what do you mean by ground operation in connection to airlines?

Answer 1

Ground operations are actually huge. It includes the baggage handlers to put checked bags onto planes, take it off planes and transfer it between planes for people making connecting flights. It also includes people who maneuver the jet bridge that goes between the aircraft and the gate, and people who service the plane (deal with cleaning it, removing trash and sewage from the plane, and bringing food and drinks onto the plane).

Answer 2

Ground Operations

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Preflight Inspection
Engine Starting
Pre-Taxi Operations
Taxiing
Pre-Takeoff Operations
After Landing Operations
Engine Shut-Down Procedures

Preflight Inspection

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The preflight inspection is an area in which the student AND the instructor may have a tendency to become complacent. It is, however, an extremely important segment of EACH AND EVERY FLIGHT. You have absolutely no idea what the structural and mechanical condition of the airplane is when you walk out for a flight.
It will be necessary for the instructor to continually double-check the student's preflight proficiency to assure the aircraft is in safe condition for flight. This shall be done in various ways:


The instructor shall monitor the student's performance of the preflight inspection at least once per week. During the process, the student shall be orally quizzed as to the purpose of inspecting various items and what acceptable limits are for various discrepancies.

The instructor will regularly effect discrepancies for the student to find during un-monitored preflight inspections. Discrepancies involving airframe or powerplant airworthiness or aircraft certification requirements must be SIMULATED unless effected and corrected by the Maintenance Support Supervisor.

The instructor will regularly ask the student what discrepancies have been logged on the aircraft being flown, and how they may effect the flight.
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Engine Starting

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In order to start any engine properly and to reduce the possibility of engine fires during starting, it is imperative that the student be thoroughly familiar with efficient operation of th engine's induction system, and safety precautions associated with engine starting.
Some notes about engine starting:


CLEAR THE PROP! The word "CLEAR" MUST BE SOUNDED LOUDLY enough for anyone within 100' of your aircraft to easily hear, and therefore visually check for you. When you hear someone else yell "CLEAR", you should check for them, and, if their prop area is clear, repeat the yell back to them.

Get into the habit of VISUALLY clearing the area AFTER CLEARING VOCALLY. Be particularly aware of conditions BEHIND YOUR AIRPLANE which may be effected by your prop-blast.

The engine primer needs to be used ONLY if the engine is"cold-soaked" (at least 5 hours since it was last run).Unless the temperature is VERYcold (less than +20degreesC , the use of primer MUST BE RESTRICTED to no more than ONE STROKE PER PRIMED CYLINDER. In addition, the primer should NOT be left out during the start at temperatures warmer than those above. The following is a list of the number of primed cylinders on our aircraft:
Cessna 152 - either 3 or 4
Cessna 172 - 1
Piper Super Cub - 4
Cessna 172RG - 4
Cessna 180 - 4
Cessna 185 - 6-cylinder electric primer
Seminole - 4-cylinder electric primer
Other aircraft - per briefing

Excessive priming will liquify the injected fuel, which in turn will (1) flood the engine, (2) possibly frost-over or foul the spark plugs, and/or (3) allow the liquid fuel to flow down through the intake manifold into the air-box, where it can easily be ignited by a minor backfire during engine start.

NEVER PUMP THE THROTTLE of an up-draft or side-draft aircraft carburetor unless the engine is actually being turned over by the starter motor, drawing the atomized (not "vaporized") fuel into the cylinders. The fuel mist pumped into the intake manifold of a non-rotating engine will simply drip out the carburetor and into the air-box, where it becomes a major factor in air-box fires.
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Pre-Taxi Operations

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Prior to taxiing, a DISPATCH CALL will be made to the company dispatcher.
The mixture control shall be LEARNED FOR MAXIMUM SMOOTHNESS prior to taxiing. This practice will help extend the usable life of the spark-plugs (minimum fouling) and the engine in general. It will also help provide a more economical operation.

The HEADING INDICATOR shall be set to reflect the correct heading prior to taxiing. This habit will allow for better orientation when operating at unfamiliar airports.

A VISUAL CHECK OF THE AREA particularly to the rear of the aircraft, must be made prior to applying power to begin taxiing. Due caution and consideration for others requires sound judgement in decision making.

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Taxiing

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MINIMUM THRUST is to be used to begin taxiing, and the BRAKES MUST BE SMOTHLY CHECKED as soon as the aircraft begins to roll. It is NOT REQUIRED to bring the aircraft to a complete stop. However, you MUST BE ASSURED that your brakes have normal effectiveness prior to continuing. If they do not feel effective, SHUT THE ENGINE DOWN AND HAVE THEM CHECKED.
While taxiing in close proximity to other aircraft or any obstacles, the aircraft will be operated NO FASTER THAN A MAN CAN WALK. Whenever there is ANY DOUBT as to safe clearance, STOP THE AIRPLANE, SHUT OFF THE ENGINE, get out of the airplane and manually move the aircraft to a safer position.

When taxiing in an unobstructed area, maintain a SAFE SPEED allowing the aircraft to be IMMEDIATELY AND SAFELY STOPPED should any hazard suddenly appear. In NO CASE should the airplane be taxied FASTER THAN A BRISK JOGGING SPEED, nor should the pilot's hand be away from the throttle.

The BRAKES WILL BE CHECKED AGAIN well in advance of reaching the run-up area or any area where hazards may exist. The aircraft shall be SLOWED TO A WALKING SPEED prior to reaching the run-up area.

When taxiing ACROSS A RUNWAY (whether active or not), the aircraft shall be SLOWED prior to reaching the holding line, and a THOROUGH CHECK will be made for any traffic which may be landing or departing.

During all taxi operations when the WIND IN EXCESS OF 10 KNOTS, appropriate CONTROL DEFLECTIONS SHALL BE MADE to help keep the aircraft safely under control.

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Pre-Takeoff Operations

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Many of the operations listed in the pre-takeoff checklist may be accomplished while the airplane is being taxied to the run-up area. It is totally permissible to accomplish these items while "on the roll", however the aircraft must be kept properly aligned ON THE TAXIWAY CENTERLINE, and with TOTAL REGARD TO SAFE TAXI SPEEDS AND COLLISION AVOIDANCE. The ENGINE RUN-UP CHECK MAY NOT BE ACCOMPLILSHED WHILE TAXIING.
The flight controls shall be checked not only for FULL AND CORRECT DEFLECTION, but also for INTERFERENCE WITH EACH OTHER.

All flight instruments and radios should be set as appropriate to the flight. The student is expected to TOUCH EACH FLIGHT INSTRUMENT AND RADIO as this procedure is being accomplished, and STATE ALOUD the appropriate reading/setting. Note that the engine instruments are not part of the "flight instruments/radios - set" procedure. They are checked during the engine run-up procedure.

The fuel system should be set for the takeoff. This will include re-checking the fuel valve(s), TOUCHING AND READING THE FUEL GAUGE(S) and re-assuring the PRIMER(S) IS/ARE IN AND LOCKED.

The elevator trim for the aircraft should be set, and (if practicable) the position of the trim tab VISUALLY ASSURED. The proper position for the elevator trim tab may be taught by noting it's position after takeoff on an early training flight

Positioning the aircraft for the pre-takeoff check:


Position the aircraft in such a way as to DIRECT THE PROPWASH OFF THE TAXIWAY, and AWAY FROM OTHER AIRCRAFT which may taxi up behind you.

If possible, position the aircraft WELL TO THE SIDE of the taxiway or run-up area, so as to permit other aircraft to pass.

Face the aircraft into the wind only if the engine temperature(s) require the additional cooling.
It is wise to include a review of the "critical numbers" prior to takeoff. These numbers should include at least Vx, Vy, and the best glide speeds of the airplane. There is nothing wrong with also noting the appropriate takeoff and landing distance requirements for the airplane under the existing density altitude conditions.

After completing the pre-takeoff check and setting the aircraft configuration for takeoff, position the aircraft in such a way as to provide a THOROUGH VIEW OF APPROACHING TRAFFIC. Nothing is wrong with turning a complete circle, if that's what is needed. Take sufficient time clearing the area to POSITIVELY ASSURE RIGHT-OF-WAY for landing aircraft. Pay PARTICULAR ATTENTION to the FINAL APPROACH course, as aircraft (especially gliders) approaching head-on are the most difficult to see. DO NOT ROLL ONTO THE RUNWAY UNTIL SUCH TIME AS YOU CAN SAFELY TAKEOFF WITHOUT ENDANGERING ANOUTHER AIRCRAFT'S APPROACH AND LANDING. Cutting off an aircraft that is on the final approach is extremely hazardous, is a violation of FARs and IT WILL NOT BE TOLERATED.

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After-Landing Operations

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Upon completion of a full-stop landing, DO NOT TURN OFF THE RUNWAY CENTERLINE UNTIL THE AIRCRAFT HAS BEEN SLOWED TO WALKING SPEED. High-speed turns are one of the leading causes for landing accidents. Airplanes are very top-heavy, so they tip easily.
Once clear of the runway (the ENTIRE AIRPLANE BEYOND THE HOLDING LINE), the "After Landing" checklist may be accomplished. If the student has shown proficiency in being able to accomplish this procedure while taxiing, the aircraft need not be stopped.

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Engine Shut-Down Procedure.

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Prior to engine shut-down, call the company dispatcher to advise them of your return.
Since we normally use the mixture control to shut down an airplane's engine, we are never absolutely certain that the magnetos are properly shut off (grounded). If they are not, the slightest movement of the propeller may cause the spark plugs to fire, kicking the engine over. This, of course, may be extremely hazardous to one's health, especially during preflight inspection. In order to help assure the grounding wires and switch are still functional, A MAGNETO GROUNDING CHECK shall be accomplished prior to shut-down:

Throttle to IDLE

Cycle the magneto switch smoothly and quickly "OFF", then back to the "BOTH" position.

Note that the engine hesitates as the switch cycles through the "OFF" position. If the engine DOES NOT HESITATE CONTACT THE COMPANY DISPATCHER to send a mechanic out to the airplane, and DO NOT LEAVE THE AIRPLANE until appropriate safety measures have been taken.
Engine shut-down will be accomplished with the throttle set at 800-1,000 RPM. The MIXTURE CONTROL will be smoothly moved to the cut-off position. NO OTHER ACTION IS NECESSARY until the engine has come to a COMPLETE STOP. Then the magneto and master switches may be turned OFF. Make certain that the MAGNETO SWITCH has been rotated ALL THE WAY TO THE "OFF" POSITION before removing the key. As key-type magneto switches get older and more used, it may become possible to remove the key while a magneto is still HOT.