3. A sign or placard indicating proper procedure for engaging the pumping system shall be prominently displayed adjacent to pump controls.

14. Post “Danger- Confined Space Entry” placards on or near all tank entrance manways.

15. DOT Hazmat placards or signs on all four (4) sides of a tanker truck (i.e. 1863 or 1203).

11. A sign posted on a lift deck assembly noting the maximum lifting capacity, in pounds, of the unit.

Note: Additional signs and placards may be required by your local governing authorities. Refer to the ASIG Fuel QC manual, for letter size specification

ADDITIONAL REQUIREMENTS FOR TANKER TRUCKS

1. Cargo tanks shall be constructed of stainless steel, aluminum or internally light color epoxy coated carbon steel.

2. Dome covers shall be provided with: a) A forward mounted hinge and latches that will automatically

cause the lid to close with forward motion of the vehicle. b) Water-tight, fuel resistant seals and gaskets.

3. Each tank compartment shall be equipped with a water drain located at the lowest point. Valves with handles spring loaded to the closed position are recommended.

4. Tank outlets should be equipped with shutoff valves located inside the tank shell.

5. Tanker trucks with bottom loading capability shall be equipped with a high- level shutoff system, including provisions for ensuring the satisfactory operation of the system (Known as a “Pre-Check” system).

6. Recirculation connections are recommended.


No. 401 Pg 10

MISCELLANEOUS ITEMS

All mobile fueling tanker trucks and hydrant trucks shall be equipped with: 1. A set of wheel chocks. 2. A safety cone (and pit flag or cone for hydrants).

3. Panel flags

4. A back up and list deck ascent/descent beeper/alarm system.

5. A spill kit, which includes absorbent pads, portable dikes and/or bags of cob/speedy-dry. Must be able to contain and clean up to a 50 gallon fuel spill.

6. Protective driveshaft shroud.

7. ADDITIONAL FUELING EQUIPMENT

12. Portable fuel stands can be used in conjunction with fuel trucks, hydrant carts and hydrant trucks, when appropriate.



TANKER REFUELER PARKING

OBJECTIVE: To ensure safe parking and staging of refueling equipment.

PLACEMENT

Refueler parking, at each facility, shall be designed and arranged to:

1) Facilitate the dispersal of the vehicle in the event of an emergency;

2) Provide at least ten (10) feet of clear space between parked refueler vehicles for accessibility for fire control purposes;

3) Prevent any leakage from draining to an adjacent building, storm water drain, or any other drainage that leads directly to soil.

4) Provide at least fifty (50) feet of clear space from any airport terminal building, aircraft cargo building, aircraft hangar, or other airport structure housing the public, which has windows or doors in the exposed walls. (source: NFPA 407)

5) Vehicles shall be chocked on the right rear tire front and

back to prevent unplanned movements.

Refuelers shall not be parked or driven on any unpaved surface

WALK-AROUND

Each employee operating the refueler vehicle shall perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation. Reference ASIG PIT program for more specific requirements. CHOCKS All refueler vehicles will be equipped with a minimum of one set of vehicle chocks (a set includes two chocks) to be placed in front and behind the right rear tires any time the refueler is parked, servicing an aircraft or loading/unloading fuel or any other time an operator is not sitting in the drivers seat. However if airline requests in writing to chock on left rear tire this shall be allowed via the SSP101A deviation process.


No. 403 STANDARD SAFETY PROCEDURES BONDING AND GROUNDING OBJECTIVE: To equalize static electrical charges that could cause ignition of the fuel product being handled. Bonding is the connection between the fueling equipment and aircraft. Grounding is accomplished by connecting the 239 valve to the pit. Note: some airports/Airlines may still require a grounding cable to be connected to a grounding lug on the ramp. Please reference your local airport/airline manual for further guidance. Prior to making any fueling connection, to the aircraft, the hydrant vehicle/equipment shall be grounded to the pit via 239 valve and conductive pit hose (if applicable) and then bonded to the bonded to the approved bonding point, on the aircraft, in which it will be dispensing fuel. To prevent accidental trip/fall hazards, the bonding cables used must be visible by the use of fluorescent cables. A Cone or pit flag and fluorescent cable must be appropriately placed by the fuel pit. Some airports/airlines may require grounding via a grounding lug on the ramp. Note: The Company adheres to all Local Governing Agencies to include Airport Fire Departments and Air Carrier requirements pertaining to grounding and bonding. In some cases the local Airport Fire Department may require the use of a transparent bonding cable sleeve/covering which ASIG will comply with on a case by case base. If your airport/air carrier requires grounding, then proper grounding and bonding procedures shall be followed (extension cables may be required). For those bases with military contracts, aircraft may be required to be grounded, if ground support equipment is connected to the aircraft. However, if your airport does not provide adequate grounding pins, solely bonding is accepted in this circumstance. In addition to the requirements for bonding the fueling vehicle to the aircraft, when fueling overwing, the nozzle shall be bonded with a nozzle bond cable having a clip or plug to a metallic component of the aircraft that is metallically connected to the tank filler port. The bond connection shall be made before the filler cap is removed. If no plug receptacle or means for attaching a clip is available, the operator shall touch the filler cap with the nozzle spout before removing the cap in order to equalize the potential static between the nozzle and the filler port. The spout shall be kept in contact with the filler neck until the fueling is completed.


No. 403 Pg 2 When loading/unloading the refueler, the fuel vehicle must be bonded to the load rack or fuel farm bonding point. In addition, when top loading, the drop tube must be bonded to the tank, with a bond cable and clamp, to an approved bonding point. Tank to tank transfers are to be conducted only by GSE MTX as necessary or in an emergency under the direct supervision of a member of management. An example of such an emergency would be to minimize fuel spillage from a ruptured tank. Due to potential high risk of spillage during tank to tank transfers; these activities must be closely monitored by a member of management. During this activity it is required that both tankers be bonded to each other prior fuel to transfer. This is accomplished by connecting each tankers bonding cable to the opposing tankers bonding lug. Note: Tank to tank transfers shall not take place within 200ft of an aircraft. Reference NFPA 407 5.2.7



REFUELER LOADING

OBJECTIVE: To ensure safe tank loading and prevent the possibility of fuel spills.

During all tank truck (refueler) bottom loading operations, the following procedures shall be followed: CAUTION: No ASIG employee is allowed on top of a tanker without adequate fall protection, to include the use of an ANSI approved harness (with lanyard) or if tanker guardrails are in the raised position. Reference BBASSI Fall Protection Program for additional requirements. In some circumstances an additional employee will remain on the ground serving as a safety spotter, to monitor the activities of an employee on top of a tanker until that employee climbs down from the top of the tanker. CAUTION: It is not acceptable to receive and dispense fuel from the same tank simultaneously. GSE refueling of a tanker is not allowed at the same time, while tanker is actively reloading fuel at the reload facility. 1) The refueler shall be properly positioned at the bottom loading station with

engine shutoff, right rear wheels chocked and a safety cone placed behind the refueler.

Note: The placement of a cone behind the refueler is recommended to prevent other vehicles from parking too close, to parked fuel truck. 2) Prior to connecting the bottom loading hose to the refueler, the fueler shall

check the truck log sheet and determine how many gallons have been dispensed from the refueler since the last top off. This will be the predetermined amount for fill.

3) The refueler shall be bonded to an approved connection on the bottom loading system.

4) Open bottom load interlock control on the refueler, remove dust caps, connect the loading coupler to the bottom loading adapter on the refueler.

5) Open the bottom loading manual shutoff valve and loading coupler. 6) Insert fuel ticket in meter register ticket printer or in the absence of a ticket

printer, record the starting meter register number on the fuel ticket. Set meter register for a zero start.

7) Energize hand held deadman assembly to initiate flow.


No. 404 Pg 2 Note: Only one tanker/refueler at a time shall be loaded by the same ASIG employee. Simultaneous loading of multiple tankers by the same ASIG employee is strictly forbidden. During loading of the refueler, the equipment shall not be left unattended at any time. It is not permissible at any time, to block the deadman in the open or activated position. 6) After the start of flow is initiated, the high level shutoff pre-check shall be

operated within the first 100 gallons reloaded into the tanker, to ensure proper operation of shutoff system. If fuel flow does not come to a complete stop, release the deadman and notify your supervisor and or maintenance personnel immediately.

Note: Scully systems do not negate the requirement to activate the pre-check system for each loading operation. 7) During the bottom loading operation, the operator must constantly monitor the

amount of gallons being pumped into the refueler. At no time shall any fueling agent enter or sit in the cab of the tanker while the deadman is activated. This includes those individuals not activating the deadman control due to the risk of static charge building from entering and exiting the cab.

8) If the amount of fuel being pumped into the refueler exceeds the pre-determined amount by 20 gallons, and the high level shutoff has not activated, immediately release the deadman to stop flow. Report situation to management and/or maintenance to have cause investigated and repaired ASAP.

9) If high level shutoff activates and stops the flow of fuel, release and stow the deadman assembly.

10) Close the bottom loading shutoff valve on the refueler, close and disconnect the bottom loading coupler and stow.

11) Replace all dust caps. 12) Reset refueler bottom loading interlock control, as applicable. 13) Disconnect bonding wire and/or scully cable. 14) Complete ticket and log sheet to accurately record the inventory loaded in

the tanker. 15) WALK-AROUND Each employee, operating the refueler vehicle, shall

perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation.

16) Pick up cone, wheel chocks and stow. 17) Depart reload facility at 5 mph or walking speed.


No. 405 STANDARD SAFETY PROCEDURES REFUELER DISPENSING OBJECTIVE: To provide a safe aircraft-refueling environment and prevent possible property damage or personnel injury.

All applicable employees using aircraft refueling vehicles, including but not limited to autogas/kero fuel trucks, defueling carts, and inter-facility transport vehicles, must be operated in accordance with the following requirements: Note: Prior to performing a refueling operation, the employee will perform a truck inspection, in accordance with the Standard Safety Procedure No.120, and others, as applicable. If the vehicle is unsafe, it must be removed from service and brought to the attention your supervisor/lead. Deficiencies should be noted on a VDR form. All fuel handling operations must be conducted on the airport ramp or within the fuel farm containment area. Operations on grass, earth, gravel or within GSE maintenance shops and hangars, is prohibited without the prior consent of the General Manager. 1) Before approaching aircraft, ensure that the proper product grade is to be

delivered. Do not approach an aircraft until the engines have spooled down, the beacons are off, the wheels have been chocked and passenger egress has been established, via jet bridge, air stairs or aircraft stairs.

Tanker and hydrant trucks must use a guideperson for all positioning within the circle of safety. . 2) Conduct the Circle of Safety 50/10 foot safety stops. CAUTION: When passengers are embarking/disembarking an aircraft that does not have jetway service, position the refueler on the opposite side of the aircraft or wing from the aircraft cabin door. This will prevent a passenger from possibly tripping over a fueling hose or ground wire.


No. 405 Pg 2 Note : Fueling with passengers onboard. The following conditions must be verified by the fueling agent prior to fueling with passengers onboard.

1. Aircraft service door must remain open. 2. Passenger egress via jet bridge, air stairs connections or deployed aircraft

stairs. 3. An airline crew member must remain on board.

Please reference customer manuals for additional guidance. 3) Position the vehicle in the specified location and in such a way that allows for

emergency egress by turning the wheels away from the aircraft. Use a guide person as mandated.

4) Place the vehicle in park or neutral, as equipped, and engage the parking brake.

5) If using a hydrant truck, turn off engine if feasible. If you are positioning a towable cart, turn off engine for tow vehicle.

6) The refueler shall have the right rear wheels chocked. Note: The placement of a cone behind the refueler is not required but recommended when the right rear tire is chocked.

7) If using a hydrant truck or cart, connect to hydrant pit valve first prior to bonding to the aircraft

8) Bond to the approved bonding point on the aircraft.

9) Open aircraft fuel door (as applicable) and attach panel flag.

10) Connect refueling nozzle to aircraft.

11) Position yourself in a fashion to be able to continuously monitor the aircraft service point and the vehicle control panel for single point refueling.

12) Initiate flow by operating the overwing nozzle or the deadman switch/handle

13) Test the deadman control to ensure that the fuel flow shuts down, within 5% of flow rate.

14) Monitor refuel process to Air Carrier, DOD and BBA/ASIG Fuel QC requirements.\

15) Upon completion, stow deadman device if applicable.


No. 405 Pg 3

16) Disconnect nozzles, rewind hose/s, stow nozzle/s in the vehicle prescribed stowage points

17) Remove panel flag and secure all aircraft service points 18) Disconnect grounding/bonding system and stow. Hold onto clamps during

the ground cable rewind process to prevent unnecessary damage to cables and clamps.

19) Double check aircraft service points for closure. 20) Verify that the customer’s requests have been met. 21) Walk around truck, secure safety chocks, cones and pit flags/cones. 22) Exit parking position under extreme care; use guide person as mandated. CAUTION: Safety railings on fixed deck tankers provide fall protection to the fueler during refueling of high-wing aircraft; ASIG and OSHA safety standards require raising of these rails during refueling. Connecting bars on these rails rise higher than the rails themselves as the rails are lifted into position and/or lowered out of position. Care must be taken during this movement to prevent contact with the underside of the wing. Larger tankers such as the 11.5K, 15K, and 17K are a major concern; upper deck rails on these tankers have limited clearance when refueling some aircraft, particularly the B-757. Other aircraft types such as the B-767, Airbus, MD-10, and MD-11 also require special attention. Fuelers must maintain constant awareness to the safe clearance between the safety rails and lower wing surface when refueling with fixed deck tankers. In extreme cases, the tanker may have to be repositioned to keep the settling wing from coming in contact with the tanker rails. A guide person must be used to reposition the tanker. When refueling proceeds, the fueler and supervisor must watch the settling wing closely to ensure it does not contact the raised rails. If refueling cannot continue due to the wing being hazardously close to the rails, the tanker must be moved, using a guide person, to a position where a fuel stand, approved ladder, or other approved lifting device can be used to access the fuel panel and complete the refueling.


No. 405 Pg 4

NOTES:

• When connecting hydrant 239 (moosehead), generally, grounding is accomplished. However, some airlines and airports may still require a grounding cable to be connected to a ramp lug. See your supervisor for guidance.

• Some customers have requested in writing that a panel flag shall not be connected to their aircraft. In this situation when a panel flag is not allowed, extreme caution must be taken by the fueling agent to ensure the panel has been secured upon completion of the fueling process.

• For those aircraft types that have fuel panel door and singlepoint connection in different locations, it is recommended that a panel flag be connected to the fuel panel door as well as the single point nozzle. This is to remind the fuel agent to ensure that the nozzle is disconnected and that the adapter caps have been replaced. • Under no circumstances will a non-approved fuel dispensing head be allowed to be used during a fueling operation. Over wing fueling operations will be conducted with the aid of an approved wing mat.

• If top-loading/splash-loading when transferring fuel from truck to truck for maintenance purposes: the process must be conducted at a minimum of 200 ft from an aircraft. The down spout shall be bonded by use of a bonding cable clamp system to an approved bonding point on the tank prior to placing the down spout into the tank and positioned into the receiving tank such that the end of the downspout is in the product. Under no circumstances can a valve/nozzle be tied off, locked open or disabled in any way.

• Knowledge of the customer’s gallonage/poundage requests and additive requirements must be made available before proceeding.

• It is prohibited for the deadman control to be jammed, tied down, locked on, blocked, clamped or disabled in any way that would allow for the uncontrolled flow of fuel. During single point refueling of an aircraft, the deadman control will be in the hands of the employee conducting the refueling operation. All fuel truck dispensing operations must only be conducted while under the complete control of an employee. It is against company policy to leave a fuel vehicle unattended during the flow conditions of the dispensing operation.

• Anytime an employee must leave the fueling operation, the deadman control shall be released and the fueling nozzle(s) shall be removed from the aircraft.


No. 405 Pg 5

• Care must be taken when rewinding hose/s to prevent hose kinking/twisting. Prevent damage to the refueling nozzles by holding onto them during the hose rewind process. Do not drop or drag nozzles during the rewind process.

• Each employee operating the refueler vehicle shall perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation.


No. 406 STANDARD SAFETY PROCEDURES VOLUMETRIC TOP-OFF (Transport Category Aircraft Only) OBJECTIVE: To ensure that if a fuel spill occurs, due to an aircraft system malfunction that the spill can be immediately contained and the appropriate response personnel are on site. At any time, when an aircraft operator/owner/flight crew request that the aircraft be fueled to VTO, the fueler is required to inform the aircraft operator/owner/flight crew that the following personnel and authorities must be notified, prior to the VTO procedure being implemented. They are as follows: 1) Contact the Airport Fire Department with a request to position a fire truck at

the location in which the VTO procedure will take place. 2) Contact the ASIG Supervisor/Lead, who then must position the spill cart and

manpower, to handle a spill if it occurs. Note: If the local fire department requests not to be notified, then the local ASIG station shall attempt to obtain a written statement from the fire department and no further requests to the fire department, are required (unless otherwise stated by the fire department).


No. 407 STANDARD SAFETY PROCEDURES Waste Stream Control OBJECTIVE: It is the policy of ASIG, to comply with Federal and State statutes, concerning the environment and the disposal of its hazardous waste products. ASIG will make every effort to control the amount of waste generated and dispose of its waste products in such a way as to pose no threat to the environment. This will be accomplished by recycling waste products, if possible, or by proper disposal methods. Information on products in use, throughout the facility, will be distributed to, and made available for all employees or others to review, in accordance with the company’s Hazard Communication Program or Right-to-Know (RTK) Program. ARRIVING SHIPMENTS: All newly purchased chemical products will be given an inventory number as soon as they are delivered to the company. This number will serve to identify the product, when it was purchased, and by which department. At this time, compliance with company’s Hazardous Communication Program will be met. This will entail the proper labeling of the product, and a check on whether or not an MSDS sheet is on file. If not, one will be sent immediately. Each facility or department, if necessary, will appoint one person who will be responsible for passing on the pertinent purchasing information to the Hazard Communication or RTK Program Coordinator to fulfill the hazard communication requirements. STORAGE FACILITY: Each facility will have a site designated as a Waste Storage Area for the proper segregation of its waste products. It will be fenced in with “Keep Out” and “No Smoking” signs posted on each side as appropriate. There will be a fire extinguisher available within the compound for emergencies, and a supply of absorbent materials in case of a spill or leaking barrel. All barrels will be inventoried and compared with their arrival information. All Storage shall comply with Federal and State regulations regarding waste generation. The entire area will be inspected weekly for leaking containers or new products that have been brought there, without proper notification. All barrels will be stored on pallets or EPA approved storage containment tubs and spaced, in such a manner as to provide unobstructed access, in case of emergencies. Barrels with product will be stored in an area with secondary containment, such as a diked area or containment tub. Empty barrels will be stored on their sides, with both bung holes parallel to the ground.


No. 407 Pg 2 WASTE and used PRODUCTS: In compliance with EPA regulations, all waste products will be separated and not mixed. Used oil products and solvents will each have their own storage tanks. No other wastes will be permitted to be mixed with these used materials. All waste product storage tanks must meet Federal and State Regulations and be labeled in such a way that contents and gallonage is immediately apparent. Certain products, such as used oil, jet fuel and octane fuels, will be recycled. Recycling is the recommended procedure, for waste minimization. The disposal of barrels will be an ongoing process. All barrels will be cross inventoried, numbered, and separated at the Waste Storage Area. Plastic drums will be cut up and steel drums will be crushed. They will then be sent to an EPA approved disposal facility, to be incinerated or land-filled, by an approved hazardous waste hauler. STATE AND LOCAL PERMITS: Each facility that meets the requirements for a Conditionally Exempt Small Quantity Generator, Small Quantity Generator, or Large Quantity Generator permit shall apply and once permitted, maintain the facility and its waste in accordance with the applicable permit. Copies of all Permits or Letters of Authorization must be uploaded to SHEBBA for record keeping purposes.


No.408 CONFINED SPACE OBJECTIVE: To ensure all ASIG employees and contractor personnel, are protected and have knowledge about the hazards of entering a confined space. Unless specific requirements are first met and approved by Corporate HSE, ASIG employees shall not enter a confined space as defined in OSHA 29 CFR Part 1910.146. This includes, but is not limited to, a space that: • is large enough and so configured that an employee can bodily enter and

perform assigned work; and • has limited or restricted means for entry or exit (for example, tanks, vessels,

silos, storage bins, hoppers, vaults and pits are spaces that may have limited means of entry); and

• is not designed for continuous employee occupancy; and • has any atmospheric condition that is dangerous to health or life. When confined space entry is required: • The ASIG facility shall establish a written site-specific confined space entry

program according to BBASSI CSP guidelines. • The Corporate Safety Manager or ASIG Regional HSE Manager must review

and approve, the ASIG facility’s site-specific confined space program, prior to its implementation.

• Applicable ASIG employees shall be trained in confined space entry, emergency procedures, job task concerning the entry, the requirements of the site-specific confined space program and other applicable HS&E programs and procedures, prior to entering any confined space.

• If contractors are selected to perform confined space entry on site, they must meet all requirements identified in the BBASSI Contractor Confined Space Program. The contractor shall produce a signed written contract, before starting the work, stating that their company has a confined space entry program, which is continuously updated and maintained, in accordance with OSHA 29 CFR Part 1910.146. The ASIG base shall coordinate the language in the written statement with the Corporate Legal Department.


No 409 PROACTIVE FUEL SPILL RESPONSE OBJECTIVE: To ensure ASIG employees are trained and equipped to react appropriately to fuel spills in an effort to protect people, property and the environment.

All fuel spills regardless of size must be reported immediately to the supervisor or lead on duty at the station as per SSP 107. The airport’s fire and operations departments must also be notified immediately per local policy.

The ASIG Emergency Coordinator/s will activate the station Emergency Response Plan if necessary. The Emergency Coordinator and/or the General Manager will follow the Immediate Emergency Response Notification guidelines outlined in Standard Safety Procedure (SSP) #108. All fuel spills are required to be reported in the SHEBBA System.

All applicable ASIG employees will be trained to the HAZWOPER First Responder Operations Level. In addition, each station is required to train its personnel on the specific local procedures and responsibilities contained in its SPCC plan.

Every ASIG base shall have a minimum of one (1) adequately equipped Fuel Spill Response Cart ready at all times. A station may require additional Spill Response Carts depending on the size of the operation and its requirements. At a minimum all mobile fueling equipment shall be outfitted with spill kits capable of responding to and cleaning up a 50 gallon.

Spill response materials and equipment must meet the requirements outlined in the station’s SPCC plan. All used material must be disposed of properly according to applicable regulations and replenished as soon as possible.



AIRCRAFT INCIDENT FUEL QC PROCEDURE

OBJECTIVE: To ensure proper investigation into fuel quality, that was used on an aircraft involved in an accident/incident.

FUEL QUALITY CONTROL PROCEDURES General In the event of an accident, involving an aircraft fueled by ASIG, procedures set forth herein, must be carried out by qualified personnel immediately and will be independent of any other investigation. Upon Notification Discontinue any additional fueling utilizing the effected grade, until all outlined procedures have been completed, and/or the preliminary investigation determines the fuel to be the correct type and grade, clean and dry. Procedures 1) Notify General Manager and Operations Manager. 2) Refer to the Crisis Management Plan and Standard Safety Procedure

(SSP#108) on Immediate Emergency Response Notification, for contacting the Corporate Safety Manager and other appropriate parties.

3) Make the appropriate entry into the SHEBBA system. 4) Immediately ensure that the operators of all other aircraft, fueled prior to or

since the suspected fueling, have been notified. This would include the operators fueled by the suspected vehicle(s) and associated fuel storage system.

Note: Prior to performing fuel QC tests, ensure that all applicable PPE is worn at all times. Reference SSP 112. 5) Perform filter membrane color, free water, as well as API gravity and basic

visual condition tests, on the suspected fuel vehicle and storage system. 6) Obtain two, (one gallon) samples (utilize epoxy coated one gallon shipping

containers, included in your QC Kit) from each fueling vehicle, in the suspected fueling.


No. 410 Pg 2 Tanker Trucks A one gallon sample will be taken from the tanker delivery nozzle and a one gallon sample from the tank, on a refueler tank truck. Hydrant Trucks and Carts

• Collect two, (one gallon samples) from the delivery nozzle on a mobile or stationary hydrant cart.

Fuel Farm • Collect two, (one gallon samples) from each airport storage tank, serving the

fueling equipment. Notes:

• If possible, when taking samples, have a third party present to witness the sample(s) being taken and the sealing of the sample container(s). If witnessing by a third party is not possible, have another ASIG employee witness the procedure. In either instance, you must get a signed and dated statement from the witness verifying the sample collection (how much and from where), and the sealing and labeling of sample container.

• Once samples have been collected, identify, tag, record time and retain

these samples, pending further instructions. 7) Perform a complete operational check of the suspect fuel vehicle, to include

surge and pressure controls. Check nozzle screens for contamination. Retain information.

8) Collect and secure all applicable product storage (delivery) receipts, refueler truck sheets, customer fuel order card, daily QC farm and truck records and

all other applicable QC records. Utilize current Post Accident/Incident QC Materials Release Record form.

9) Record complete detailed notes on reported accident and investigation findings. Secure all related materials.

10) Obtain written statements from all employees involved. Utilize the ASIG Accident/Incident Report form and addendum. Utilize current Post Accident/Incident QC Materials Release Record form.

13. Notify fuel supplier/oil company QC representative, if applicable.


No. 411 STANDARD SAFETY PROCEDURES PRIST RECEIVING AND DISPENSING OBJECTIVE: To provide a safe environment for the ASIG employees, who are tasked with receiving/transferring Prist and to ensure the delivery of pure fuel system icing inhibitor into aircraft. ASIG will meet the minimum requirement for that airline/General Aviation Customers that require Prist in their fuel. The following procedures and precautions must be adhered to by all ASIG employees when ordering, receiving, storing and handling Prist ‘High-Flash’ anti-icing additive (Diegme). 1) Only purchase Prist ‘High-Flash’ anti-icing additive (Diegme) from ASIG

contracted/ approved suppliers (i.e. Ascent, Aviation Labs). Note: Request the supplier to send a copy of the current Material Safety Data Sheets, with each delivery. 2) Upon receipt of all deliveries of Prist: (in 5 gallon pails an/or 55 gallon

drums) • Ensure the new containers are sealed and labeled properly, • Number the containers, • Start a log sheet and record the number of the container, the date

received and signature of the receiver. Notes:

• Delivery and acceptance of prist cans must be in accordance with the RKP program and stored appropriately.

• Store the container(s) in a dry location or cover the containers, to prevent

the possibility of moisture from entering the containers. The Prist containers must be stored in a location away from any and all containers that are being used for any waste product.

At the time of usage:

• Break the seal, Open the container and draw a sample, to ensure that the Prist product is clear in color.

• Refer to the container number and document the installation location, date of installation, and then your signature on the log sheet.


No. 411 Pg 2 Note: ASIG employees will wear appropriate PPE (i.e. splash goggles, splash apron, rubber gloves, as applicable, etc.) and take precautions handling Prist, as outlined in the Material Safety Data Sheets. 4) When dispensing, if using a pump or setting up a drum to gravity feed into the

tender’s Prist reservoir, utilize only a clear discharge hose, so you can observe the product flowing through it.

5) Upon removal of an empty Prist container, stencil EMPTY-DO NOT USE on

the container. Store the empty container in an appropriate area (away from unused Prist containers) until the can be disposed of properly.

Record the date and signature of the personnel removing the empty Prist container on the log sheet. Aviation fuel, containing the fuel system icing inhibitor (Prist), shall contain a minimum concentration of (0.1) percent and not more than (0.15) percent by volume, of Fuel System Icing Inhibitor (FSII). If the inhibitor is injected into or contained in bulk stocks, the concentration shall be determined monthly, from a sample taken from an aircraft-servicing unit. If the inhibitor is added by other means, the concentration of the inhibitor shall be verified monthly, from each aircraft-servicing unit. This is to be accomplished by an approved refractometer test. When cans are used refer to manufacturers instructions for correct concentrations. The analysis for FSII content shall be performed using Federal Standard 791 Method 5327 or either of the methods contained in ASTM D 5006.


No. 412


FUEL QUALITY CONTROL

OBJECTIVE: To ensure clean and dry, high quality aviation fuel. ASIG (Aircraft Service International Group) Fuel Quality Control procedures are outlined in the BBA Aviation, Shared Services, Inc., Aviation Fuel Quality Control Manual. The Aviation Fuel Quality Control Program will allow ASIG to continue to provide high quality, clean and dry aviation fuels. The Aviation Quality Control Manual is superseded only by individual Air Carrier Quality Control Manual requirements and applicable Military specifications (MIL STD 1548 E & F).


No. 413 STANDARD SAFETY PROCEDURES FUELING VEHICLE SPEED CONTROL OBJECTIVE: To prevent the possibility of tanker rollover, due to excessive speed.

The following operational check must be performed on all tanker fueling equipment, on a daily basis and during the normal driving operation of the unit, by the driver. During the normal driving operation of the tanker vehicle, the vehicle speed control shall limit the top speed, of the unit, to 20 MPH. Although the refueling truck can exceed 20 MPH, on a downhill slope, a properly operating speed control will remove accelerator pedal control from the operator (i.e. pushing the pedal will have no effect). Drivers shall apply the brake as appropriate to maintain a safe speed. Tanker refuelers will not be operated over 20 MPH and under no circumstances is it allowable to exceed the local ramp speed limits, at any time. Larger tankers may have a reduced limit. CAUTION: REDUCE SPEED BEFORE ENTERING A CURVE, LIQUID IN TANKS WILL CREATE MOMENTUM, WHICH WILL ALTER HANDLING CHARACTERISTICS. INADVERTENT CONTACT WITH ROADWAY SHOULDERS/CURBS AND CHOCKS WILL INCREASE THE POTENTIAL FOR ROLLOVER. All fuel tankers will have a cab mounted warning placard stating Make Slow and Wide Turns. Once the speed control is discovered to be disabled:

• The driver shall immediately notify his/her direct Supervisor. • The Supervisor/GSE shall remove the vehicle from service and apply Lockout Tagout. • The vehicle must be repaired prior to returning to service. • In addition, all GSE equipment deficiencies shall be recorded on the

Vehicle Discrepancy Report (VDR) by the reporting employee.


No. 414 STANDARD SAFETY PROCEDURES FUELING OF GSE EQUIPMENT OBJECTIVE: To ensure the safe transfer of auto gas and diesel fuel, to Ground Support Equipment.

All employees, with the assigned task of fueling GSE equipment, shall be trained in the proper operation of the fuel dispensing vehicle/unit, Fire Safety (FAR 139.321), and applicable ASIG training programs. Receiving ground support equipment shall:

• Be shut down, prior to receipt of fuel product. (Shut down will be performed by an authorized person, familiar with the unit’s operation and handling characteristics.)

• Be allowed a suitable cool-down period. • Be positioned a minimum of 10 feet from any aircraft or potential source of

ignition, and a minimum of 25 feet from any building. Notes:

• It is recommended that GSE requiring fuel be moved 50 feet from any building in order to minimize the amount of hose that is pulled and exposed to possible crossing traffic.

• Receiving ground equipment must only be serviced on asphalt or

concrete surfaces. • Fuel dispensing vehicles shall maintain a minimum of 50 feet from any

building when parked. • Hydraulic tanks and reservoirs shall be identified by means of labeling

and color coded filler caps: yellow cap for hydraulic fluids • In addition all ASIG GSE will have the proper fuel source/type identified,

on the receiving fuel tank, by means of labeling and color coded fuel caps. This does not apply to passenger vehicles:

o red cap for auto fuel (gasoline) o green cap for diesel fuel

CAUTION: GSE refueling of a fuel tanker is not allowed at the same time, while tanker is actively reloading fuel at the reload facility. Those ASIG facilities, which have contractual agreements for the fueling of GSE equipment, shall ensure compliance with the above stated requirements, with exception. Some airport authorities and airlines may have additional requirements.


No. 415 STANDARD SAFETY PROCEDURES DEADMAN CONTROL OPERATION OBJECTIVE: To ensure positive control of fuel transfers and reduce the risk of spills. DEFINITION: Deadman Control – A hand held control device, that needs a positive, continuing action, (by a person) to allow the flow of fuel. The control device must be physically held open, (by a person) to allow fuel to flow. When the deadman control is released, fuel flow must shutdown within 5% of flow rate. The handheld deadman control may consist of an electrical, pneumatic, hydraulic or manual (rope), actuated device. A handheld deadman control device, must be utilized whenever: • An aircraft is being fueled by a Hydrant Truck, Hydrant Cart, Tanker or a

Fueling Cabinet, • An aircraft is being defueled utilizing de-fueling equipment (Hydrant

Truck, Hydrant Cart, Tanker, • A Tanker Truck is being loaded or unloaded, • Maintenance and/or fuel quality control checks and tests are being

performed on a piece of fueling equipment and the unit is either pressurized and/or fuel is flowing.

• Fueling of GSE equipment. Fuelers will not be allowed to sit in the cab of fueling vehicles, while the dead man is activated. Note: When over wing fueling is being performed, the overwing fueling nozzle now becomes the handheld deadman control. In all cases, the handheld deadman control device will never be blocked, jammed or otherwise disabled, in the open or activated position. GSE fueling nozzles shall not be equipped with auto-hold open devices.


No. 400-A1 STANDARD SAFETY PROCEDURES AIRLINE CUSTOMER NOTIFICATION Objective: To ensure proper notifications are made to airline customers as related to fuel quality control issues and changes in fueling equipment/systems.

Notification List – Each Base shall establish a Location Specific Customer Notification List. This list shall include the following information:

• Aircraft Operator (Company Name) • Contact (Name and/or position of the contact) • Telephone Number (Telephone # for contact. Include secondary contact

number if available). For specific notification list requirements reference AFQCM section 040. Notification Requirements – Airline customers shall be notified when they are affected by any of the following issues: 1. When new, additional, replacement, or modified equipment is placed into

operation. Note: Prior to new (additional)ASIG fuel equipment being added to the station, affected airlines shall receive notice in advance of the changes. The affected airlines have the option to inspect and approve, all fueling equipment and ASIG procedures for use, prior to servicing the airline’s aircraft. Note: When new or replacement equipment is received or existing equipment has undergone major modifications to the fueling system, all required quality control checks and tests shall be complete and up to date, i.e., Daily, Monthly, Quarterly, Semi-Annual and Annual prior to placing the equipment in service.

2. When contaminated fuel is detected or any fueling system becomes inoperative which may affect airline operations.

Note: Internal notifications procedures shall be completed before contacting airline customers. The Base shall notify their Regional HS&E/Fuel QC Manager or the Director of Fuel QC with all pertinent information regarding fuel contamination. Note: In the event that visible fuel contamination is observed or found, aircraft fueling shall be discontinued from that source. The cause of contamination shall be immediately investigated. Corrective measures shall be initiated to ensure the removal of the contaminants.


No. 400-A2 STANDARD SAFETY PROCEDURES DEFUELING PROCEDURES OBJETIVE: To ensure the proper processing of fuel, that has been removed from an aircraft, due to maintenance activities, load adjustments or contamination. General – Any operation that involves removing fuel from an aircraft, either for load adjustments or for maintenance purposes, is defined as de-fueling. De-fueling operations require special consideration to include the direct supervision by a member of management. When requested to do any de-fuels for load adjustment, maintenance or contamination, the carrier, aircraft owner, etc., shall be responsible for the disposition of the fuel, that was removed from their aircraft. Whether it was pumped back into their aircraft, over a specified agreed time, or disposed of through a waste hauler, etc. This includes the product de-fueled and any product it comes in contact with, i.e., if there is any product in the tanker truck used for the de-fuel. Note: Defueling aircraft directly into joint use fueling systems, is not authorized, unless all system users have unanimously approved a procedure. It is forbidden to perform defueling operations with tanker trucks equipped with full flow monitor filter elements. Prepare defuel worksheet Defueling Procedures for Load Adjustment/Maintenance – The following procedures shall be complied with when defueling for load adjustments or maintenance purposes: Note: Complete a White Bucket Test on sump samples from the filter vessel sump (under pressure) and all tank compartments on the defuel truck. This will be a base line start for the defuel. Record results. It is recommended, but not mandatory, to draw sump samples from each aircraft tank that will be de-fueled. Perform a White Bucket Test, looking for visible contamination such as water, particulate and microbial growth. Record results. If results of checks outlined above, give, without any doubt, no reason to suspect the quality of the fuel, begin defueling.


No. 400-A2 Pg 2 Upon completion of defueling, re-circulate through a re-circulation connection, (preferably not the bottom loading connection unless it connects directly into the tank) and not through the tank internal valve, the capacity rating of the refueler, then perform the following: 1. Clear and bright test from all tank compartments and filter sump 2. API gravity corrected to 60° F. (Range must be between 37° to 51° API) 3. Filter vessel differential pressure. Caution: If defueled product is found to be contaminated, the fuel shall be held in quarantine until selected fuel quality, purity or specification tests have determined its acceptability. Then and only then, can the fuel be returned to aircraft use. Selected product tests and expected acceptance criteria are to be determined and mutually agreed upon, by the Air Carrier Quality Assurance Department and your Director of Fuel QC, Regional HS&E/Fuel QC Manager or their Designee. If it is determined that the fuel has to be disposed of, the carrier representative or aircraft owner, shall be notified that they will bear the costs incurred in the disposal of the product, as well as costs for cleaning the refueler tank and filter change. Defueled product shall not be returned to airport storage except when product can be completely re-certified by lab tests to confirm compliance with current ASTM D-1655 specifications. If the defueled product passes the tests outlined above, the fuel may then be pumped back into the same or other aircraft, owned by the same carrier. Defueled product shall not be returned to storage or pumped into another carrier, or owner’s aircraft, without the explicit written permission of their Fuel Quality Assurance Department or in the instance of a private aircraft, the owner.


No. 400-A2 Pg 3

Defueling Procedures for Possible Contamination – The following procedures shall be complied with when defueling an aircraft that is suspected of having contamination: Receive fuel into an empty vehicle whenever possible or other vehicle equipped for this purpose. Samples shall be taken from all of the aircraft fuel tanks. The following checks shall be done on the samples and results recorded: 1. Visual condition – clear and bright. 2. API gravity-corrected to 60° F. 3. Free Water Test, utilizing one of the following test kits:

• Shell Free Water Test Kit • Metrocator Free Water Test Kit • Velcon Hydro-kit • Aqua glow

Defuel the product according to the airline specific defueling procedures. After defueling has been completed, the vehicle that received the product shall be quarantined and tagged out of service. (Note: location specific lock out tag out procedures shall be followed). The defueled product shall be held in quarantine until selected fuel quality, purity or specification tests have been determined it’s acceptability and can be returned to aircraft use. Selected product tests and expected acceptance criteria are to be determined and mutually agreed upon, by the Air Carrier Quality Assurance Department and your Director of Fuel QC, Regional HS&E/Fuel QC Manager or their Designee. If it is determined that the fuel has to be disposed of, the carrier representative or aircraft owner shall be notified that they will bear the costs incurred in the disposal of the product as well as costs for cleaning the refueler tank and filter change.


No. 400-A3 STANDARD SAFETY PROCEDURES

TOOL CALIBRATION Objective: To ensure equipment/tools are maintained within their specifications as outlined in the AFQCM. Location specific procedures shall be developed to ensure the accuracy of equipment used for fuel quality control. The local procedures shall include the calibration requirements for the following tooling: • Continuity Tester IN2-CT (Ray-O-Vac) (or equivalent) or Simpson Model 260

Multi-meter (or equivalent).

• Torque Wrench (es)

• Fuel Pressure Master Test Gauge(s) • Fuel Quantity Master Meter or Prover Tank PROCEDURE 14. Multi-meters, Torque Wrenches, and Fuel Pressure Master Test Gauges, shall

be calibrated annually, by an authorized calibration agency or service company.

15. Master Meter / Prover Tank, shall be calibrated as required, by the state government in which the equipment is operated.

16. All calibration certificates shall be maintained on file for 5 years.

Note: A placard identifying the date of calibration, the personnel who performed the calibration and the next due date, shall be affixed to the tooling.


SECTION 500



SPLIT AND SINGLE RIM HANDLING

OBJECTIVE: To prevent injury or death when tire changing is required. The company recognizes the extreme danger when tire changing is required for Single, Split Rim, and Two-Part Rim Handling. Note: ASIG employees shall not perform split rim work without prior approval from the Corporate Safety Manager and the Senior Director of GSE Technical Services. Safety Procedures for Servicing Single Rim Wheels

The purpose of this procedure is to ensure the protection of all employees, while servicing single-piece wheel rims.

For Single Rim Handling, the proper equipment must be in good working order and the attached procedures, listed on the next sheets, are to be closely followed.

Hazard: Proper PPE will be worn when conducting this procedure, to include: Safety glasses/Goggles gloves and approved footwear.

All employees servicing tires shall be advised of the hazards of servicing rims. Single rim wheel accidents occur when the pressurized air container, in the tire, is suddenly released, either by the bead breaking or by the bead slipping over the rim flange. The severity of the hazard is related not only to the air pressure, but also to the air volume. Training: No employee shall service any single rim wheel, unless he/she has been instructed in the correct procedures of mounting, demounting and the safe operating precautions, for the type of wheel being serviced.


No. 501 Pg 2 Employees are to receive instructions on single rim manuals and charts, and must be familiar with the subject manner. They are to demonstrate their knowledge and ability, to perform the following tasks: Demounting tires, including deflation. --Inspecting and identifying single rim wheel components. --Mounting tires, including inflating them within a restraining device or other

similar safeguard. --Handling single rim wheels. --Inflating tires when single piece rim wheels are mounted on a vehicle. --Understanding the necessity of standing outside the trajectory during

inflation of tires and of inspecting rim wheels following inflation. --Installing and removing rim wheels. Servicing Equipment: A restraining device or barrier must be used for inflating a tire, unless the single rim wheel is bolted onto a vehicle, during inflation. The restraining device can be a cage, rack or an assemblage of bars and other parts, which will constrain all single rim wheels components, during an explosion or sudden release, of the contained air. A barrier can be a fence, wall, or other structure or object, placed between a single piece rim wheel and an employee, during tire inflation. This will serve to contain the single rim wheel components, in the event of the sudden release of contained air. Each barrier or restraining device must be able to withstand the maximum force of an explosion, single rim wheel separation or release of pressurized air, occurring at 150 percent of the maximum tire specification pressure for the rim wheel being serviced. Inspection of the restraining device should be done prior to any work being performed. Restraining devices showing any of the following defects must be immediately removed from service: Crack at any of the welds. Cracked or broken components. Bent or Sprung components or components showing mishandling or abuse and components showing strain from tire explosion or single rim wheel separation. Components pitted or rusted due to excessive corrosion or other structural damage, which would alter its effectiveness.


No. 501 Pg 3

Restraining devices or barriers, removed from service, must not be returned to service, until they are repaired and re inspected. Restraining devices requiring structural repair, such as component replacement or re-welding, must not be returned to service until they are certified as meeting the strength requirements of 150 percent of the maximum tire specification pressure. Current charts or rim manuals, containing instruction for the types of wheels being serviced, must be available in the service area, including a obile service unit. Only tools that are recommended in the rim manuals may be used for the types of wheels being serviced. The location must also supply airline equipment, with a clip-on chuck with sufficient length of hose between the chuck and the in-line valve or regulator, to allow the employee to stand outside the trajectory, as well as in-line valve with a pressure gauge or pre-settable regulator. The size (bead diameter and tire/wheel width) and type of both the tire and wheel must be checked for compatibility, prior to assembly of the rim wheel. Mismatching of half sizes, such as 16-inch and 16.5-inch tires and wheels, must be avoided. Wheel components must not be interchanged, except as indicated in the applicable charts or rim manuals. Wheels must be inspected prior to assembly. Any wheel or component that is bent out of shape, pitted from corrosion, broken, racked must be removed from service and tagged "unserviceable". Damaged or leaky valves must be replaced. Rim flanges, rim gutters, rings and bead seating areas of wheel, must be free of any dirt, surface rust, scale, loose, or flaked rubber buildup, prior to tire mounting and inflation.


No. 501 Pg 4

Safe Operating Procedures: Employees must be instructed in and must use the following steps, for safe operating procedures with single-piece wheels: 1. The tire must be completely deflated, by removal of the valve core, before

demounting. 2. Mounting and demounting of the tire, must be performed only from the

narrow ledge side of the wheel. Care must be taken to avoid damaging 3. The tire beads. The tire must be mounted only on a compatible wheel of

mating bead diameter and width. 4. A non-flammable rubber lubricant must be applied to bead and wheel mating

surfaces, before assembling the rim wheel, unless the tire or wheel manufacturer recommends against the use of any rubber lubricant.

5. If a tire-changing machine is used, the tire may be inflated only to the minimum pressure necessary, to force the tire bead onto the rim ledge and create an airtight seal, before removal from the tire-changing machine.

6. If a bead expander is used, it must be removed before the valve core is installed and as soon as the rim wheel becomes airtight.

7. The tire may be inflated only when contained within a restraining device,

positioned behind a barrier or bolted on the vehicle, with lug nuts fully tightened.

8. The tire must not be inflated when any flat, solid surface, is in the trajectory and within one foot of the sidewall.

9. The tire must not be inflated to more than the inflation pressure stamped in the sidewall.

10. Employees must stay out of the trajectory, when the tire is being inflated. 11. Heat must not be applied to a single-piece wheel. 12. Cracked, broken, bent or otherwise damaged wheels, must not be

reworked, welded, brazed, or otherwise heated. 13. After tire inflation, the tire and wheel must be inspected while still within

the restraining device, to make sure that it is properly seated. If adjustments are necessary the tire must be deflated, by removing the valve core.

14. Whenever a wheel is in a restraining device, the employee must not rest or lean, any part of his/her body, or equipment, on or against the restraining device.



ELEVATED PLATFORM SAFETY POLICY

OBJECTIVE: To prevent falls, while working on elevated platforms. All elevated platforms positioned at aircraft will not be more than 4-6 inches from an aircraft, at the widest point. Additionally, no portion of the elevated platform, including guardrails, is allowed to contact the aircraft at any time. In accordance with OSHA 29CFR 1910 requirements, the following safety items and procedures must be adhered to, while conducting the operation of ground service equipment, for elevated access to aircraft or any other structure, for the purpose of aircraft maintenance, aircraft ground handling and facility maintenance. Safety railings that meet OSHA standard preclude the requirement for Safety Harness Each authorized person, operating a mounted elevating and rotating work platform and/or aerial lift, must wear an approved body harness affixed with an approved shock-absorbing lanyard. The safety harness and lanyard(s) must remain connected, at all times, during the operation and may only be disconnected once the unit is lowered, parked, and the operator is ready to dismount. All of the above safety items must be in good condition and not in any way broken or frayed. Employee shall visually inspect all fall protection gear prior to each use. Approved Body Harness A fall arrest system is required if the risk of falling from an elevated and rotating level, exists. It is designed to be passive, activated only if a fall occurs. The components of a fall arrest system must include: a full body harness, lanyard, D-ring and securing point. All equipment must meet OSHA part 1910 requirements. Approved body Harness and Lanyard can be purchased from:

Grainger 1-800-323-0620 or your local #

Part#: 1 D809 (Harness) Part#: 2AF86 (Lanyard) MRCTR: Miller/Universal Fit


No. 502 Page 2 Approved D-ring can be purchased from:

Libra Industries, Inc. (773) 276-7500

Part # 1 6B-1 (Screw Type Locking D-ring) The approved body harness is certified up to 300 pounds, total body weight. Waist sizes are 32 inches through 52 inches. For individuals exceeding these weight and waist limitations, ASIG will provide the necessary custom body safety harness. These harnesses can be special ordered through Grainger. Boom and basket load limits, specified by the manufacturer, shall not be exceeded. It is prohibited, for any employee and/or non-company employee, to ride on any elevated platform. This would include either as a passenger, while the unit is being positioned and/or in transit, except for equipment, which is specifically designed for this type of operation. This includes lower lobe and main deck cargo loaders. Employees and non-employees are only allowed to access the elevated platform, once the unit is parked; chocked and personal protective devices, have been activated. Access to elevated ground handling equipment, such as cabin service units, stair units, cargo loaders etc. must have guard rail system extended, prior to servicing the aircraft. Boom Controls Articulating boom and extendable boom platforms, primarily designed as personnel carriers, shall have both platform (upper) and lower controls. Controls shall be plainly marked, as to their function. Lower level controls shall not be operated, unless permission has been obtained from the employee in the lift, except in the case of an emergency.



EQUIPMENT (GSE) MODIFICATION POLICY

OBJECTIVE: To ensure that safety is not compromised, when modifications, alterations or repairs, are made to GSE equipment.

Service and repair of GSE shall be made only in accordance with the Original Equipment Manufacturer’s (OEM) specifications and standards. Disabling or altering the function of any equipment’s operational or safety related equipment or devices without written approval, is strictly prohibited. Deviation from this policy, for any reason, is prohibited without full Senior Director of GSE Technical Services, Corporate Safety Manager, and OEM written approval. A written waiver shall be requested and obtained through the Corporate Safety Manager.



COMPRESSED GAS USAGE/STORAGE

OBJECTIVE: To ensure the proper handling of common compressed gases such as oxygen and acetylene in GSE Shops.

The following guidelines shall be followed to ensure safe handling of compressed gases in locations designated for their use.

1. Compressed gas cylinders should be legibly marked, for the purpose of identifying the gas content, with either the chemical or the trade name of the gas.

2. Maximum pressure. Under no condition shall acetylene be generated, piped (except in approved cylinder manifolds) or utilized at a pressure in excess of 15 psig (pounds per square inch gauge) or 30 psia (pounds per square inch absolute)

3. Cylinders shall be kept away from radiators and other sources of heat, sparks and flames.

4. Valve protection caps should always be in place, hand-tight, except when cylinders are in use or connected for use.

5. Cylinders should be stored in a well-protected, well-ventilated, dry location, at least 20 feet from highly combustible materials. Cylinders should be stored in assigned places away from elevators or stairs Assigned storage spaces should be located where cylinders will not be knocked over or damaged by passing or falling objects, or subject to tampering by unauthorized persons. Cylinders should be secured as needed to prevent accidental knock over.

6. Acetylene cylinders shall be stored valve end up, never on their side. 7. Oxygen cylinders in storage shall be separated from fuel-gas cylinders or

combustible materials (especially oil or grease), a minimum distance of 20 feet or by a noncombustible barrier at least 5 feet high having a fire-resistance rating of at least one-half hour.

8. A hammer or wrench shall not be used to open cylinder valves. If valves cannot be opened by hand, the supplier shall be notified.

9. Regulators are gas specific and not necessarily interchangeable. Always make sure that the regulator and valve fittings are compatible.


No. 505,

STANDARD SAFETY PROCEDURES MACHINERY AND EQUPMENT OBJECTIVE: To ensure the proper use and handling of common equipment, machinery and hand tools found in GSE Shops. The following guidelines shall be followed to ensure safe handling and use of GSE related equipment and machinery.

1. Pedestal fans - When the periphery of the blades of a fan is less than seven (7) feet above the floor or working level, the blades should be guarded. The guard shall have openings no larger than one-half (1/2) inch.

2. Machines designed for a fixed location shall be securely anchored to prevent

walking or moving. This includes but is not limited to drill presses and bench grinders.

3. Bench Grinders – all manufacturer approved guards must be used at all time to

protect against spindle ends, nuts, and flange projections. Work rests should be adjusted to 1/8” and tongue guards should be adjusted to ¼”.

4. Drill Presses – all drill presses should be installed with an appropriate chuck

guard. Manufacturer and/or approved universal chuck guards are acceptable. 5. Compressed air should not be used for cleaning purposes except where the end

nozzle pressure is reduced to less than 30 p.s.i. and then only with effective chip guarding and personal protective equipment. All compressed hose fittings shall be approved for such use.

6. All tools/equipment shall be used with the correct shield, guard, or attachment

recommended by the manufacturer. 7. Any tool/equipment found not in proper working order shall be immediately

removed from service. The tool/equipment should be inspected at regular intervals and should be repaired in accordance with the manufacturer's specifications



ELECTRIC – GENERAL PRACTICES

OBJECTIVE: To ensure the proper installation, use and handling of electrical related equipment.

The following guidelines shall be followed to ensure safe handling and use of electrical related equipment.

1. Listed or labeled equipment should be used or installed in accordance with any instructions included in the listing or labeling.

2. Each electrical disconnecting means should be marked to indicate its purpose/identity. Each service, feeder, and branch circuit, at its disconnecting means should be marked to indicate its purpose/identity.

3. All electrical enclosures/panels etc. should have free access and clearance of at least 36 inches.

4. Portable extension cords/flexible cords should not be used in lieu of permanent wiring. Extension cords should not be run through holes in walls, ceilings and floors; run through doorways, windows, or other similar openings; attached to building surfaces; or concealed behind walls. All extension cords must be in good condition – insulation and ground prongs must be intact.

5. Extension cords/flexible cords should be used only in continuous lengths without splice or tape. Hard service flexible cords No. 12 or larger may be repaired if spliced so that the splice retains the insulation, outer sheath properties, and usage characteristics of the cord being spliced.

6. Listed or labeled portable tools and appliances protected by an approved system of double insulation, or its equivalent, need not be grounded. The equipment shall be distinctively marked to indicate that the tool or appliance utilizes an approved system of double insulation.

7. Lamps/lights for general illumination should be protected from accidental contact or breakages that are within 7 feet to the ground.

8. All pull boxes, junction boxes, outlets, and fittings shall be provided with

covers approved for the purpose. 9. Approved GFCI (ground fault circuit interrupter) devices shall be used with all

portable hand tools and other portable equipment.



SPRAY BOOTH OPERATIONS

OBJECTIVE: To ensure the proper and safe operation of spray booth and spray finishing operations

The following guidelines shall be followed to ensure safe handling and use of spray finishing equipment. For purposes of this SSP, the following definitions apply:

"Spraying Area." Any area in which dangerous quantities of flammable vapors or mists, or combustible residues, dusts, or deposits are present due to the operation of spraying processes. "Spray Booth." A power-ventilated structure provided to enclose or accommodate a spraying operation to confine and limit the escape of spray, vapor, and residue, and to safely conduct or direct them to an exhaust system.

• A dry spray booth may be equipped with overspray dry filters to minimize

• dusts or residues entering exhaust ducts. In conventional dry type spray booths,

• overspray dry filters or filter rolls shall conform to the following: • installed and maintained that the average air velocity over the open face of

the booth should be not less than 100 linear feet per minute; • Visible gauges or audible alarm or pressure activated devices shall be

installed to indicate or insure that the required air velocity is maintained; • Dry filters shall be inspected regularly to insure proper replacement of

filter media; and • All discarded filter pads and filter rolls shall be immediately removed and

placed in an appropriate metal storage container and disposed of in accordance with local, State, and Federal regulations.

• Cleaning - Spray booths shall be equipped so that all portions are readily • accessible for cleaning. A clear space of not less than 3 feet on all sides

shall be • kept free from storage or combustible construction.

• When spraying areas are illuminated through glass panels or other • transparent materials, only fixed lighting units will be used as a source of

light. • Lighting panels should effectively isolate the spraying area from the area in

which • the lighting unit is located and should be of a noncombustible material.

Lighting • panels should also be arranged that normal accumulations of residue on

the


No. 507 Pg. 2 • exposed surface of the panel will not be raised to a dangerous

temperature by • radiation or conduction from the light source.

• Portable electric lamps should not be used in any spraying area during • spraying operations. Portable electric lamps, if used during cleaning or

repairing • operations, shall be of the type approved for hazardous Class I locations.

• There should be no open flame or spark producing equipment in any

spraying area or within 20 feet unless separated by a partition. Space-heating appliances, steam pipes, or hot surfaces should not be located in a spraying area where deposits of combustible residues may readily accumulate.

• Approved Wiring type - Electrical wiring and equipment not subject to deposits of combustible residues but located in a spraying area should be of explosion-proof type approved for Class I, group D locations. Electrical wiring, motors, and other equipment outside of but within twenty (20) feet of any spraying area, and not separated by partitions, shall not produce sparks under normal operating conditions and should conform to the provisions of Class I, Division 2 Hazardous Locations.

• The quantity of flammable or combustible liquids kept in the vicinity of spraying operations shall be the minimum required for operations and should ordinarily not exceed a supply for 1 day or 1 shift. Bulk storage of portable containers of flammable or combustible liquids shall be in a separate, constructed cabinet approved for the storage of such items.

• Original closed containers or approved safety cans should be used for bringing flammable or combustible liquids into spray finishing area. Open or glass containers should not be used.

• Whenever flammable or combustible liquids are transferred from one container to another, both containers shall be effectively bonded and grounded to prevent discharge sparks of static electricity.

• Sprinklers protecting spraying areas shall be kept as free from deposits as practical by cleaning (daily if necessary)

• An adequate supply of suitable portable fire extinguishers shall be installed near all spraying areas. This should comply with minimum local, state and federal fire codes.

• “No smoking" signs in large letters on contrasting color background shall be conspicuously posted at all spraying areas and paint storage rooms.

• Supplied breathing air and standard compressed air connections must be of a dissimilar type.

Reference the respiratory protection program for further requirements.



INSPECTION AND USE OF JACK STANDS

OBJECTIVE: To facilitate safe operations in GSE shops when using jack stands.

Every employee that utilizes a jack stand during the course of his assigned duties must perform an equipment inspection prior to use. The minimum inspection procedures are as follows. 1. Ensure the jack stand load rating is adequate for the job being performed. If

no load rating can be found destroy jack stand and discard immediately.. 2. Inspect the base of jack stand for structural integrity. Base should be free of

any damaged or bent structural supports. 3. If jack stand is of ratchet type, inspect the ratchet bar for missing teeth,

cracks, build up of paint. If found destroy jack stand and discard immediately.

4. Inspect the saddle for cracks, bends, or excessive wear. 5. Ensure locking handle or load pin are operational. Once inspection is complete, the following steps will be followed to ensure the safe use of jack stands. After jacking vehicles, the use of jack stands is mandatory. Never work under a vehicle that is supported solely by a vehicle jack. 1. Two or more jack stands will be used whenever more than one side of the

vehicle is to be lifted. 2. If possible, remove all loads from vehicle to ensure an unexpected load shift

does not occur. 3. Chock both wheels of unaffected vehicle end. 4. Jack vehicle and position jack stand in desired location. Ensure jack stand rests

on a level surface. Ensure the jack stand saddle does not rest of the base. Ratchet teeth or load pin must be utilized.

5. Lower vehicle onto jack stand. Never lower jack when an employee is under the vehicle.

Allow for a clear path of escape if equipment should become unstable Note: Use blocking/cribbing when applicable. Jack stands shall be stenciled with an identification number. Jack stands shall be inspected and documented on a semi-annual basis.


No. 509 Standard Safety Procedure Hazardous Energy Control Objective: To safeguard employees, equipment and property from the unexpected energization or startup of machinery and equipment, or the release of hazardous energy during service or maintenance activities. This will be accomplished by requiring each location to develop and utilize equipment specific Lockout Tagout procedures. All Lockout Tagout Procedures are to comply with OSHA STD 1910.147 app A. Requirements: All employees shall receive initial and recurrent training in BBASSI Hazardous Energy Control Program to a minimum of Affected Employee status. All employees who perform or may perform maintenance functions shall receive initial and recurrent training to the Authorized employee status prior to being allowed to perform maintenance functions. Authorized employees must have the understanding, knowledge and skills necessary for the safe application, use and removal of energy isolating devices used in the workplace. Lockout Tagout procedures shall establish the minimum requirements for the safety of personal and equipment when ever maintenance or servicing is required. Lockout Tagout procedures will also apply whenever an out of service condition exists with any machinery or servicing equipment and the equipment is not actively being worked on. Note: An annual review of all local Lock Out Tag Out procedures must be accomplished. Definitions:

Energy source. Any source of electrical, mechanical, hydraulic, pneumatic, chemical, thermal, or other energy.

Energy isolating device. A mechanical device that physically prevents the transmission or release of energy, including but not limited to the following: A manually operated electrical circuit breaker; a disconnect switch; a manually operated switch by which the conductors of a circuit can be disconnected from all ungrounded supply conductors, and, in addition, no pole can be operated independently; a line valve; a block; and any similar device used to block or isolate energy. Push buttons, selector switches and other control circuit type devices are not energy isolating devices.


No. 509 Pg 2

Lockout. The placement of a lockout device on an energy isolating device, in accordance with an established procedure, ensuring that the energy isolating device and the equipment being controlled cannot be operated until the lockout device is removed.

Tagout. The placement of a tagout device on an energy isolating device, in accordance with an established procedure, to indicate that the energy isolating device and the equipment being controlled may not be operated until the tagout device is removed.

Group Lockout: Each authorized employee shall affix a personal lockout or tagout device to the group lockout device, group lockbox, or comparable mechanism when he or she begins work, and shall remove those devices when he or she stops working on the machine or equipment being serviced or maintained. Authorized Employee: Any person who has been trained to lock out or tag out an energy source in order to perform service or maintenance on that machine or equipment. An affected employee becomes an authorized employee when that employee's duties include performing servicing or maintenance covered under this section. Affected Employee. An employee whose normal job duties require the operation or use a machine or equipment on which servicing or maintenance is being performed under lockout or tagout, or whose job requires him/her to work in an area in which such servicing or maintenance is being performed All Other Employees: Employees who may be in an area where energy control procedures may be utilized and must receive instruction regarding the energy control procedure and the prohibition against removing a lock out or tag out device and attempting to restart, re energize, or operate the machinery. WRITTEN PROCEDURES: The local written lockout/tagout procedures are required to outline the scope, purpose, authorization, rules, and techniques that will be used to control hazardous energy. The written procedures are required to address the: ♦ Sequential steps to shut down, isolate, block and secure machines or

equipment. ♦ Sequential steps for placing, removing, and transferring lockout/tagout devices. In the event that the lockout/tagout procedures are the same for various pieces of equipment or machines, or if the equipment or machines can be grouped in another logical manner, then a single procedure may be sufficient.


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Written procedures must be specific enough and clearly outline the steps to be taken by authorized employees. Machines and/or equipment with the same type and magnitude of hazardous energy and which have the same or similar type of controls can be grouped and inspected by the type of procedure. A grouping of detailed individual procedures would be considered a single procedure for periodic inspection purposes if all of the procedures in the grouping have the same or similar: 1. Intended machine/equipment use; 2. Procedural steps for shutting down, isolating, blocking, and securing machines or equipment; Lockout and Tagout Procedure The following sequence shall be followed by the authorized employee when conducting Lock out Tag out activities:

1. Prepare for shut down. Review the procedures that are required before the equipment is to be shut down. Notify all affected employees as to the type and magnitude of the energy that is expected to be controlled and what means are employed to control the energy.

2. Shutdown of machinery or equipment. Turn off or shutdown the equipment by using the normal stopping means.

3. Isolate all energy sources of the machinery or equipment. Remove the

energy sources from the machinery or equipment. Caution should be observed as many machines or equipment uses multiple sources of energy.

4. Application of Lockout tag out devices. Apply lockout/ tag out devices to the energy isolation device. Install group lockout device if necessary.

5. Relieve stored or residual energy. Render or relieve all stored or residual energy after lockout is accomplished. This may include bleeding off pressure lines, grounding out circuits, relieving tension on springs, etc.

6. Verify the equipment or machinery has been de-energized and isolated. Test the equipment or machinery to ensure that it has been de-energized and isolated before service or maintenance begins. This will include starting the equipment through normal means or may require the use of monitoring devices.

7. The machine/equipment is now locked out.


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Note: Group Lockout/Tagout. Specific procedures shall be utilized for group lockout tagout activities when work is performed by multiple authorized employees at the same time or during shift or personnel changes to ensure the continuity of lockout or tagout protection, including provision for the orderly transfer of lockout or tagout device protection between off-going and oncoming employees, to minimize exposure to hazards from the unexpected energization or start-up of the machine or equipment, or the release of stored energy.

Restoring Equipment to Service.

When the servicing or maintenance is completed and the machine or equipment is ready to return to normal operating condition, the following steps shall be taken.

1. Check the machine or equipment and the immediate area around the machine to ensure that nonessential items have been removed and that the machine or equipment components are operationally intact.

2. Check the work area to ensure that all employees have been safely positioned or removed from the area.

3. Verify that the controls are in neutral.

4. Remove the lockout devices and reenergize the machine or equipment. Removal of energy isolating devices or tags will be accomplished by the individual who initially installed the devices or tags, or when the authorized employee who applied the lockout or tagout device is not available to remove it, that device may be removed under the direction of the employer provided that specific procedures and training for such removal have been developed, documented and incorporated in the employers Hazardous Energy Control Program. Note: The removal of some forms of blocking may require re-energizing of the machine before safe removal.

5. Notify affected employees that the servicing or maintenance is completed and the machine or equipment is ready for used.

6. Return locking mechanisms and tags to proper storage area.


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Further information and requirements may be found in the BBASSI Hazardous Energy Control Program and OSHA 29CFR 1910.147.

Reference BBASSI Hazardous Energy Control Program and OSHA 29CFR 1910.147.


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Example template for creation of individual Lockout Tagout procedures listed below and available on SHEBBA under documents. Lockout/Tagout procedures per OSHA STD 1910.147 app A Lockout/Tagout procedure for (equipment name/type): Type of compliance enforcement to be taken for violations of the above. Sequence of Lockout/Tagout 1. Notify all affected employees that servicing or maintenance is required on equipment. List

the Name(s) / Job titles of affected employees and how to notify. 2. The authorized employees shall identify the type(s) and magnitude(s) of energy, its hazards

and the methods to control the energy. Type of Energy Magnitude of Energy Hazards Method of Control

3. If the equipment is operating, shut it down by the normal stopping procedure. List the Type

and location of machine or equipment operating controls 4. De-activate the energy isolating device so the equipment is isolated from the energy source.

List the Type and location of energy isolating devices 5. Lockout the energy isolating devices with assigned locks/tags 6. Stored or residual energy must be dissipated or restrained.

Type of Stored Energy Method to dissipate/restrain 7. Ensure the equipment is disconnected from the energy source. Check to ensure no

personnel are exposed. Attempt to start equipment by normal operating controls. Method of verifying the isolation of the equipment.

8. The machine is now locked out.


600 Section Base Specific

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