**Flight-Line Operations**

![](media/image1.png){width="2.10625in"
height="2.160416666666667in"}**Rhode Island Wing**

**Civil Air Patrol**

Revised October 2003

> This is a Rhode Island Wing-Civil Air Patrol document only. While we
> have tried to adhere to all applicable National CAP and Federal Air
> Regulations in force as of the revision date, we have also greatly
> expanded the content in the interest of safety. The latest CAP
> regulations and Federal Air Regulations should always be followed and
> may change from time to time. For the latest regulations and
> information, please refer to web sites at Civil Air Patrol:
> **\<**[http://www.cap.gov](http://www.cap.gov/)**\>** and the Federal
> Aviation Administration at:
> **\<**[http://www.faa.gov](http://www.faa.gov/)**\>.** As of August
> 2003, the specific material from the FAA was at:
>
> \<<http://www1.faa.gov/ATpubs/AIM/Chap4/aim0403.html#4-3-25>\>
>
> Expanded Air Force marshaling procedures, when needed, can be found in
> Air Force Instruction 11-218 which is presented on-line courtesy of
> California Wing, CAP at:
>
> \<[http://cawg.cap.gov/Files/Manuals/AFI%2011-218.pdf](http://cawg.cap.gov/Files/Manuals/AFI 11-218.pdf)\>
>
> CAP emblem copyright Civil Air Patrol. All other text and graphics are
> considered public domain and may be freely distributed, adapted, and
> modified as desired. Please send a courtesy copy to us if improvements
> to safety were made.
>
> Comments or suggested revisions on this document should be addressed
> to:
>
> Rhode Island Wing, Civil Air Patrol
>
> Attn: Air Operations

# 24 Melrose Street

> West Warwick, RI 02893-4115
>
> Original document and revisions of October 2003 authored by
>
> Dr. John Concannon, Major, CAP
>
> <jconcannon@lifespan.org>

1.  CAP Aircraft Marshals are responsible for providing standard
    marshaling signals, in a clear and precise manner, to arriving and
    departing CAP aircraft. Their actions help ensure safe flight
    operations on the ground by coordinating the movement, parking, and
    securing of mission aircraft. These responsibilities are not to be
    taken lightly for the active flight-line area can be a dangerous
    place, and full attention must be paid to guard against both severe
    personal injury and costly aircraft damage.

2.  The Flight Line Supervisor has overall command and responsibility of
    all flight line and marshaling activities. Flight Line Marshalers
    are to report to the Flight Line Supervisor, who in turn, reports to
    the Air Operations Branch Director (commonly referred to as Air
    Ops). Given the hazards involved, all also work closely with the
    Mission Safety Officer. Further information on command and reporting
    procedures is available in CAPR 60-3, and on Flight-Line Marshal
    certification in CAPR 60-4 Vol II.

3.  No one should attempt to marshal an aircraft unless trained and
    approved by a Flight Line Supervisor. Closely supervise cadets at
    all times. Check all 101 and 101T cards for training. CAP Flight
    Marshals may not operate contrary to FAA regulations or operate
    outside of the immediate area of the general aviation operations
    area (aka flight-line, GA ramp, apron, or tarmac) where they are
    marshaling aircraft in support of the mission.

4.  Remember that not all aircraft on the ramp are necessarily involved
    with the mission, so don\'t try to tell pilots where to park or how
    to operate unless you know they\'re CAP aircraft or they indicate
    they request your assistance; otherwise stay clear. There may be
    significant liability issues involved when marshaling airplanes
    (both CAP and non-CAP). Specific approval of the Wing Commander is
    required before participating in marshalling non-CAP aircraft at air
    shows, etc.

5.  Be aware that not all pilots are familiar with all of the standard
    flight line hand signals (civilian FBO marshalers often use
    nonstandard hand signals). Ultimately, the pilot of the aircraft has
    the obligation and authority to do whatever they think is necessary
    for safe flight operations, even if it is contrary to the marshal
    instructions. When in doubt, brief the pilot on hand signals that
    will be used prior to their boarding the aircraft.

6.  Attempt to establish security to keep unauthorized people away from
    CAP aviation operations. Remember, you have no authority whatsoever
    over the non-CAP public (but by your manners and dress you can give
    them the impression that you do). Always show courtesy; you may be
    able to recruit a new CAP member! Report any security problems or
    potential threats to Air Ops and/or the airport police immediately.

7.  Frequencies for air to ground and for ground to ground
    communications should be set ahead of time by Air Ops. Establish
    procedures beforehand to report aircraft departure and arrival times
    to Air Ops, if tasked to do so. The Flight Line Commander should
    have immediate access to radios than can both monitor airport
    tower/ground frequencies, and communicate with Air Ops.

8.  Be sure that both the airport tower and the airport security have
    been advised in advance of your presence and plans on the airfield.
    The flight line supervisor at large airports (PVD) should be issued
    and wear a flight line ID badge at all times on the tarmac.

![](media/image2.png){width="6.654861111111111in"
height="3.3604166666666666in"}*Diagram of typical general aviation ramp
flight line. How many hazards can you spot?*

9.  Coordinate with airport services (called a fixed base operator, or
    FBO for short) if necessary to choose appropriate parking slots on
    the ramp. Ensure adequate clearance space wingtip to wingtip.
    Painted tarmac parking markings usually only allow for small single
    engine aircraft space; a twin-engined or large wingspan aircraft
    will encroach into the adjoining spaces (see diagram). Caution: Most
    aircraft damage resulting from wing tip or rudder strikes occur when
    parking or repositioning airplanes.

10. Check with the airport FBO ahead of time if avgas might be needed.
    CAP may have a contract with the FBO. If not, appropriate credit
    arrangements will need to be made through Air Ops.

11. Flight line marshals should be wearing an orange/reflective vest at
    [all]{.underline} times. The flight line is a no hat area because
    hats may be blown off and sucked into aircraft engines causing
    considerable damage. A hooded jacket, however, is permissible. Never
    attempt to chase after items blown into flight operations areas.

12. Beware of jet or prop blast. Eye protection is required at all times
    for marshalers on the flight line. Ear protection/plugs must be used
    for extended operations and when appropriate.

13. Police the ramp area for foreign objects and debris (FOD) before
    conducting flight line operations. Dispose of FOD into appropriate
    trash containers. What goes around comes around; rocks and debris
    thrown into adjoining grass areas will later be re-thrown back into
    parked aircraft by grass mowers.

14. Before commencing flight operations a flight line safety briefing is
    required and which should address all known hazards. Pay attention
    to safety at all times. Therefore, the flight line is a no salute
    area. Brief all flight line personnel on duties of wing walking,
    parking aircraft, securing aircraft, and control of personnel on
    ramp. Note the following partial list of hazards.

15. **Typical Flight-Line Hazard List**

-   Spinning propellers

-   Non-spinning propellers

-   Jet air intakes

-   Taxiing aircraft

-   Moving fuel and maintenance vehicles

-   Exhaust fumes

-   Aircraft engine noise

-   Fuel chemical hazards

-   Fuel explosion/fire

-   Aircraft hangar doors opening

-   Blind highways/taxiways at corners

-   Slippery grease spots

-   Ruts and holes in terrain

-   Foreign objects and debris

-   Windblown sand and dirt

-   Aircraft wing/tail strikes

-   Antennas

-   Hot or cold aircraft surfaces

-   Sunburn

-   Heat exhaustion

-   Dehydration

-   Glare and snow blindness

-   Ice, snow, and rain

-   Wind chill and frostbite

-   Lightning strikes

-   Wild animals and insects

-   Nightblindness

-   Fatigue

-   Hunger/thirst

-   Inattention

-   Disorientation

-   Marshaling signal confusion

16. Coordinate with the outgoing pilot any special needs or signals to
    be used while marshaling. A thumbs up from the pilot will indicate
    readiness to taxi out. Ensure chocks, etc, are removed prior to
    engine start.

17. Never stand directly in front of a close-by operating aircraft.
    Tricycle geared aircraft have less visibility than you might think
    while on the ground. Tail-dragging aircraft have no forward
    visibility at all. Always position yourself in view of the left seat
    pilot when marshaling a close-by airplane. Never allow persons or
    vehicles to pass between a marshaler and a running aircraft.

18. One exception to the usual marshalers position is that if the
    setting sun is positioned directly into the pilots eyes in that
    position, move to a position off of the left wing and marshal from
    there. While CAP should not likely be marshaling helicopters,
    remember that, in this case, the pilot sits on the right side, so
    marshal from the right. Applicable helicopter marshaling signals and
    procedures can be found in AFI 11-218 as referenced on Page 1 of
    this document.

19. Immediately prior to engine start, all aircraft will (usually) turn
    on their aircraft beacon (blinking red light on top of tail or
    fuselage). The pilot of a small airplane will open the aircraft
    window and yell out \"Clear!\", just before engine start. Pilots of
    larger aircraft and jet aircraft do not. In either event, beware
    that an aircraft engine could start up at any time. Always treat
    propellers as if they were turning. Stay well clear of the propeller
    or intake areas at all times. Hand propping of engines is
    [never]{.underline} allowed, even of ordered to do so by a pilot or
    a superior officer.

20. Assign a fire guard who has been properly trained. All flight line
    personnel should be briefed on proper operation of the extinguisher
    if needed. Halon extinguishers (available at Quonset) are expensive,
    hazardous, and not to be played with, but are the best for
    engine-start fires. Aircraft fire evacuation drills should occur at
    least once during each practice mission. Coordinate with the pilot
    (only) on this ahead of time. For obvious reasons, there is no
    smoking on the flight line.

21. Small engine fires may occur at engine start. In a small piston
    powered airplane, the pilot may elect to attempt to extinguish the
    fire by continuing to crank the engine. Do not use a fire
    extinguisher in this case unless instructed to do so by the pilot.

Once the engine has started successfully allow several minutes for the
aircrew to perform necessary radio checks and to obtain clearances from
the tower. The marshal should stand by at parade rest until the pilot
gives a \"Thumbs Up\" to indicate readiness to taxi. Be sure to direct
the aircraft in the appropriate direction for the taxiway on their way
to the run-up area (a designated location on the airport taxiway for
aircraft run up the engine and test all systems prior to flight).

22. Upon completion of marshaling an outbound aircraft, snap to
    attention and give a quick hand salute to the pilot. This salute
    should be returned, but may not be visible to the marshaler. Report
    wheels off time to Air Ops.

23. When marshaling an inbound aircraft, monitor the published tower,
    unicom, or ground frequency as appropriate. Report aircraft arrival
    and wheels down time to Air Ops. If operating from an airport with
    an operational control tower, the control tower will give pilots
    taxi instructions by radio, until off the taxiways.

24. Begin marshaling the inbound aircraft once it has turned off the
    active runway to the taxiway leading to the GA ramp area. If the
    aircraft has an unobstructed view of the marshaler, stand at where
    you want the nose of the aircraft to park and raise your hands full
    up to signal the pilot 'This Marshaler'. If the view to the parking
    location is obstructed by other aircraft, the marshaler should
    proceed safely out far enough onto the tarmac to be seen by the
    taxiing pilot. Once visual contact is ascertained, slowly walk to
    the spot where the nose should be parked, maintaining eye to eye
    contact with the pilot at all times. Once the aircraft is aligned
    with the desired parking spot and approaches, the marshaler should
    step back and to the left 25 feet while maintaining visual contact
    with the pilot. The marshaler should quickly look to the rear
    periodically while walking to ensure their own safety. Ensure
    adequate space between adjoining aircraft as the plane taxis into
    the parking slot. Attempt to align all aircraft nose tips into a
    neat row along the tarmac.

25. Do not approach closer than 25 feet to the aircraft until the prop
    has completely stopped spinning and instructed to do so by the
    pilot, or when the door opens. Never chock a propeller aircraft
    until the door is opened or signaled to do so by the pilot.
    Expensive jet aircraft may require chocking of nose gear before
    engine shutdown, but exercise extreme caution to avoid intake areas.

26. After the aircrew has exited the aircraft, welcome them to the base,
    and direct them to the location of Air Ops. Be on guard for wobbly
    legs of aircrew who have been sitting in cramped quarters for hours
    on end. It helps to know where the nearest bathrooms are. Arrange
    for fuel if requested to do so by the pilot. Ensure that the proper
    grade of fuel is used (usually 100LL in CAP aircraft), static ground
    lines are used, and that the correct amount of fuel requested is
    transferred. Submit any aircraft fuel receipts to Air Ops.

27. Ensure wheel chocks and tie-downs are on hand, and use them when
    necessary. Do not use chocks if freezing rain or snow is predicted.
    Only aircrew should remove chocks, before start-up, as part of their
    routine pre-flight check. Turbine aircraft may require removal of
    chocks after start-up, but this should be signaled by the pilot with
    a thumbs outward motion, and done only with extreme caution for the
    hazards of the operating engine.

28. Clean aircraft windows as necessary with approved aircraft
    plexiglass cleaner only. Never use any other window cleaners such as
    Windex; crazing may result.

29. Do not otherwise touch aircraft unless specifically instructed to do
    so by the pilot or Air Ops. Tie downs, wheel chocks, and gust locks
    are ultimately the responsibility of the pilot. Any aircraft to be
    pushed into a new position should have a CAP pilot present during
    movement.

30. For night operations preferably use a pair of luminescent
    cone-covered flashlights. Never shine a flashlight directly at the
    pilot as it will destroy the night vision.

31. On radiologic, chemical, or biological monitoring missions, mark off
    a decontamination area. Report any unsafe taxiing or aircraft
    problems to Air Ops.

32. It is unlikely that Rhode Island CAP would be using vehicles in the
    airport operations area. If CAP vehicles are necessary, they should
    be marshaled in the same way as aircraft when within fifty feet of
    an airplane. CAP drivers should be reminded that at all times on the
    airport they should

-   Drive with the driver\'s side toward aircraft

-   Observe speed limit of 5 mph when within 50 feet of aircraft,
    otherwise 15 mph.

-   Always operate with rotating amber beacon on while on the airport
    operations area

-   Aircraft always have the right of way

-   When approaching aircraft at night, turn off headlights to amber
    parking lights only.

-   Be especially observant against strikes to aircraft wings and tails.

33. If operating at an unimproved field (authorized only in actual
    missions if necessary):

-   Survey air field for hazards.

-   Advise Air Ops on field status.

-   Prominently mark any found hazards.

-   Survey the air field for best parking and taxi routes.

-   Mark taxi routes and parking areas for mission aircraft as
    necessary.

-   Map taxi routes and parking areas for briefing officer.

-   Arrange for a \"follow-me\" vehicle if necessary and possible.

**Flight-Line Equipment List**

-   Adequate weather protection: Gloves & rain proof coat with integral
    hood.

-   Orange/reflective vests for each person on the flight line
    marshaling team

-   Ear plugs or ear cover headsets for marshals

-   Eye protection: goggles, eyeglasses, or sunglasses, preferably UV
    filtering

-   Eye wash solution (May use saline contact lens solution) \--for
    removal of foreign bodies blown into eyes.

-   Sun protection (SPF-15 or greater) & insect protection (30% DEET or
    better)

-   Hand wands (batons) for each marshaler are preferred. These can be
    dayglo colors for day use, or flashlights with wand attachments for
    nighttime

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-   Filled and operating fire extinguisher(s)

-   Binoculars (to identify incoming CAP aircraft)

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-   Approved plexiglass cleaner & clean, nonabrasive cloth

-   2 way radio for comm with aircraft and air ops

-   Air Ops freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

-   Mission Base freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

-   Air to Ground freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

-   Tower/CTAF freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ (monitor)

-   Ground freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ (monitor)

-   Multicom/FBO freq: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ (monitor)

-   Airport Police (RIAC): **737-4000**\_\_\_\_\_\_\_\_\_

-   Airport Police (Outside RI): **1-866-427-3287**

**Notes**:
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