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from inside or outside the aircraft but must be according to agreed procedures, to avoid any
risk of accidental activation of the emergency chute. There should also be a suitable procedure
for the closing of the door and retraction of the air bridge.
Access steps
21 These may be provided by the ground handler, the airport or the airline operator and should
be designed to be compatible with the aircraft type, and to provide adequate protection from
risk of falls.
22 Whether the door is opened from inside or outside, the steps and adjustable guard rails
should be positioned as close to the aircraft as possible to avoid risks of falls from the platform
or the open door. Clear procedures and signals should be used to open the door.
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SIM 05/2005/05 - Preventing Falls from Height from, or When Opening or Closing Aircraft Doors
Communication is again paramount.
23 Once the door is open adjustable guard rails on the access steps should be extended and
locked in place such that the risk of any personnel/ equipment falling through the gaps
between the aircraft and access steps is minimised. The aircraft door must NOT be left
unguarded during this operation.
24 Clear procedures and means of communication should also be in place for removal of
aircraft steps. Steps should only be removed by ground handlers on positive instruction from
authorised persons eg trained cabin crew or handling staff, according to the Turnround plan.
Where possible the door should be closed before the steps are moved away from the aircraft.
Where the steps have to be moved away before the aircraft door is closed, the door MUST
NOT be left unprotected and unsupervised at any time and the door must be closed without
delay.
25 The Turnround Plan should ensure that all ground staff have completed their tasks and left
the aircraft or can exit safely using passenger steps before doors are closed and steps
removed.
Integral aircraft steps
26 These are part of the aircraft structure and are invariably operated by the cabin crew. The
door is first cracked open then the stairs positioned. As the operation and design of such steps
are part of the aircraft design, safe operation is dependent on training and competence of
cabin crew. The manufacturer's instruction should include a method of work for safely opening
the door and positioning the steps.
27 Once an aircraft door is open and guarded steps are in position, the access may be used
by authorised cleaners, security, airline employees, or passengers as necessary without risk of
falls from unguarded edges.
Service equipment
28 Where doors are used solely for servicing the aircraft, such as loading catering and galley
supplies, they may be opened from inside by authorised/ trained cabin crew, in which case the
same requirements apply as with passenger doors above.
29 If ground handlers access the aircraft via passenger doors to open the service door from
the inside, procedures, communication and signals must be in use to protect both the worker
inside the aircraft and any worker outside the aircraft door. Steps or a platform must be in
position outside the door before it is opened to provide protection from falling, and guard rails
must be fully positioned as soon as the door is open.
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Emergency doors
30 These doors should only be used for emergency evacuation. Where procedures exist for
opening other aircraft doors for routine turnround, airlines should have contingency plans in
place for any unforeseen access difficulties, airport diversions or emergencies.
Personal Fall Protection Systems/Equipment
31 The provision of equipment with edge protection may not be reasonably practicable for
some tasks of short duration or where guard rails cannot be positioned fully, for instance when
opening aircraft doors outwards. In such circumstances the use of personal fall protection
equipment connected to a suitable anchorage point may be an acceptable solution, if there are
no alternative means of protection.
32 There are considerable limitations on the use and suitability of fall protection or work
restraint equipment on aircraft and access platforms, including availability of attachment points
that are rated for fall arrest (i.e. strong enough), actual height of work, whether there is
sufficient height for a fall arrest system to work, the risk of hitting obstructions on the aircraft or
vehicle during a fall, and the additional safety risks introduced in attaching and using
　
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