As 4001 Issue 12 - 0 PDF

AS.
4001
Ground Handling Manual
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Purpose:
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The Ground Handling Manual (GHM) provides written guidance for Agencies involved
in the Ground Handling and Turnaround Operations for AirTanker aircraft and defines
the policies and procedures to be adopted.
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Scope:
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This document details the actual procedures that Ground Handling Agents are
required to comply with when handling AirTanker aircraft. This document does not
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deal with all eventualities and Ground Handling Agents are to use their skill and
knowledge if a procedure is not specifically defined.
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Approved by: Authorised by:

Owner:
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Name: R Boreham Name: S Butler

Name: N Brizland
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Support Services Manager Head of Ground Operations

Aviation Services Manager
© 2020 AirTanker Services Limited. This document contains confidential, technical and / or commercial information which
is the property of AirTanker Services Limited. No disclosure, use or reproduction is permissible without the prior written
consent of AirTanker Services Limited, except for official purposes within HM Government.
Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

printed copies are not controlled
Page 1 of 259
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Record of Revisions
Issue Issue Date Type Detail of Change Affected Pages
No.
1.0 Original issue
2.0 01-Aug-12 Rev
3.0 15-Mar-13 Rev
4.0 01-Sep-13 Rev
5.0 28-Aug-14 Rev
6.0 21-Jan-15 Rev Completely revised for EASA Ops All
compliance
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7.0 9-Mar-15 Rev
7.1 26-Mar-15 Amd
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7.2 28-Jul-15 Amd
8.0 16-Sep-15 Rev
9.0 11-Jan-16 Rev
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10.0 Amd Clarification over use of Page 50
passenger steps
Amd Loading Dangerous Goods to Page 129
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ULDs
Amd Change to Ops/Ex baggage Pages 91 and 148
allowance to 55kgs
Amd
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Minor amendment to Turnaround Pages 40 to 42
Procedure and Plan 3.15 & 3.16
Amd Minor addition to Positioning of Page 51
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Service Equipment to Cabin
Doors 3.21.9
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Amd Minor amendments to wording Various

Rev Cargo Hold Door operating Pages 28 to 32
procedures
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Rev De-icing / Anti-icing revision Pages 62 to 79

Amd Crew baggage entitlement Page 93
Rev Ramp Safety Page 36
Rev Equipment Restraint Area Page 37
Rev Ground Run Up Danger Areas Pages 43 to 45
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11.0 Rev Aircraft pushback procedures Page 55

Amd Various minor/typographical Various
changes to Section 3
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Amd Inclusion of FOD at 3.11.1 Page 39

Amd Change to wording of passenger Page 139
standard weights
Amd Removal of reference to crew Various
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baggage; 4.8, 7.7, 7.9

Amd Inclusion of specific training Page 173
requirement at 12.6.1
Amd 3.6 Change to the period for Page 37
which records are to be kept
Rev Formation of Section 12 – De- Page 169
icing / Anti-icing and Winter
Operations, including insertions
Amd Minimum turnaround time Page 62
Rev Inclusion of Inop APU procedure Page 41
Amd Update to ANO article 124 Page 133
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Amd Inclusion of Nil NOTOC Page 126
procedure 6.13.1
Amd Updated Table 11 (extract of Pages 97 to 103
IATA DGR 2.3.A)
Rev Addition of 4.2.3 emphasising Page 86
hidden DG at check-in phase
Amd Addition of signatory’s name on Page 120
DG acceptance checklist (6.10.1)
11.0 and retention of checklists
cont. Rev Inclusion of composite spray Page 184
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11.1 Amd Amendment to the dry ice Page 34
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carriage limitations
Amd Inclusion of IATA IGOM wheel Page 45
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chock placement figure (36)
Amd Clarification over the Pages 48-49
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performance of pre-departure
walk around check.
Amd Clarification over infant seating Page 77
policy
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Amd Restrictions to the carriage of Pages 95-96
PEDs in checked luggage
Amd Restrictions to the carriage of dry Page 126
ice
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Amd Amendment to communication Page 127
procedure for NOTOC at 6.13.2
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11.2 Amd Alignment of Section 6 with IATA Various
DG Regulations 59th Edition.
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Amd Clarification of scope of Page 40

personnel to observe anti-
collision beacons.
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Amd Reference to AirTanker GHOR in Page 162

Section 10.
Correction to timings at 3.27.3.1
Amd Addition of 3.28 Toilet System Pages 69-72
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Servicing
Amd Alignment to Air Carrier Security Pages 155-158
Programme 9.5
Amd Amendments to Carriage of Pages 125-129
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EMAs
Amd Procedure for Munitions of War Pages 92-93
11.3 Amd Corrections to Section 6 – Pages 95-137
Dangerous Goods
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11.4 Amd Revised fuelling operations with Page 74

passengers on board
11.5 22 May 19 Amd More detailed guidance on the Pages 29-34
operation of hold locks
Amd Changes to the carriage of Pages 87-89 and 93-94
animals (leased operations)
Amd Amendments to DG carried by Pages 103-104
passengers and crew
Amd Inclusion of hold security Pages 162-163 and 233
declaration

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11.5 22 May 19 Amd Changes to SAE documentation Pages 185 and 188-190
cont. reflected in Chapter 12
12.0 29 Jun 20 Amd Correction of procedures Page 92
regarding carriage of UNMINs
Rev Change to some details, Pages 149-182
associated forms and layout of
Chapter 7 iaw IATA GOM ed 39
Amd Inclusion of adverse weather Pages 44-49
conditions
Amd Changes to SAE documentation Pages 205-244
reflected in Chapter 12
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In the Type column above, ‘Rev’ indicates a revision, or major change resulting in a change
to issue number units and ‘Amd’ indicates an amendment, or minor change resulting in a
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change to issue number decimals.
Each amendment or revision will result in the reissue of the complete document with the
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effect that all pages will always reflect the same revision / amendment level. The revision
and amendment levels are collectively expressed as the issue number of the document.
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Distribution - External:
All external copies are electronic copies via company webpage www.airtanker.co.uk/ghm
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Ground Handling Agents (on appointment)
MoD Ground Handling Contracts (HQ Air)
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Distribution - AirTanker:
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All internal copies are electronic copies via company webpage www.airtanker.co.uk/ghm
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Head of Ground Operations

Dispatch Manager
Ops Quality and Safety Assurance Manager
Head of Material and Logistics
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Operations Library
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AS.4001
Contents
1 GHM – Administration and Control .......................................................................... 12
1.1 Introduction ..................................................................................................... 12
1.2 Issue of the GHM ........................................................................................... 12
1.3 Amendments to the GHM............................................................................... 13
1.4 Printing the GHM (GHAs only) ....................................................................... 13
1.5 AirTanker GHM policy .................................................................................... 13
1.6 Amending the GHM ........................................................................................ 13
1.7 AirTanker Contact information ....................................................................... 14
1.8 AirTanker Safety Policy .................................................................................. 14
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1.9 Communications ............................................................................................. 15
2 Aircraft Characteristics............................................................................................. 16
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2.1 General Information........................................................................................ 16
2.2 Airbus A330-MRTT......................................................................................... 16
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2.3 Aircraft Limited Design Masses ..................................................................... 16
2.4 Aircraft Dimensions ........................................................................................ 17
2.5 Aircraft Servicing Points ................................................................................. 18
2.6 Aircraft Doors.................................................................................................. 19
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2.7 Aircraft Cabin .................................................................................................. 19
2.8 Aircraft Lower Holds ....................................................................................... 23
2.9 Unit Load Devices (ULDs).............................................................................. 24
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2.10 ULD No-Fit Position........................................................................................ 29
2.11 Operation of ULD Locks ................................................................................. 30
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2.12 Cargo Door Operation in High Winds ............................................................ 35
2.13 Forward/Aft Main Cargo Door Operation (Normal Operation)....................... 35
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2.14 Forward/Aft Main Cargo Door Operation (Manual Operation – without

electrical power) ............................................................................................. 38
2.15 Operation of the ‘Bulk Hold (H5)’ Access Door ............................................. 38
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2.16 Potable Water ................................................................................................. 40

2.17 Aircraft Waste / Toilet Tanks .......................................................................... 40
3 Ramp Operations ..................................................................................................... 41
3.1 General ........................................................................................................... 41
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3.2 Risk Assessments .......................................................................................... 41

3.3 Ramp Safety Monitoring ................................................................................. 42
3.4 Audit and Review ........................................................................................... 42
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3.5 Responsibilities .............................................................................................. 42

3.6 Equipment Suitability and Inspection ............................................................. 42
3.7 Reporting of Damage to Aircraft .................................................................... 43
3.8 Ramp Safety ................................................................................................... 43
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3.9 Adverse Weather Conditions ......................................................................... 44

3.10 Ground Aircraft Safety Precautions ............................................................... 49
3.11 Aircraft Tipping ............................................................................................... 49
3.12 Equipment Restraint Area .............................................................................. 50
3.13 Anti-Collision Beacons ................................................................................... 52
3.14 Aircraft Chocks ............................................................................................... 55
3.15 Aircraft Cones ................................................................................................. 57
3.16 Turnaround Plan ............................................................................................. 58
3.17 Aircraft Check on Arrival ................................................................................ 61
3.18 Vehicle / Ground Equipment Positioning / Operation .................................... 61
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3.19 Ground Run Up Danger Areas ....................................................................... 62
3.20 Aircraft Towing, Pushback, Marshalling and Parking .................................... 63
3.21 Ground Equipment Positioning ...................................................................... 67
3.22 General Positioning of Ramp Equipment....................................................... 70
3.23 ULD Serviceability Check............................................................................... 71
3.24 Aircraft Pitot Tubes, Vanes, and Sensors ...................................................... 72
3.25 Aircraft Doors.................................................................................................. 72
3.26 Ground Turnaround Times ............................................................................. 74
3.27 Aircraft Cleaning ............................................................................................. 75
3.28 Potable Water ................................................................................................. 77
3.29 Toilet System Servicing .................................................................................. 81
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3.30 Fuelling ........................................................................................................... 84
3.31 Fueling/Defueling with Passengers on Board................................................ 86
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3.32 Aircraft Ground Power Requirements ............................................................ 86
3.33 Air Start Trolleys ............................................................................................. 86
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3.34 Use of an Air Start Unit (ASU) ....................................................................... 87
3.35 Live Animals ................................................................................................... 88
3.36 Cargo Handling .............................................................................................. 88
3.37 Fire Safety ...................................................................................................... 88
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4 Passenger and Baggage Handling.......................................................................... 90
4.1 General ........................................................................................................... 90
4.2 Check-In ......................................................................................................... 90
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4.3 Special Category Passengers ........................................................................ 91
4.4 Passenger Boarding/Seat Classes/Seating ................................................... 97
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4.5 Baggage Allowance........................................................................................ 99
4.6 Carriage of Sporting Weapons/Shotguns and Ammunition........................... 99
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4.7 Cabin Baggage ............................................................................................. 100

4.8 Air Transport Security................................................................................... 101
4.9 Dangerous Goods in Passenger Baggage/On Persons .............................. 102
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4.10 Sharps .......................................................................................................... 102

4.11 Smoking Policy ............................................................................................. 102
4.12 Passenger No-Show Procedures................................................................. 102
4.13 Advanced Passenger Information (API) ...................................................... 102
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5 Cargo Handling ...................................................................................................... 103

5.1 General ......................................................................................................... 103
5.2 Documentation ............................................................................................. 103
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5.3 Special Category Air Cargo.......................................................................... 103

5.4 Security ......................................................................................................... 108
5.5 Suspect Articles ............................................................................................ 108
5.6 Cargo Handling Process .............................................................................. 108
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6 Dangerous Goods .................................................................................................. 110

6.1 Introduction ................................................................................................... 110
6.2 Approval of the Operator .............................................................................. 110
6.3 Dangerous Goods Not Requiring Approval ................................................. 111
6.4 Training ......................................................................................................... 112
6.5 Limitations .................................................................................................... 113
6.6 Classification ................................................................................................ 123
6.7 Documentation ............................................................................................. 125
6.8 Packing ......................................................................................................... 126
6.9 Marking and Labelling .................................................................................. 127
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6.10 Handling, Storage and Loading ................................................................... 136
6.11 Carriage of Dry Ice on Voyager Aircraft ....................................................... 144
6.12 Loading of Live Animals with Dangerous Goods ......................................... 144
6.13 Notification to Captain (NOTOC) ................................................................. 145
6.14 Dangerous Goods Accident and Incident Reporting ................................... 146
6.15 Removal of Contamination ........................................................................... 147
7 Load Control .......................................................................................................... 149
7.1 Introduction ................................................................................................... 149
7.2 Load Control Principles ................................................................................ 149
7.3 Regulatory Requirements ............................................................................ 149
7.4 Responsibilities ............................................................................................ 150
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7.5 Information Exchange .................................................................................. 153
7.6 Load Planning............................................................................................... 153
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7.7 Standard Mass Values ................................................................................. 153
7.8 Passenger Seating ....................................................................................... 156
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7.9 Cargo and Mail ............................................................................................. 157
7.10 Estimated Payload Calculation .................................................................... 157
7.11 Estimated Zero Fuel Mass (EZFM) .............................................................. 157
7.12 Loading Instruction & Report (LIR) .............................................................. 157
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7.13 Load & Trim Sheet (Loadsheet) ................................................................... 158
7.14 Associated Documentation .......................................................................... 159
7.15 Last Minute Changes (LMC) ........................................................................ 159
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7.16 Loadsheet Discrepancies ............................................................................. 159
7.17 Post Departure Messaging........................................................................... 159
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7.18 AirTanker Contact Details ............................................................................ 160
Annex A to Chapter 7 ................................................................................................... 162
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LOAD CONTROL Aircraft Data Airbus A330-200........................................... 162

7.19 A330-200 Aircraft Data ................................................................................. 162
7.20 A330-200 Load Planning.............................................................................. 172
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7.21 A330-200 Mass & CG Calculation ............................................................... 177

7.22 Appendices ................................................................................................... 181
8 Bird and Wildlife Control ........................................................................................ 183
8.1 Introduction ................................................................................................... 183
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8.2 Operational Standards ................................................................................. 183

9 Security .................................................................................................................. 185
9.1 Introduction ................................................................................................... 185
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9.2 Training Requirements ................................................................................. 185

9.3 Recruitment and Employment of Staff ......................................................... 186
9.4 Passenger Check In / Boarding ................................................................... 186
9.5 Passenger Baggage ..................................................................................... 187
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9.6 Security Search of the Aircraft Holds ........................................................... 190

9.7 Bomb Threat Warnings ................................................................................ 191
10 Safety and Compliance Monitoring ....................................................................... 194
10.1 Safety............................................................................................................ 194
All accidents, incidents and occurrences shall be reported immediately to AirTanker
using the agreed reporting methods in compliance with ORO.GEN.160 where
appropriate. .................................................................................................. 194
10.2 Compliance................................................................................................... 194
11 Crisis Management / Emergency Procedures ...................................................... 195
11.1 Introduction ................................................................................................... 195
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11.2 Handling, Notifying and Reporting of Occurrences ..................................... 195
11.3 Communication in the Event of an Incident/Accident .................................. 199
11.4 Immediate Communication / Notification of Incident / Accident .................. 199
11.5 Communication Once Crisis Centre is Activated ......................................... 199
11.6 Handling Company Responsibilities ............................................................ 199
11.7 Local Incident Coordination Centre (LICC) .................................................. 200
11.8 Handling Company Immediate Actions ........................................................ 201
11.9 Family Assistance Centre (FAC) .................................................................. 201
11.10 Access to Aircraft and Removal of Baggage ............................................... 201
11.11 Handling Public Telephone Calls ................................................................. 202
11.12 Liaison and Support to AirTanker Site Teams ............................................. 202
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11.13 Actions at Airport of Passenger Origin ......................................................... 202
11.14 Handling Survivors and Next of Kin ............................................................. 203
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12 De- icing / Anti-icing and Winter Operations ......................................................... 205
12.1 General ......................................................................................................... 205
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12.2 Regulatory Requirements ............................................................................ 205
12.3 Potential Weather Effects on Aircraft Operations ........................................ 205
12.4 Personal Health and Safety ......................................................................... 206
12.5 Clean Aircraft Concept ................................................................................. 206
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12.6 Tasks Prior to De-icing/Anti-Icing Treatment ............................................... 207
12.7 Definitions ..................................................................................................... 207
12.8 Airport Winter Operations............................................................................. 212
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12.9 Qualification and Training ............................................................................ 213
12.10 Communication Procedures ......................................................................... 217
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12.11 Fluid Selection .............................................................................................. 217
12.12 Fluid Management........................................................................................ 219
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12.13 Procedure ..................................................................................................... 221

12.14 Aircraft Avoid Areas...................................................................................... 227
12.15 Holdover time ............................................................................................... 235
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12.16 Post Treatment Checks ................................................................................ 238

12.17 De-icing/anti-icing communication ............................................................... 241
12.18 Sample Guide for De-icing Procedure ......................................................... 244
12.19 Cold Weather Precautions ........................................................................... 245
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Table of Figures
Figure 1 Aircraft Views and Main Dimensions .................................................................... 17
Figure 2 Aircraft Servicing Points ........................................................................................18
Figure 3 Aircraft Door Locations .........................................................................................19
Figure 4 Standard Cabin Configuration ..............................................................................20
Figure 5 Aeromed Seat Arrangement Zones ......................................................................21
Figure 6 Aeromed Seating Arrangement 1 .........................................................................21
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Figure 10 Aeromed Seating Arrangement 5 ......................................................................22
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Figure 11 Aeromed Role 3 .................................................................................................23
Figure 12 Lower deck Cargo Compartments .....................................................................24
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Figure 13 Maximum Lower Hold Weights ..........................................................................24
Figure 14 Fwd Hold Military Pallet Configuration .............................................................. 25
Figure 15 Fwd Hold LD3 Configuration .............................................................................25
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Figure 16 Fwd Hold LD6 Configuration .............................................................................26
Figure 17 Fwd Hold Civil Pallet Configuration ................................................................... 26
Figure 18 Aft Hold Military Pallet Configuration ................................................................. 26
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Figure 19 Aft Hold LD3 Configuration ................................................................................26
Figure 20 Aft Hold LD6 Configuration ................................................................................27
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Figure 21 Aft hold Civil Pallet Configuration ......................................................................27
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Figure 22 Aft Hold LD3 Configuration (including position 44 (G-VYGJ ONLY)) ............... 27
Figure 23 Bulk Hold Configuration (excluding all G-registered ac) ................................... 28
Figure 24 Bulk Hold Configuration (G-registered ac ONLY) ............................................. 28
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Figure 25 Example of a single type lock ............................................................................30

Figure 26 Example of a triple row combination ................................................................. 30
Figure 27 Example of a lateral, main compartment, SL4 ULD lock .................................. 31
Figure 28 Example of a lateral, doorway, SL4 ULD lock, forward hold positions ............. 31
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Figure 29 Example of a lateral, doorway lock .................................................................... 32

Figure 30 Locking by hand .................................................................................................32
Figure 31 Unlocking by foot ...............................................................................................33
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Figure 32 Locking SL4 Locks .............................................................................................33

Figure 33 Unlocking SL4 Locks .........................................................................................34
Figure 34 Door Locks .........................................................................................................34
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Figure 35 Example of AKE (LD3) type ULD locked using a longitudinal (forward/aft) lock
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Figure 36 Example of military SL4 type ULD locked in position using the SL4 lateral locks
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Figure 37 Operation of ULD Locks ....................................................................................36
Figure 38 Bulk hold Door Operation ..................................................................................38
Figure 39 Potable Water Data............................................................................................40
Figure 40 Waste Tank Capacities ......................................................................................40
Figure 41 Example of Equipment Restraint Area Markings .............................................. 50
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Figure 42 Examples of FOD...............................................................................................51
Figure 43 Pre-positioning GPU ..........................................................................................53
Figure 44 Flight Deck Hand Signals ..................................................................................54
Figure 45 Pre-positioning GPU ..........................................................................................55
Figure 46 Typical Acceptable Chock .................................................................................56
Figure 47 Wheel chock placement.....................................................................................56
Figure 48 Correct Positioning of Chocks ...........................................................................57
Figure 49 Aircraft Cone Positioning ...................................................................................58
Figure 50 Pre-Departure Walk Around Check ................................................................... 60
Figure 51 Approved Ground Equipment Chocks ............................................................... 61
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Figure 52 Idle Engine Danger Areas..................................................................................62
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Figure 53 Engine Breakaway Power Danger Area ............................................................ 63
Figure 54 Ground Equipment Positioning ..........................................................................68
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Figure 55 ULD Serviceability Placard ................................................................................72
Figure 56 Passenger No-Go Areas....................................................................................74
Figure 57 Toilet Servicing door ..........................................................................................82
Figure 58 Toilet water servicing panel ...............................................................................83
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Figure 59 Assistance Dog (UK) branded ID book ............................................................. 94
Figure 60 AS.OGD.015 Cabin Seating Plan ......................................................................98
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Figure 61 Human Remains Tie-Down Scheme ...............................................................105
Figure 62 Examples of Dangerous Goods posters..........................................................114
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Figure 63 Examples of Shippers Declaration of Dangerous Goods ...............................125
Figure 64 Example of Acceptance Checklist ...................................................................126
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Figure 65 Example of cargo aircraft only label ................................................................133

Figure 66 Lithium battery mark ........................................................................................134
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Figure 67 Example of excepted quantities mark .............................................................134

Figure 68 Example of limited quantities mark ..................................................................135
Figure 69 GHS Dangerous Goods labels ........................................................................136
Figure 70 GHS Non-Dangerous Goods labels ................................................................136
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Figure 71 Example of electric mobility aid label ..............................................................142

Figure 72 Example of DG NOTOC ..................................................................................146
Figure 73 AirTanker Form AS.OGO.009 – Bomb Threat Warning Report ..................... 193
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Figure 74 Example of a Safety Harness ..........................................................................206

Figure 75 Fluid Types. The colours of the three most common types (I, II, and IV left to
right, respectively) of aircraft de-icing/anti-icing fluids ..........................................................218
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Figure 76 Composite spray areas 1 .................................................................................225

Figure 77 Composite spray areas 2 .................................................................................226
Figure 78 Aircraft De-icing / Anti-icing Avoid Areas ........................................................227
Figure 79 APU air intake and exhaust .............................................................................228
Figure 80 Engine cowls, air intakes and exhausts ..........................................................228
Figure 81 Outlets of fwd and aft outflow valve .................................................................229
Figure 82 Outlets and inlets of the air conditioning system .............................................229
Figure 83 Landing gear, doors, brake system and wheels .............................................230
Figure 84 Pitot probes ......................................................................................................230
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Figure 85 Static vents / probes ........................................................................................231
Figure 86 Angle of attack (AOA) sensors ........................................................................231
Figure 87 Temperature sensor.........................................................................................232
Figure 88 Cabin windows and window seals ...................................................................232
Figure 89 Optional fit ........................................................................................................233
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AS.4001
1 GHM – Administration and Control
Information Owner: Aviation Services Manager
1.1 Introduction
The purpose of the Ground Handling Manual (GHM) is to provide written guidance for Ground
Handling Agents (GHAs) and to define the policies and procedures required to be followed to
ensure compliance with the requirements of EASA Ops and CAA regulatory requirements,
whichever take precedence and where possible.
The GHM, where applicable, outlines the responsibilities of GHAs and personnel and provides
instructions that are to be complied with. The GHM cannot cater for all eventualities but will
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provide information and guidance. The contracted supplier is responsible for the maintenance
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of standards.
The GHM is produced in accordance with the requirements of EASA Ops ORO.GEN.200.
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Reference for guidance may also be found within AirTanker Company Operations Manual
(COM) and Voyager Operations Manual (VOM), available via Aviation Services (details
below).
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The effectiveness of the procedures will be measured through periodic inspections of
contracted activities by the AirTanker Aviation Services Team in accordance with EASA Ops
ORO.GEN.205 and by the AirTanker Compliance department in accordance with
ORO.GEN.200(a)6.
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1.2 Issue of the GHM
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The GHM is a controlled document and is issued to airport GHAs to enable safe operation
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and handling of AirTanker aircraft. Refer to Section 10 for an overview of AirTanker Safety
Management System (SMS) and the Management System. Contracted activities are
managed in accordance with GM1 ORO.GEN.205 and GM2 ORO.GEN.205.
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The GHM is only available to GHAs as a web based document at the following URL;
www.airtanker.co.uk/ghm. GHAs can contact AirTanker by the following methods:
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Postal:
Aviation Services
AirTanker
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AirTanker Hub
RAF Brize Norton
Carterton
Oxon
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OX18 3LX
Email:
[email protected]
Telephone (not 24 hrs):
01993 873000 and request Aviation Services

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1.3 Amendments to the GHM
The GHM will be reviewed every six months. Any amendments will be incorporated and an
amended version of the GHM will be uploaded to replace the current online version. Users will
be notified of the amendment status and also of the nature of any changes. Changes will be
indicated by a vertical line adjacent to the change unless the manual is completely revised.
Notification of amendment status will be issued by email with a request for acceptance by
recipients. Any proposed changes should be emailed to [email protected].
Ground Operations Safety Notices
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In the event of a safety incident or regulatory change that occurs between editions of the GHM,
there may be a requirement for AirTanker to release a Ground Safety Notice (AS.OGA.037).
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Such notices will be distributed via email with a request for acceptance by recipients and
stored at the same hyperlink as the GHM, with an indication as to their validity
www.airtanker.co.uk/ghm.
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1.4 Printing the GHM (GHAs only)
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Printed copies of the GHM are discouraged and will be considered as uncontrolled. It is the
responsibility of all GHAs to ensure that they have the latest edition of this manual and any
associated supplements.
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1.5 AirTanker GHM policy
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The GHM will be published as an electronic copy only and accessed via the company website
(www.airtanker.co.uk/ghm).
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1.6 Amending the GHM

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Hand written amendments are not permitted and changes to the document are managed in
accordance with the document control requirements of the AirTanker Management System.
All amendments will be issued by the Aviation Services Manager and will include any follow-
up action required.
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Pages will be identified by:
• title and document number at the top of the page; and

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• page number, effective date and issue number at the bottom of each page.
All amendments must be recorded in the record of revisions at the beginning of the manual.
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1.7 AirTanker Contact information
The following are contactable via the numbers/emails shown in the table below and where
stated, on a 24 hour basis:
Title Contact 24 hr
Aviation Services Manager +44 (0)1993 873000 No
Email: [email protected]
Duty Operations Manager +44 (0)1993 873236 Yes
Duty Dispatch Co-ordinator +44 (0)1993 873222/873223 Yes
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Operations Fax +44 (0)1993 873004 Yes
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Table 1. AirTanker Contact Information
1.8 AirTanker Safety Policy
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Health & Safety in the Workplace
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In implementing a safe working environment, together with safe work equipment and safe
methods of work, AirTanker expects all ground handlers to undertake the following:
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• provide adequate control of the health and safety risks arising from their work
activities;
• consult with their employees on matters affecting their health and safety;
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• provide and maintain safe plant and equipment;
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• ensure safe handling and use of substances;

• provide information, instruction, and supervision for employees;
• ensure all their employees are competent to do their tasks, and to give them
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adequate training;
• prevent accidents and cases of work related ill health;
• maintain safe and healthy working conditions; and
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• review and amend their policy, as necessary, at regular intervals.
Personal Protection Equipment

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All staff employed in the vicinity of aircraft or machinery should be issued with PPE (Personal
Protection Equipment) as required for their role. Personnel must use their PPE as and when
necessary as detailed by their company procedures and training. Personnel are forbidden to
enter the ramp or any of its associated areas without the relevant safety clothing and
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equipment as defined by the local airport regulations. Further guidance can be found in IATA
AHM462 Section 4.2.
Incident Reporting and Escalation
All accidents, near misses, security breaches and other serious incidents must be reported as
soon as it is safe to do so to the AirTanker Operations Control Centre (OCC).

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The GHAs must submit a Safety Report as soon as possible, detailing the key facts in relation
to the event, and submission of a Safety Report must NOT be delayed to allow completion of
the full investigation (see Section 10).
Additionally, significant events must be notified to the AirTanker Duty Operations Manager
(DOM) as detailed below. To ensure the DOM is aware of the event as soon as possible, such
notification must be via phone/voicemail or text message, with additional email follow-up as
appropriate.
Significant events are defined as any Ground Operations event resulting in:
• personal injury to passenger or staff member;
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• ground damage to aircraft;
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• significant damage to ground equipment (e.g. airside ground collision); or
• any other event considered to have the potential for negative publicity.
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Completion of Ground Handling Occurrence Reports
See Section 10.
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1.9 Communications
SITA Messaging
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BZNOWXH is to be used for all messages. Any urgent messages should be backed up by a
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telephone call to the OCC on one of the following numbers:
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Duty Ops Manager: +44 (0)1993 873 236
Duty Ops Controller: +44 (0)1993 873 231

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Movement Messages
Movement messages are to be sent no later than 15 minutes after the aircraft has departed.
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Delay Messages
Where possible the Dispatcher or GHA should advise the OCC of delays as soon as
practicable.
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Aircraft Maintenance
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Any queries relating to the maintenance of the AirTanker A330-MRTT aircraft should be
directed in the first instance to the Maintenance Control Engineers located in the OCC on +44
(0)1993 873237.
Flight Numbers
The Voyager (Military) aircraft use the RRR (ASCOT) callsign and either MADRAS or TARTAN
for any air-to-air refuelling activities.
The Civil A330 uses the TOW (TOWLINE) callsign.

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2 Aircraft Characteristics
2.1 General Information
AirTanker operates specially converted Airbus A330-MRTT aircraft (a variant of the A330-200)
in the Air Transport (AT) and Air to Air Refuelling (AAR) role. The A330-MRTT is a twin-
engined aircraft made from a mixture of metal and composite materials. It is powered by two
Rolls Royce Trent 772 engines mounted under the wings. It is classed as a wide bodied
aircraft, having twin aisles in the cabin. The aircraft has a built in auxiliary power unit (APU) to
provide ground servicing and engine start. Airstairs are not fitted to the aircraft.
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2.2 Airbus A330-MRTT
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The A330-MRTT aircraft provides the following standard in AT:
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• modern, comfortable, fully equipped passenger cabins providing up to 291 single
class seats in a 34 inch pitch. See TCX supplement for TCX-specific
configuration;
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• A330 standard cargo space fully available for the widest range of pallets and
containers;
• lower deck cargo bay equipped with semi-automatic loading system;
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• for medical evacuation, up to 40 NATO stretchers and 20 passenger seats for
medical staff and patients in the forward cabin. In addition, in the aft cabin there
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are up to 100 passenger seats; and
• a multi role AAR capability which contains the additional fuel in the aircraft
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structure without impacting on the aircraft cabin or lower cargo holds.
2.3 Aircraft Limited Design Masses

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The following table shows the aircraft limited design masses:
Max Ramp Weight 233,900 kg

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Max Take Off Weight (MTOW) 233,000 kg

Max Landing Weight (MLW) 182,000 kg
Max Zero Fuel Weight (MZFW) 170,000 kg
Minimum Take Off Weight 120,000 kg
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Taxi Fuel 500 kg
Table 2. Aircraft Design Masses

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2.4 Aircraft Dimensions
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Figure 1 Aircraft Views and Main Dimensions

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2.5 Aircraft Servicing Points
The following diagram details the various positions and points where aircraft services are to
be connected.
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Figure 2 Aircraft Servicing Points

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2.6 Aircraft Doors
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Figure 3 Aircraft Door Locations
Door Distance from Door Size Sill Height

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A/C Nose Minimum Maximum

Number Metres Inches Metres Inches Metres Inches Metres Inches
L/R 1 5.85 230 1.07 x 1.93 42 x 76 4.40 175 4.58 180
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L/R 2 17.74 698 1.07 x 1.93 42 x 76 4.69 184 4.86 191

L/R 4 46.68 1838 1.07 x 1.93 42 x 76 5.47 215 5.70 224
Fwd Cargo 9.53 375 1.77 x 2.70 70 x 106 2.58 101 2.73 107
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Aft Cargo 40.09 1579 2.73 x 1.68 107.5 x 66 3.22 127 3.45 136
Bulk Cargo 43.07 1696 0.95 x 0.95 37.4 x 37.4 3.36 132 3.58 141
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Table 3. Aircraft Door Data
2.7 Aircraft Cabin

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The A330-MRTT aircraft can be operated in the standard passenger role as well as the
Aeromedical evacuation fit. There are various aircraft configurations that can be operated
depending on the task required.

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Standard Passenger Cabin Configuration
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Figure 4 Standard Cabin Configuration
In the standard passenger cabin configuration, the A330-MRTT aircraft has 291 single class
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seats in a 34 inch pitch.
Crew Seats
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There a total of 15 crew seats on the aeroplane as follows:
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• Flight Deck – 2 pilots seats and 2 observer seats
• Cabin Area – 11 cabin crew seats in defined locations
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Seating Policy and Passenger Distribution

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The MoD controls the seating policy. Currently they operate a free seating policy for all military
flights; however the civil aircraft operating the South Atlantic route does allocate seats.
As this is not weight and balance linked, careful consideration should be given to where
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passengers are seated.
Further details are contained in Section 4 of this manual.

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In the case of Leasing operations on G (civil) registered aircraft, the lessor controls the seating
policy and this may vary from contract to contract. Detail should be sought via the OCC or
Leasing Operations.
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Aeromedical Configurations and Roles
The Voyager A330-MRTT is capable of being configured to accommodate aeromedical

evacuation. Role configurations are divided in roles 1, 2 or 3 (aeromedical beds) and by
seating arrangements as described below.

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2.7.4.1 Seat Arrangement Numbers
Seat arrangement is achieved by the removal of seat sections (zones) with each zone being
allocated a number. Seating arrangements and zones 1 to 5 are shown below:
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Figure 5 Aeromed Seat Arrangement Zones
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Figure 6 Aeromed Seating Arrangement 1
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2.7.4.2 Aeromed Configurations
Seating Role Aeromed Role Description (Fit)

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Arrangement No Role
No Letter
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1 2 C 8 stretchers
1 2 D 1 CCAST & 4 stretchers
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2 2 G 16 stretchers
2 2 H 1 CCAST & 12 stretchers
2 2 I 2 CCAST & 8 stretchers
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3 1 J 12 stretchers (centre cabin)

3 1 K 1 CCAST & 8 stretchers (centre cabin)
3 2 L 24 stretchers
3 2 M 1 CCAST & 20 stretchers
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3 2 N 2 CCAST & 16 stretchers

3 2 O 3 CCAST & 12 stretchers
4 2 P 32 stretchers
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4 2 Q 1 CCAST & 28 stretchers

4 2 R 2 CCAST & 24 stretchers
4 2 S 3 CCAST & 20 stretchers
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5 2 T 40 stretchers
5 2 U 1 CCAST & 36 stretchers
5 2 V 2 CCAST & 32 stretchers
5 2 W 3 CCAST & 28 stretchers
Table 4. Aeromed Configurations
Further guidance on aeromedical roles and configurations may be sought from the AirTanker
Dispatch service on +44 (0)1993 873222.

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2.7.4.3 Aeromed Role 3
Up to two medical beds.
NOTE: Although the medical beds can be carried in the lower hold, there is no provision for
role changing the aircraft down-route.
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Figure 11 Aeromed Role 3
2.8 Aircraft Lower Holds
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A330-MRTT has conventional lower hold configurations made up of forward holds 1 and 2, as
well as rear holds 3, 4 and 5. Holds 1 – 4 are used for the loading of Unit Load Devices (ULDs)
and has a semi-automatic loading system. Hold 5 is for bulk loading only. Aft cargo-hold
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Compartment 3 and 4 and bulk cargo hold Compartment 5 are separated by a lateral divider
net. Only bulk cargo hold compartment 5 is heated. Compartment 5 is not available for bulk
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loading cargo on aircraft fitted with a FRU. The following diagrams and tables show the layout
of the aircraft holds.
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Lower Decks
• 3 lower deck compartments:

Forward cargo compartment (H1 & 2)
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Aft cargo compartment (H3 & 4)

Bulk cargo compartment (H5)
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NOTE: ULD Position 44 is only available on aircraft registration G-VYGJ (see figure 13 for
lower hold weights).
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Figure 12 Lower deck Cargo Compartments
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Maximum Lower Hold Weights (Including ULD Position 44)
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Hold 1 Hold 2 Hold 3 Hold 4 Hold 5
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10572 kg 8297 kg 7575 kg 9253 kg 1881 kg

Combined H1 & 2 = 18869 kg Combined H3 & 4 = 16828 kg
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Maximum Lower Hold Weights (Not including ULD Position 44)
Hold 1 Hold 2 Hold 3 Hold 4 Hold 5

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10572 kg 8297 kg 7575 kg 7666 kg 3468 kg

Combined H1 & 2 = 18869 kg Combined H3 & 4 = 15241 kg
Figure 13 Maximum Lower Hold Weights

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2.9 Unit Load Devices (ULDs)

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A variety of ULDs can be loaded to the A330-MRTT aircraft, however only AirTanker specific
containers, LD3 (AKE) and LD6 (ALF) are to be used. These containers will be identified by
the AirTanker logo on the side of each of the containers.
• Containers: LD3 (AKE), LD6 (ALF)

• Pallets: LD9 (PMC), LD7 (P1P/PAG), 463L/SL4 (military type pallet).
For serviceability checks refer to 3.22. For further information regarding ULDs refer to the
IATA ULD Technical Manual.

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Basic ULD Loading Table
CAUTION: The below information is intended as a guide only. Tare weights may differ
depending on carrier being operated for. The maximum weights remain the same across all
operations.
The following table shows loading per hold and may be a combination of forward and aft
configurations:
Container/Pallet Tare Max Wt Max Max FWD Max Aft
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Wt Height Compartment Compartment*
LD 3 80 kg 1587 kg N/A 14 12 (10 for use)
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LD 6 196kg 3174 kg N/A 7 6 (5 for use)
LD 9 130kg 5103 kg N/A 4 4 (3 for use)
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LD 7 120kg 4626 kg N/A 4 4 (3 for use)
463L Pallet 122kg 4535 kg 64in 4 4 (3 for use)
Table 5. ULD Loading Table
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NOTE: A permanent ULD fit of 2 x LD3 containers are positioned in locations 31L and 31R to
accommodate the aircraft Fly Away Pack (FAP).
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2.9.1.1 Forward Cargo Hold Configurations (H1 & 2)
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Figure 14 Fwd Hold Military Pallet Configuration

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Figure 15 Fwd Hold LD3 Configuration

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Figure 16 Fwd Hold LD6 Configuration
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Figure 17 Fwd Hold Civil Pallet Configuration
2.9.1.2 Aft Cargo Hold Configurations (H3 & 4)

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Figure 18 Aft Hold Military Pallet Configuration

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Figure 19 Aft Hold LD3 Configuration

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Figure 20 Aft Hold LD6 Configuration
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Figure 21 Aft hold Civil Pallet Configuration
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Figure 22 Aft Hold LD3 Configuration (including

position 44 (G-VYGJ ONLY))
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NOTE: Position 44 can be used with AKE, ALF and Pallet configurations
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2.9.1.3 Bulk area loading (H5) (excluding position 44)
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Figure 23 Bulk Hold Configuration (excluding all G-
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registered ac)
Max load area 51 – 339 kg

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Maximum total bulk load – 3468 kg
2.9.1.4 Bulk area loading (H5) (including position 44)

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Figure 24 Bulk Hold Configuration (G-registered ac

ONLY)
Max Load Area 51 – 264 kg


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Maximum Total Bulk Load – 1881 kg
Floor Loading Limits - The floor structure is capable of supporting, via the floor panels in the
flat and sloping floor areas, a maximum distributed load of 732 kg/m2.
2.10 ULD No-Fit Position
Whenever possible, and to ensure a full ULD complement for use by down-route destinations,
it is AirTanker policy to load empty ULDs in positions where no load is to be carried. However,
where this is not possible, or there is an operational requirement, an empty position or no-fit,
is permitted. The no-fit position can be any station within holds 1 to 4.
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WARNING: Where a no-fit situation exists, it is mandatory that all unused floor latches are
raised to restrict inadvertent movement in case of restraining lock failure.
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2.11 Operation of ULD Locks
General
Operation of the hold locks must be in accordance with the following paragraphs and
associated figures.
Types of Lock
Applicable to: All A330-200 and Voyager aircraft
There are two types of ULD restraint locks as follows:
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• Longitudinal (providing forward/aft restraint)
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• Lateral (providing sideward restraint)
NOTE: All lock types are manually operated.
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Longitudinal (Forward/Aft)
Forward and aft locks may be in either single, double or triple rows with their use dependant
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on ULD type/load configuration. Operation of the Locks, including double or triple row
combinations is in a standard way as described in the following paragraphs.
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Forward/aft lock types are of a spring loaded design, i.e if not in the up (locked) position, locks
will drop to the floor under spring tension.
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WARNING: Extreme care must be taken when locking ULDs in position.
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Figure 25 Example of a single type lock

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Figure 26 Example of a triple row combination

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Lateral (Sideward)
Lateral locks are for use mainly when loading pallets, in particular when loading the military
SL4 ULD types. In addition, ALF/AKE type ULDs loaded in the doorway area will use the door
sill lateral locks.
SL4 ULDs:
• Main compartment SL4 lateral locks are found on the starboard side of the hold.
• Door area SL4 lateral locks are positioned within the ball matt area
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Figure 27 Example of a lateral, main compartment,
SL4 ULD lock
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Figure 28 Example of a lateral, doorway, SL4 ULD

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lock, forward hold positions

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Door sill lateral locks:
For restraint of commercial pallets or baggage ULDs when positioned in doorway locations.
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Figure 29 Example of a lateral, doorway lock
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Operation of Locks
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Operation of the locks must be in accordance with the following:
Longitudinal (Forward/Aft)
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Locking:
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Must be locked up by hand (see below) and checked that the lock is correctly located.
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NOTE: When locking in the up position a clear ‘click’ should be heard – indicating locked.
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WARNING: Do not use your foot to lock up in position.
WARNING: Bowed/damaged ULDs (especially pallets) may cause the lock to stay and look
to be in position, however, during flight vibrations/compressions the lock spring mechanism
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may cause the lock to drop during flight.

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Figure 30 Locking by hand

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Unlocking:
To unlock, use your foot to depress and engage the lock spring which will drop the lock to the
floor.
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Figure 31 Unlocking by foot
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Lateral (Sideward)
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NOTE: Operation of this type of lock is only to be done by using the foot.
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WARNING: Not to be operated by hand.
SL4 Locks - Locking:

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Using your foot, depress the rear of the lock as shown below. The lock spring mechanism will
ensure the lock engages in the up position.
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Figure 32 Locking SL4 Locks

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SL4 Locks - Unlocking:
Using your foot, depress the front of the lock as shown below. Pressure will be required to
locate the lock in the down position.
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Figure 33 Unlocking SL4 Locks
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Door Locks - Locking and Unlocking:
NOTE: Operation of this type of lock is only to be by hand.

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Locking: Raise the lock until in the position as shown. A check that the lock will not fall must
be done.
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Unlocking: Press the red lever down, the lock will fall to the lowered position.
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Lock Unlock
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Figure 34 Door Locks
Restraint of ULDs
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Dependant on ULD type and load configuration lock usage may vary.
NOTE: Lower holds may be part loaded (not full), however, in any part loaded case ALL locks
must be raised in the up (locked) position to prevent inadvertent slippage of any ULD.
Once located and locked in position, all locks must be double checked to ensure they are fully
engaged in the locked up position.
See the following examples of ULDs located and locked in position.

Page 34 of 259
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Figure 35 Example of AKE (LD3) type ULD locked
using a longitudinal (forward/aft) lock
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Figure 36 Example of military SL4 type ULD locked
in position using the SL4 lateral locks
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2.12 Cargo Door Operation in High Winds
In conditions of high winds there are restrictions on operating the cargo hold doors to prevent
damage to the door or to the aircraft structure. They are as follows:
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• Opening – Do not open the cargo hold door if the wind speed exceeds 40 kts.
• Closing – Do not close the cargo hold door if the wind speed exceeds 60 kts.
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2.13 Forward/Aft Main Cargo Door Operation (Normal Operation)
Cargo doors must only be operated by personnel who have been specifically trained and
authorised.
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Do not open the doors until the aircraft engines have been shut down, anti-collision lights have
been switched off, the aircraft has been chocked and the headset operator has given specific
authority for turnaround parties to approach the aircraft.
Before positioning loading equipment or any other ground support equipment at cargo doors
and opening cargo doors, agents MUST perform a visual check for any signs of damage to
the doors or surrounding areas. If any damage is discovered during this visual check, it must
be reported to aircraft maintenance personnel and, if available, the Pilot-in-Command before
any work continues.

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Cargo doors must be opened and closed using technical steps or belt loaders equipped with
raised safety rails (safety rails must be on both sides of the belt and at least waist height of
the operator) to reach the cargo doors. ULD loaders must not be used.
Doors must be operated as per the aircraft type specific instructions detailed in this manual.
Agents must ensure that they allow adequate space for door clearance to avoid equipment
obstructing free passage of the door during operation.
CAUTION: When operating Voyager/Airbus A330-MRTT doors, the lower edge of the door
will swing down before going upwards.
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If the cargo door will not open, do not use excessive force, tools or ground support equipment
to push or pull on the door to open it. Contact aircraft maintenance personnel for assistance.
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Before closing cargo doors, agents are to ensure that the door area (including the door sill and
frame) is free from gravel, water, ice and other foreign substances or obstructions, and there
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is no visible dame to the door or door frame.
If any damage is discovered during the inspection of the cargo doors and surrounding
area/frames, it is immediately reported to aircraft maintenance personnel and the Pilot-in-
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Command.
If a cargo door is not closed properly, it must be fully re-opened and then re-closed.
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Opening
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CAUTION: Do not open the door if the wind speed exceeds 40 kts to prevent damage to the
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door or to the aircraft structure.
CAUTION: You must close the door before the wind speed exceeds 60 kts to prevent damage
to the door or to the aircraft structure.
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NOTE: Before opening the door there may be a requirement to unlock the key device.
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Figure 37 Operation of ULD Locks
a) Locking handle and Flap,

b) Latching handle
c) Operating lever

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ITEM ACTION RESULT
1 Locking handle Flap PUSH
2 Locking handle PULL Locking handle unlocked
WARNING: stop the opening procedure if the red warning light flashes. Residual pressure
could cause the door to open with a sudden force.
3 Indicator flags (coloured red) CHECK Flags must be out

4 Push button on Latching PUSH Catch released
Handle
5 Latching handle PULL DOWN FULLY Door unlatched
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6 Access Door Access door fully opened
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7 Door operation lever SET TO ‘OPEN’ Main cargo door fully
POSITION AND HOLD opened
THERE UNTIL THE
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GREEN INDICATOR
LIGHT COMES ON
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Table 6. Main Cargo Door Opening Procedure
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Closing
ITEM ACTION RESULT

1 Door operation lever SET TO ‘CLOSE’ Main cargo door fully
POSITION AND HOLD closed
THERE UNTIL THE
DOOR IS FULLY
CLOSED
2 Latching handle PUSH UP FULLY Door latched; push button
on latching handle -
engages with an audible
‘click’
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3 Locking handle CLOSE
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4 Indicator flags (coloured red) CHECK Flags must be in
5 Access Door CLOSE Access door fully closed
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Table 7. Main Cargo Door Closing Procedure
2.14 Forward/Aft Main Cargo Door Operation (Manual Operation – without

electrical power)
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In the event of power supply problems, the main cargo doors may be opened under manual
operations procedures. Manual operation is done by use of a hand pump which is stowed on
the service panel of the green hydraulic system.
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NOTE: This is a two person operation, one to operate the pump, one to operate the door
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controls.
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Manual operation must only be done under the supervision of AirTanker crew or an approved
engineer.
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2.15 Operation of the ‘Bulk Hold (H5)’ Access Door
The rear bulk hold door is opened and closed by manual operation only. The door opens
inwards and upwards, locking into position in the roof of the bulk hold.
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Figure 38 Bulk hold Door Operation
The Bulk Hold access door must only be operated by personnel who have been specifically
trained and authorised.
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Do not open the doors until the aircraft engines have been shut down, anti-collision lights have
been switched off, the aircraft has been chocked and the headset operator has given specific
authority for turnaround parties to approach the aircraft.
Before positioning loading equipment or any other ground support equipment at the Bulk Hold
access door, agents MUST perform a visual check for any signs of damage to the door or
surrounding areas. If any damage is discovered during this visual check, it must be reported
to aircraft maintenance personnel and, if available, the Pilot-in-Command before any work
continues.
The Bulk Hold access door must be opened and closed using a belt loader equipped with
raised safety rails (safety rails must be on both sides of the belt and at least waist height of
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the operator) to reach the door.
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The Door must be operated as per the aircraft type specific instructions detailed in this manual.
If the door will not open, do not use excessive force, tools or ground support equipment to
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push or pull on the door to open it. Contact aircraft maintenance personnel for assistance.
Before closing The Bulk Hold access door, agents are to ensure that the door area (including
the door sill and frame) is free from gravel, water, ice and other foreign substances or
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obstructions, and there is no visible damage to the door or door frame.
If any damage is discovered during the inspection of the Bulk Hold access door and
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surrounding area/frames, it is immediately reported to aircraft maintenance personnel and the
Pilot-in-Command.
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If a The Bulk Hold access door is not closed properly, it must be fully re-opened and then re-
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closed.
Opening
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ITEM ACTION RESULT

1 External door handle button PUSH Handle comes out of its
housing
2 Door handle MOVE TO ‘OPEN’
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POSTION
3 Door PUSH A SMALL
DISTANCE INBOARD
4 Door handle PUSH INTO ITS
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HOUSING
5 Door PUSH INBOARD UNTIL Hook engages with hook
HOOK ENGAGES arrester – door fully open
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Table 8. Bulk Hold Door Opening Procedure

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Closing
ITEM ACTION RESULT

1 External door handle button PUSH Handle comes out of its
housing
2 Door handle MOVE TO ‘OPEN’ Hook disengages from hook
POSTION arrester
3 Door LOWER INTO POSITION Note: Lower under control to
fully closed position
4 Door handle MOVE TO ‘LOCKED’ Door fully closed
POSITION AND PUSH
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INTO ITS RECESS
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Table 9. Bulk Hold Door Closing Procedure
2.16 Potable Water
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The aircraft is equipped with a potable water system. The water will be stored in two tanks in
the pressurized section of the fuselage. The total useable capacity of each tank shall be 350
litres. Unless specifically requested, the standard requirement on all AirTanker flights will be
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to fill both potable water tanks to 100%. For more details see 3.27 Potable Water.
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Figure 39 Potable Water Data
2.17 Aircraft Waste / Toilet Tanks

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The aircraft is equipped with a vacuum waste system. The waste from the toilet system is
stored in two waste tanks of 350 litres. These are stored in the pressurised under floor cabin
of the bulk cargo hold. The control panels installed in the forward cabin flight attendant station
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indicate waste levels.

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Figure 40 Waste Tank Capacities

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3 Ramp Operations
3.1 General
This section has been produced by AirTanker to highlight the framework required for all ramp
service providers. GHAs and Airport Authorities must ensure that there are clear internal
procedures in place that detail how their loading equipment should be operated safely to
prevent damage or injury. Regular maintenance inspections of the equipment should be
planned in accordance with manufacturer’s instructions and all records filed accordingly.
These records should be available for inspection by the airline or its representative.
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The turnaround plan focuses on the activities undertaken during the turnaround, both around
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and on-board the aircraft, so that risks are properly identified and appropriate measures taken.
AirTanker appreciates that handling processes need to be adapted to suit different
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infrastructures, operations and equipment. We also recognise that the MoD Handling Agents
(including personnel in the RAF) face a range of procedures from different operators (charter
companies) often for the same aircraft type. This can cause safety implications in itself.
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As far as is practical, AirTanker have attempted to define the minimum standards which must
be applied to our operation, but may allow some GHAs flexibility to adopt their own procedures
to achieve these standards.
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AirTanker expects all personnel handling AirTanker aircraft to adhere to safety standards
commonly defined as industry best practice (IATA AHM, IGOM and CAP 642) as well as local
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authority requirements and their own SOPs.
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All staff are to be trained and competent in their duties, including instruction, assessment and
qualification to operate all equipment involved in the turnaround. More guidance on Ground
Operations Training Programmes can be found in the IATA AHM 1110.
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One of the most critical elements of a safely handled operation is preparation. All staff are to
be on stand ahead of the arrival of the aircraft and all personnel need to be aware of their roles
and responsibilities and how they interact with others on the ramp.
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3.2 Risk Assessments
As required by local regulations, employers must carry out risk assessments relating to the
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management of health and safety at work. AirTanker additionally requires a risk assessment
to be completed by a handling supplier where a deviation in procedure from the GHM, industry
recognised best practice (e.g. IATA safety recommendations) or deviation from an equipment
manufacturer’s instructions is proposed.
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AirTanker requires risk assessments to be carried out by the GHA in order to meet the
obligations of GM2 ORO.GEN.205(a);
Regardless of the approval status of the contracted organisation, the contracting operator is
responsible to ensure that all contracted activities are subject to hazard identification and risk
management as required by ORO.GEN.200(a)(3) and to compliance monitoring as required by
ORO.GEN.200(a)(6).
Risk assessments should be recorded and any derived corrective action must be
demonstrated by the GHA.

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A periodic review of risk assessments must be undertaken to accommodate new procedures,
process, or equipment change. In the event of an aircraft ground incident, it is recommended
that the risk assessment is reviewed as the incident could indicate a hazard which had not
previously been considered.
3.3 Ramp Safety Monitoring
AirTanker is obligated by EASA Ops ORO.GEN.205 to ensure that appointed GHAs provide
sufficient supervision and oversight of their ramp operation. GHAs must ensure that
turnarounds are being managed safely and consistently in accordance with the appropriate
SOPs/procedures. This includes the use of turnaround monitoring on a regular basis to enable
the identification of specific failures and to ensure any corrective action initiated is suitable but
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also to track trends. All findings must be actioned to ensure corrective and preventative action
is put in place to prevent a repeat occurrence. Such monitoring activity will also be conducted
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by AirTanker (section 3.4 refers) in order to demonstrate our own obligations under EASA
Ops.
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IATA AHM615 and ISAGO Recommended Practice offer further guidance regarding Industry
Best Practice in relation to Airside Safety Management Audits.
3.4 Audit and Review
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As mandated by EASA Ops ORO.GEN.205, at regular intervals AirTanker will undertake
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auditing to monitor the efficiency and compliance with its procedures and standard operating
procedures. For full details on the AirTanker auditing process, refer to section 10 of this
manual.
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3.5 Responsibilities
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AirTanker may provide an airline representative to liaise with the handling agent. This will
normally be one of the AirTanker Dispatch Coordinators. However, the handling agent should
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still nominate a qualified Dispatcher/Turnaround Coordinator (TCO) who will have overall
control of the activities around the aircraft. He/she must ensure that the turnaround plan
contained in this section is confirmed and carried out. Any deviations to the plan are
communicated to the relevant parties. The TCO should have sufficient knowledge and
experience to have overall authority to control the activities around the aircraft. The TCO
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should be clearly identifiable to all other parties involved in the turnaround and should ensure
that work proceeds in accordance with the turnaround plan.
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3.6 Equipment Suitability and Inspection
Any piece of equipment acquired for use in relation to ground handling must be:
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• fit for purpose (e.g. with regard to its initial integrity, the place where it will be
used, and the purpose for which it will be used) and that acceptance checks have
been carried out prior to each use (in winter months, this includes the removal of
snow/ice deposits that may have accumulated);
• suitable for aircraft type;
• meet required technical specification – where doubt exists, guidelines and
recommendations within the IATA AHM must be utilised;
• maintained in a safe condition via a structured maintenance programme.
Inspections must be carried out by a competent person and records kept to
ensure that at all times it meets standards as defined by the manufacturer, IATA
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AHM, and as above (manuals should be available in a language suitable for the
local maintenance department).
In addition the GHA must ensure that any modifications are recorded, compliant with current
legislation, and risk assessed where required i.e. where there is any deviation from
manufacturer’s recommendations.
3.7 Reporting of Damage to Aircraft
In the event of an incident or accident, however minor it may appear, work must stop and the
event shall immediately be reported to the Captain, line management and the airline
representative. Local regulations may require the report to be provided to the local authorities.
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AirTanker OCC (Operational Control Centre) must also be notified, and an initial report
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compiled, detailing the exact nature, location, and dimensions of the damage. Any evidence
(e.g. witnesses, paint marks) should also be recorded and photographs taken wherever
possible.
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This should include photos of the damage and detailed photos of the equipment including the
condition of rubber protection etc. as applicable.
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The aircraft crew must raise a Ground Handling Occurrence Report (GHOR) in accordance
with AS.2320 unless the damage is already known and recorded in the aircraft technical log,
confirmed by the operating Captain.
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3.8 Ramp Safety
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Ramp safety rules and procedures promote safe ground handling. In order to facilitate safe
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aircraft turnarounds, the handling agent must have undertaken its own standard risk
assessment programme and as a result, has ensured suitable and sufficient control measures
are in place. The main risks identified are listed below:
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• Jet Blast
• Vehicle / equipment movement and operation
• Falling from Heights
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• Struck by a falling object

• Noise
• Slip / trip / fall
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• Fire
• Electricity
• Manual Handling
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• Emergency or exceptional activity

• Fuelling
• Weather
• Chemicals
With the exception of aircraft refuelling vehicles, drivers are not to drive under the wing or any
part of the aircraft*
*except WSU, TSU vehicles in the course of servicing the aircraft.

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There is a particular risk of blast damage or injury from an aircraft exhaust or intake. Refer to
3.18 Ground Run Up Danger Areas.
3.9 Adverse Weather Conditions

Applicable to: All operations
General
Airside operational staff should follow these procedures during adverse or poor weather
conditions which may have a negative impact on aircraft handling activities and ground safety.
In the event that additional information is required, refer to supervisory staff.
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Winter or Slippery Apron Conditions
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Winter weather brings in extra hazards, which require awareness and more care on the part
of personnel working on the apron to prevent accidents. The following precautions to reduce
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accident risk must be taken:
(a) Plan additional time for all ramp activities and take extra care when walking across apron
surfaces, which can be slippery
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(b) Take extra care when driving, especially when approaching the aircraft. Remember that
GSE require greater distances to stop safely on slippery surfaces
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(c) Operators of potable water tankers and toilet servicing units must be vigilant that there is
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no spillage or leakage that can lead to subsequent freezing. Care must be taken to keep
spillage and overflow to a minimum.
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(d) If apron conditions are hazardous, contact the competent authority to mitigate the hazard.
In the event the hazard cannot be mitigated, suspend the affected operations
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(e) Close all entrance and cargo hold doors as soon as possible and keep them closed to
avoid precipitation entry into the aircraft.
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Caution:
Reduce speeds on slippery road conditions in slippery apron conditions.

Adjust all activities and operations on the ramp to suit the conditions at the
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time.
Storms–Lightning Work Instructions

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For thunderstorms and lightning activity, the notification process may be broken down into
three phases:
(a) Alert – Lightning activity is detected at a distance in excess of 8km (5 miles) from your
operation
(b) Stop/Suspend Activities – Lightning activity is detected within 5 km (3 miles) of your

operation.

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(c) All Clear – Lightning activity has moved beyond 5 km (3 miles) and is heading away from
your operation.
The distances referred to above may vary depending on local climatic parameters.
3.9.3.1 Notification Levels
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Danger: if
Failure to follow procedures could result in a fatal accident.
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3.9.3.2 Lightning Alert Callout
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In the absence of an integrated airport notification system, all airside operating staff shall be
aware of the following procedures:
(a) Use the counting method to detect/predict lightning activity. Determine the corresponding
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level based on the counting method diagram, see below.
(b) The responsible person notifies all airside operating staff of the lightning alert level. If the
person responsible is not available, the counting method should be used by all airside
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operating staff for self-protection.
(c) In case of Red Alert, proceed to a designated shelter.

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3.9.3.3 Counting Method
The counting method is used when an integrated airport notification system is absent. It is
used to estimate the level of lightning activity.
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Counting Method Chart:
15 seconds (5 km)
25 seconds (8 km)
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Note: The time indicated is the time between the lightning and the sound of thunder
if
1. If the counted time is less than 15 seconds, the lightning activity is less than 5 km from the
airport.
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2. If the counted time is between 15 seconds and 25 seconds, the lightning activity is between
5 and 8 km from the airport.
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3.9.3.4 On receipt of STOP

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(a) Aircraft fuelling should stop, hoses cannot be left attached to the aircraft during any
Thunderstorm/Lightning event.
(b) Any communication by Headset should be discontinued.

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(c) Aircraft may come on stand and but the doors should remain closed and ground servicing
suspended.
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(d) Seek shelter inside a building or metal bodied vehicles. No one should shelter under any
part of the aircraft or near light poles
High Wind Conditions Work Instructions

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High winds pose a great risk of damage and the following minimum precautions should be
taken:
(a) Ensure the safety of the aircraft by installing additional chocks and removing all equipment
from around the aircraft.
(b) Take extreme care when opening or closing any aircraft doors.
(c) Make sure parking brakes are set on all parked GSE.

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(d) Set parking brakes and secure by additional means if necessary, all non-motorised ramp
equipment. (i.e. baggage carts and ULD dollies).
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3.9.4.1 High Winds Activity Table
The following actions must be taken when sustained winds and/or gusts of wind exceeding 25
kts are
predicted:
Staff Actions 24 to 40 to Above

39 kt 59 kt 60 kt
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46 to 73 to Above
72 110 111
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km/h km/h km/h
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Chock aircraft landing gear as per ‘Aircraft Out of
X X X
Service/Night-Stop/High Winds’, see 4.2.2
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Remove safety cones X X X
Secure pre-conditioned air hoses (PCA)

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Remove FOD X X X
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Secure ULDs X X X
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Secure rolling stock X X X
Secure passenger boarding bridge (PBB) and position to

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X X
minimise surface exposed to the direct force of the wind
Close cargo hold/passenger doors and access panels X X

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Do not initiate the elevation of high lift equipment and stairs X X

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Park GSE closely together, and adjacent to a building if

X
possible
Retract PBB X

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Danger:
High winds pose a great risk of damage and injury.
Sandstorms and Low Visibility
The following minimum precautions should be taken:
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(a) Issue appropriate Personal Protective Equipment (PPE) such as goggles, masks, covered
clothing.
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(b) Ensure the provision of shelter, as required.
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Intense heat
The following minimum precautions should be taken:
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(a) Issue appropriate PPE (i.e., covered clothing)
(b) Ensure the provision of rehydration for staff

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(c) Ensure the provision of a temperature-controlled environment during rest breaks
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3.10 Ground Aircraft Safety Precautions
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All GHAs and service providers must have safe working practices in place, to ensure they
have suitable and sufficient control measures in place to reduce the likelihood of harm from
these and any other identified risks.
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All GHAs and service providers are responsible for the following on each turnaround operation:
• risk assessments for all activities should be in place;

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• ensuring that all employees are aware of the identity and function of the
Turnaround Coordinator/Dispatcher;
• ensuring staff are correctly trained and are following safe working practices;
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• ensuring that the turnaround plan is confirmed to the Dispatcher and any
deviations to it;
• ensuring that appropriate correct and sufficient personal protective equipment
provided to all staff and is worn correctly at all times; and
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• human and equipment resources and contingency plans for short falls.
3.11 Aircraft Tipping
To avoid the likelihood of the aircraft tipping whilst offloading / loading the aircraft, the following
basic principles are to be followed.
• always ensure the rear hold is offloaded before commencing the offload of the
front hold; and

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• always ensure the front hold is loaded before commencing the onload of the rear
hold.
3.12 Equipment Restraint Area
The Equipment Restraint Area (ERA) is defined as the area of the apron in which an aircraft
is parked during ground operations. It may be indicated by a painted line. If no markings exist,
local procedures must establish safe parking areas, etc. The illustration below provides an
example of the markings used at some locations. The ERA must be free of obstructions (GSE,
cones, chocks etc.) and Foreign Object Debris (FOD) before and during aircraft arrival and
departure.
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During the course of the aircraft turnaround, vehicles should not infringe the “Equipment
Restraint Area” unless in direct support of the ground operation.
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Figure 41 Example of Equipment Restraint Area

Markings
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Foreign Object Debris (FOD)
Foreign Object Debris (FOD) is a general term which applies to all loose objects which are a
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danger to the safety and integrity of an aircraft and which, therefore must not be left in any
area where they would constitute a hazard.
Examples of FOD
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Plastic and paper, bags, sheets and rags

Metal, nuts and bolts, empty oil and hydraulic fluid cans, tools and equipment
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Natural objects rocks, pebbles and wood

Other debris; burst ballast bags, luggage handles, wheels straps etc.

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Figure 42 Examples of FOD
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FOD Checks
The following checks must be conducted prior to any aircraft movement or servicing
operation
Check ground equipment staging and parking areas in proximity to the area of
operation
Ensure routine checks are made of ground equipment (including floors of enclosed
cabins)
In ramp areas ensure that anything carried in or on a vehicle is secured
Before aircraft arrival, conduct a FOD walk of the aircraft parking stand removing all
FOD found
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Pick-up and dispose of all FOD (Preferably in designated FOD bins, where provided.)
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3.13 Anti-Collision Beacons
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WARNING: Staff must not approach the aircraft until both anti-collision beacons (top and
bottom) are OFF, and the engines have shut down. Shut down engines are indicated by
reduced engine noise, visible fan speed reduction and lack of exhaust heat/thrust plume.
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The reason for the use of the anti-collision light is to indicate that the engines are running, that
engine start is imminent or a functional test of aircraft external systems may be about to
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commence (e.g. FLAPs travelling). All staff must remain vigilant and must not approach the
aircraft unless it is safe to do so.
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If the anti-collision beacons start operating whilst handling activities are still taking place
around the aircraft, all personnel must immediately vacate the aircraft stand.
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If the flight deck crew require the attention of the ground crew, the aircraft horn will be utilised.
A GHOR or equivalent should be raised through the GHAs own internal procedure and with
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AirTanker. Details how this can be done are found in Safety and Compliance Monitoring
(Section 10 of this manual).
This procedure is directly related to the aircraft Turnaround Plan and should be read in
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conjunction with part 3.15.
Inoperative Anti-Collision Beacons

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There may be occasions when the aircraft will arrive with an inoperable anti-collision beacon.
In this event, the Flight Crew will inform the GHA prior to arrival and will require them to
establish communication with the flight deck with hand signals prior to approaching the aircraft.
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For aircraft departing with an inoperable anti-collision beacon, the operating crew will liaise
with handling staff to ensure effective communication during the start-up process. The
handling agent must advise the destination station via the SI line of the MVT message.
Inoperative APU
WARNING: All personnel involved in this process must be properly instructed, have
demonstrated their abilities in their particular duties and be aware of their responsibilities and
relationship of such duties to the operation.

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3.13.2.1 Pre-Arrival
All personnel directly involved with the operation must be instructed to remain aware of all
visual references, not just the illumination of the anti-collision beacons. For example, engine
spool down/rotating fan blades in the event that the anti-collision beacons are inoperative.
3.13.2.1.1 Pre-positioning of GPU / FEGP
GPUs / FEGPs must not be pre-positioned unless there is an assigned position provided and
approved by the aerodrome operator. The following excerpt is from 4.9.3.1 of the IGOM
Ground Power Unit (GPU)
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• It is permitted to pre-position a GPU inside of the ERA provided there is an assigned
parking position
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• Position the GPU on the appropriate side of the nose parallel to the aircraft centre line
with the tow bar facing away from the aircraft as shown below
• Set parking brake / check the GPU
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Figure 43 Pre-positioning GPU

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3.13.2.2 Arrival on Stand
• All personnel in the handling team must be fully briefed by means of a pre-arrival team
briefing (before each arrival) and adequately supervised throughout the task. This
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briefing will be delivered by the designated responsible person (supervisor/team

leader) and consist of:
o Aircraft type characteristics and procedures
o A reminder that Ground Crew are not to engage the aircraft (approach or drive
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equipment onto the aircraft) until they have been given clear instructions to do
so from the designated person in charge i.e. supervisor/team leader
o Assign personnel to specifically required functions; the designated responsible
person will appoint appropriately trained and qualified staff to chock the aircraft
and connect ground power, once the aircraft is stationary
o As much as possible, brief any other parties that are present to service the
aircraft
• The supervisor will ensure the ground crew assigned to chock/power and
communicate with the flight crew stand back from the centre line and, whenever
possible, in a position where they can be seen by the flight crew

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• Other ground crew members, providers and equipment must remain in the designated
safe area/head of stand and await the aircraft’s arrival
3.13.2.3 Post Arrival
When the aircraft has come to a complete stop and the parking brakes have been set, they
must signal to ground personnel that the brakes have been set. This is to be followed by a
signal to request ground power which, combined, will inform personnel that they have finished
manoeuvring the aircraft and that it is safe to approach to position chocks and apply electrical
power.
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3.13.2.3.1 Flight Deck Hand Signals
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The flight deck should follow ICAO standard communications to ground crews whenever the
GPU is required on arrival.
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Brakes set Connect Ground Power
Raised arm and hand, with fingers Open left hand horizontally and
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extended horizontally in front of move finger tips of right hand into
face. Hand is then closed to fist. and touch the palm of left hand,
forming a ‘T’.
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Figure 44 Flight Deck Hand Signals
The sequence will include Brakes set, Chocks In, Connect Ground Power and confirmation
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that Ground Power is in and Ground Handlers are to observe and carry out standard IGOM
hand signals for all communications with the Flight Deck.
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3.13.2.3.2 Procedure
WARNING: Do not approach the aircraft until the flight crew confirms, by hand signals, that
the parking brakes have been set and they are ready to receive ground power.
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• The flight deck will keep one engine running to maintain electrical power. The anti-
collision beacon will remain on
• The designated responsible person will endeavour to ensure that no other staff,
vehicles or equipment approaches the aircraft until the aircraft engines have
stopped, the anti-collision beacons are off and the nose wheel chocks have been
inserted
• With confirmation from the flight deck that aircraft parking brakes have been set and
that ground power is required, the designated responsible ground crew supervisor will

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indicate to the previously assigned crew that it is considered a safe and appropriate
time for the nose wheel chocks (only) to be positioned
• The nose wheel chocks will then be positioned. Personnel chocking the nose wheels
are only to approach the aircraft from the nose, but never immediately in front of the
nose wheels or from its extremities (wing areas) and keep well clear of engines
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.
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Figure 45 Pre-positioning GPU
WARNING: Only when the engines have spooled down, the anti-collision beacons been
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switched off and the signal given by the designated responsible person, can the main wheels
be chocked.
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• Once the nose wheels have been chocked the ground power can be connected. The
approach process must follow the same safety principles detailed above for
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positioning chocks
• The ground crew should inform the flight deck, via hand signals that the chocks have
been positioned and that ground power is available
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• Once the flight deck systems indicate that the aircraft is accepting ground power, the
flight deck crew will shut down the engine and extinguish the anti-collision beacons. If
there are any problems with the delivery of the power source, this must be clearly
communicated to the ground crew. Whilst an alternative power source is found, the
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team leader/supervisor must endeavour to ensure that no other staff, vehicles or

equipment approaches the aircraft
• The designated responsible ground crew member will signal to all Ground Service
Providers when it is safe to engage the aircraft with equipment and/or vehicles by
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giving clear instructions (thumbs up and wave forward with the arm)
3.14 Aircraft Chocks

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It is AirTanker’s preference that, where possible, rubber chocks should be utilised. For
guidance regarding recommended chock design, refer to IATA standards.

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Figure 46 Typical Acceptable Chock
Wheel Chock Placement
• Chocks must be kept clear of the manoeuvring area during aircraft arrival
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WARNING: Do not approach the aircraft until it has come to a complete stop, the anti-collision
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beacons have been turned off and the engines have been shut down. The only exception is
where an APU is inoperative.
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• Place chocks forward and aft of the nose gear;
• Walk towards the main gear in a path parallel to the fuselage, avoiding engine intake
areas;
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• Place chocks forward and aft of the main gear iaw Figure 36
• Appropriate positioning is demonstrated in Figure 37;
• Notify the flight deck that the chocks are in place.
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The following minimum requirements must be met:
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• at least one wheel must be chocked both forward and aft. It is NOT acceptable to
solely chock forward of the nosewheels, and aft of mainwheels; and
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• chocks must be placed parallel to the wheel axle, no more than 6cm from the tyre
to allow for aircraft settling.
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CAUTION: It may be necessary to position the chocks lightly touching the tyre to allow for
the incline of the ramp. Further guidance is available in the IATA IGOM or from AirTanker.
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Figure 47 Wheel chock placement

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Figure 48 Correct Positioning of Chocks
For departure, wheel chocks must only be removed when all ground equipment has been
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cleared from the aircraft and, when pushback is required, once the tug and tow bar are
connected. if
NOTE: It is acceptable in the stages immediately before departure and after all GSE (except
final steps) has been removed to chock ONLY the nosewheel tyres (i.e. During de/anti-icing,
preparing for engine start, etc).
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conjunction with 3.15.
3.15 Aircraft Cones

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Marker cones must be used at all stations. Cones are not required in strong breeze conditions
(force 6 on the Beaufort scale) (or ≥25kts) due to the increased hazard present to aircraft and
personnel should they move.
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Positioning of marker cones must only take place when the aircraft has been chocked and all
engines have been powered down.
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The purpose of “coning” aircraft is to create a safety buffer around specific areas on aircraft
that are susceptible to ground damage.
The design of cones should:

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• be conical in shape;
• be of a minimum height of 750mm (29.5”);
• have a minimum base weight of 4.53 kg (10 lbs);
• be orange in colour with reflective striping.
Cones should be positioned:
• 1 metre outside each wing tip;

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• in front of each engine;
• at areas where the proximity of the aircraft could impact on the flow of traffic, e.g.
Tail/roadway;
• at other areas around the aircraft only when clearance to approach the aircraft
has been given.
Cones should be removed:
• just prior to the aircraft departure to ensure maximum protection of the aircraft
and after all vehicles have been removed to safe areas;
• after use, to a designated storage area.
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The following figure illustrates the required placement of safety cones.
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Figure 49 Aircraft Cone Positioning
For further information IATA AHM 462 Chapter 6 – “Use of Marker Cones”.
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conjunction with part 3.15.
3.16 Turnaround Plan
This turnaround plan is a high level overview of activities/functions required by AirTanker,

allowing individual handling agencies to follow their own safe working practices within this
scope:

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• Before an Aircraft Arrives – Attention to FOD (Foreign Object Debris), confirm
stand equipment availability and serviceability, chocks, cones, docking guidance
systems, stand clear.
• On Arrival – Monitor safe arrival of aircraft, ensure that no unauthorised persons
approach the aircraft when the aircrafts anti-collision lights are flashing. When the
aircraft engines are shut down and the anti-collision lights are off, the aircraft
should be properly chocked, coned and then supporting GSE and personnel can
enter the sterile area. A visual check must be made for any damage to the
aircraft.
• Off Load Process – Co-ordinate safe equipment positioning, maintain access for
passenger evacuation should it be necessary, monitor safe procedures for unload
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of baggage and disembarking passengers.
• On Load Process – Liaise closely with all parties including loaders, fuellers,
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cleaners, cabin supervisors and flight crew providing all relevant documentation.
Maintain close supervision of aircraft loading to ensure the load distribution
reflects the Loading Instruction Report (LIRs). A check should be made that the
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load is correctly restrained and/or secured on/within ULDs and in Hold 5. Ensure
that a copy of the following flight paperwork is retained at the departure airfield:
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Passenger Manifest
Cargo Manifest
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NOTOC (DG and Special Category Cargo)
LIRs
Signed Copy of the Load Sheet; and
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Tech Log
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• Departure Process/Pre-departure walk around check

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NOTE: For AirTanker operations, this check is to be undertaken in one

continuous walk around after all servicing activity has taken place and all
equipment is clear. For the sake of expediency, the forward stairs may remain in
place while the check is performed, so long as the walk around check is paused
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at point 18 (see Fig 50), and completed, once the stairs have been removed.
As the last remaining GSE is removed from the aircraft, the headset man is to
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check all hold and passenger doors are secure and all equipment is safely
removed from the aircraft side and out of the sterile area, also checking for
damage to the aircraft. In addition, correct pushback procedures are to be
monitored.
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For the avoidance of doubt, the pre-departure walk around check should include the
following:
• The apron is clear of all FOD items that may cause aircraft
damage or pose a risk
• All GSE and passenger boarding devices are detached (see
above note)
• The stand area is clear of obstructions. GSE and vehicles are
positioned clear of the aircraft movement path.

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• Adequate clearance exists between the aircraft and facilities or
fixed obstacles along the aircraft movement path.
• All aircraft servicing panels and/or hatches are closed and secured
(except external power and headset panels).
• Cabin/cargo doors:
• Handles are flush with the fuselage;
• There is no visible damage on the aircraft, particularly
around cabin and cargo doors.
• Any abnormalities on the aircraft observed (e.g. obvious damage,
fluid leakage) are immediately brought to the attention of the pilot
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in command and maintenance.
• Landing gear safety pins are removed.
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• There are no obvious signs of unmarked dents or other skin panel
damage.
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• In the event an ASU is required for engine start, communicate with
the flight deck on ASU positioning and engine start sequence –
see 3.32.
NOTE 1: In the event of the aircraft returning to stand, or the pre-departure check being
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interrupted, the walk around check must be repeated for the start.
NOTE 2: It is essential to have adequate lighting when doing the walk round check. If
lighting is insufficient, a torch can be used.
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Figure 50 Pre-Departure Walk Around Check
• Post Departure – The agent must undertake post departure FOD check; ensure
that all departure messages are sent to all relevant bases.
• General – Ensure that all operations are conducted safely including the use of,
protective equipment, and safety guard rails, banksmen when vehicles are
manoeuvred in close proximity to the aircraft, ramp speed limits are adhered to,
and ground equipment is suitable and is serviceable.

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3.17 Aircraft Check on Arrival
On aircraft arrival, and prior to the positioning of ground handling equipment, operatives must
conduct a visual inspection of that area of the fuselage before positioning equipment. If this
inspection reveals any damage to the aircraft, the Handling Company is to ensure that no
ground handling equipment is positioned to that area, and must report the damage
immediately (see section 10).
Such inspections must also be conducted after aircraft have been unattended for extended
periods, or after other aircraft ground movements on airport (e.g. towing from maintenance,
etc.).
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3.18 Vehicle / Ground Equipment Positioning / Operation
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Vehicles / Equipment used in connection with the handling of AirTanker aircraft must only be
operated by staff trained and certified to use the equipment in question. All equipment
approaching an AirTanker aircraft must come to a complete stop 5m before the aircraft and
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from there equipment must only move with a speed less than 5 km/h. All equipment must be
guided in with the aid of a banksman or other alternate approved means of guidance. Alternate
approved means of guidance includes technical aids, such as cameras or distance sensors.
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Banksmen must use ground signals published in the IATA International Ground Operations
Manual (IGOM). Vehicles and GSE not fitted with stabilisers must be chocked when they come
to a complete standstill. A picture of a typical vehicle chock can be seen at Approved Ground
Equipment Chocks.
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Figure 51 Approved Ground Equipment Chocks

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NOTE: For hi-loaders and scissor lifts, where the position of the driver is in an open cab, in an
extreme forward position on the vehicle, giving him an unobstructed view of the aircraft and
the front of the vehicle, a banksman is not required.
WARNING: AirTanker operates a ‘No Touch’ policy; GHAs are to ensure that equipment
DOES NOT contact the skin of the aeroplane, which is susceptible to damage. It is the
responsibility of the GHA to have suitable procedures in place for equipment positioning.

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3.19 Ground Run Up Danger Areas
There is a particular risk of blast damage or injury from an aircraft engine exhaust or intake.
The risk is further increased if for any reason the aircraft stops and then applies additional
thrust required to break away and continue the manoeuvre.
WARNING: Vehicles and personnel must remain clear of aircraft danger areas when aircraft
engines are running and or the anti-collision lights are on.
In order to prevent incidents and accidents caused by aircraft engines, you must never position
yourself or equipment in the following critical areas before during or after aircraft departure or
arrival
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The following 2 figures show the danger areas during the aircraft start-up phase.
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Figure 52 Idle Engine Danger Areas

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Figure 53 Engine Breakaway Power Danger Area

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3.20 Aircraft Towing, Pushback, Marshalling and Parking
The following procedures are to be followed in order for the safe towing/parking of AirTanker
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aircraft.
Aircraft Marshalling
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All AirTanker aircraft (including military register Voyager aircraft) are to be marshalled in
accordance with internationally recognised hand signals, as described in ICAO Appendix 1 to
Annex 2 Rules of the Air,and published in the IATA International Ground Operations Manual
(IGOM).

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Towing Crew Responsibilities
A towing crew can consist of:
• An aircraft tug driver;

• Tow bar operative;
• Wingmen;
• Aircraft brakeman and;
• Communications Co-ordinator / Towing Supervisor.
All members of any aircraft towing team are responsible for the safe manoeuvring of AirTanker
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aircraft when under tow. It is the responsibility of the company providing such a towing team
to ensure that they hold both relevant and current qualifications for their specific function. They
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must ensure that they have in place approved towing policies/procedures and training
structure in place to carry out towing of aircraft. All towing and pushing must be conducted in
accordance with IGOM specifications or, at the AirTanker main base, AS.2794. Any personnel
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working on or around aircraft movement must be aware of IGOM Hand Signals and use them
during aircraft movements.
3.20.2.1 Tug Driver
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The tug driver is responsible for ensuring the aircraft is in the correct configuration to tow.
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• All doors and hatches closed,
• Ground locks inserted (liaise with aircraft crew if required),
• Nosewheel steering disengaged (if required),
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• Tow bar correctly attached and secured,
• Aircraft brakes released,
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• Anti-collision beacon illuminated,

• All chocks are removed.
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The driver is responsible for the safety of the aircraft and must ensure there is adequate
separation between the aircraft being towed and any obstacles, moving or otherwise.
3.20.2.2 Tow bar Operative

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The tow bar operative is responsible for connecting and disconnecting the tow bar. The tow
bar operative should then be used to ride in the tug to monitor the tow bar for separation.
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3.20.2.3 Wingmen
The wingmen are responsible for indicating available clearance by recognised hand signals to
the driver of the tug.
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3.20.2.4 Aircraft Brakeman
No aircraft can be towed unless there is a member of the flight crew or an approved ground
engineer in charge of the flight deck. Only AirTanker personnel are approved to take charge
of the flight deck at any time.
The brakeman is responsible for applying and releasing the aircraft brakes and operation of
the anti-collision beacon as directed.

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3.20.2.5 Communications Co-ordinator / Towing Supervisor
The Communications Co-ordinator / Towing Supervisor is responsible for communication

between the flight deck and personnel on the ground. It is their duty to ensure the aircraft and
surrounding area are clear for the operation to proceed and when personnel can be signalled
to approach or depart from the aircraft (as indicated by the operation of the anti-collision
beacon).
3.20.2.6 Towing Procedures
• All communications when an aircraft is under tow must be via headset.

A full verbal pre-manoeuvre brief should be completed by all concerned with each
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member of the team recognising and confirming their responsibilities before any
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manoeuvre is conducted including clear allocation of responsibilities. This
includes route to be used (if known) towing speed (taking into account weather
conditions, A/C type, airfield regulations etc.) any special requirements en route,
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parking position.
• A vital part of any brief should be the understanding of any hazard warning and
emergency signals including the use of audible devices.
• Before moving the aircraft, the qualified brakeman and tug team satisfy
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themselves that the physical condition of the aircraft is satisfactory for it to be
moved. Any damage noticed must be reported without fail immediately to the
aircraft ground engineer or AirTanker representative.
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• The tug team must personally satisfy themselves that towing equipment (e.g.
tractor, tug, tow bars, etc.) is suitable and serviceable for the operation. Particular
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care must be given to all tow bar/tug/aircraft fail-safe systems such as
sheer/overload pins. Equipment must be in good mechanical order and sheer
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pins must be checked for serviceability and a record kept accordingly.

• Checks should be made that a constant clearance is in place of tug and aircraft
throughout the whole manoeuvre.
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• Attention must be given by the brakeman to top up brake accumulators or power

braking system as required for the task or manoeuvre to be undertaken.
• Before commencement of any towing operation, the tug team should ensure that
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all ground equipment (i.e. GPU, stairs, etc.) is disconnected and clear of the
aircraft.
• The communication coordinator is to be positioned as to see and be seen by the
tug driver, brakeman and all lookouts. Under no circumstances is any person to
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board or alight the moving aircraft or tug.

• Additional precautions must be taken by everyone concerned with towing in poor
light conditions or adverse weather conditions and consideration must be given to
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the illumination of potential hazards where possible. The team members must
also be equipped with suitable flashlight (in reduced visibility or light) and PPE.
• Aircraft navigation lights must be on at all times prior/during aircraft movement.
• To minimise acceleration and deceleration loads on the nose gear, the towing
tractor shall be equipped with a torque converter and the first and last 10 metres
of the operation shall be in a straight line.
• The tug is to proceed at not more than a slow walking pace and both tug driver
and brakeman must be prepared to react immediately to any emergency stop
order. Bystanders not involved in the towing operation are to be kept clear of the

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area and are not to shout or give any signal, which could distract or mislead the
towing team.
• The maximum allowable steering angle of the nose gear for towing is painted on
the nose gear aft doors and should not be exceeded at any time during towing.
• Parked aircraft are to be braked, chocked as soon as the aircraft is correctly
positioned on the parking stand/gate. Correct nose wheel/aircraft alignment must
be ensured, as a minimum, chocks should be positioned at forward and aft of the
nose wheel and forward and aft of one set of main wheels or both sets of main
wheels. Chocks should be of a suitable size for aircraft type to prevent aircraft
movement.
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Before leaving the aircraft unattended, particular attention should be paid to the following:
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• type and position of wheel chocks;
• nose and wheel steering to be engaged;
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• gust locks to be fitted/engaged if applicable;
• doors and access panels to be closed and locked;
• security seals to be used where applicable; and
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• a final inspection should be made by all members of the towing team ensuring no
damage was incurred during the manoeuvre.
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Aircraft Pushback
If the aircraft is parked “nose-in” to a stand it will require to be ‘pushed back’ until it is in such
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position that it may safely manoeuvre under its own power. As per section 3.19.2.6, all
pushback must be carried out via a headset. Where a headset is unavailable (serviceability or
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otherwise), IGOM hand signals must be used.
Similar to 3.19.2, the pushback crew should consist of the following personnel and their
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responsibilities:
• An aircraft tug driver (3.19.2.1);

• Wingmen/tow bar operatives (3.19.2.2);
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• A Communications Co-ordinator/Pushback Supervisor (3.19.2.5).
The driver is responsible for the safety of the aircraft and must ensure there is adequate
separation between the aircraft being towed and any obstacles, moving or otherwise.
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The flight deck crew are responsible for the actions covered by the brakeman described in
3.19.2.4 during pushback operations.
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The Pushback Supervisor must be the headset operator during aircraft pushbacks.
3.20.3.1 Aircraft Pushback Procedure
A serviceable headset is a requirement for all pushbacks. If no headset is available, the

Pushback Supervisor and aircraft commander must conduct a pre-pushback briefing and, as
a minimum, discuss and agree the following IGOM signals:
• Emergency stop hand signal;

• Fire hand signal;
• Air start hand signal (if required);
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• Tow bar disconnect;
• Engine start sequence.
The only time a pushback can take place without a headset and without completing this
procedure is if English is not spoken by the ground crew, or when the equipment becomes
U/S immediately prior to the push and there would be a delay to the departure to obtain a new
headset, or an imminent thunderstorm warning as per IATA AHM 462 11.7.3.
NOTE: If the headset fails and doors are already closed, establish eye contact with the Captain
and indicate a U/S headset by holding a flat hand, palm to the ground, across the throat and
motioning it from side to side.
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The Captain must approve the pushback using a ‘thumbs up’. If either the Captain or
Pushback Supervisor is unsure of any signal, the steps should be returned and the doors
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opened so that a pre-pushback briefing as described can take place.
CAUTION: IATA AHM 462 11.7.3 (Thunderstorm/Lightning) states on receipt of the ALERT
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suspend any non-essential activities in open areas and ensure any staff using or about to use
headsets are informed of the alert. On the receipt of STOP, discontinue aircraft communication
by headset.
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CAUTION: If digital wireless headsets are used, the initial contact with the flight deck must be
made while both parties are visible to each other and making eye contact. This is to ensure
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that the transmitter plugged into the aircraft matches the headset being worn by the pushback
crew.
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The Pushback Supervisor must conduct a final aircraft walk round and ensure the following:
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• The condition of the Apron (incl. the removal of all FOD);

• Confirmation that all doors, panels and latches are closed and secure;
• Chocks and ground equipment (incl. vehicles) are removed from the aircraft and
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there are no other obstructions preventing the aircraft pushback onto the taxiway.
NOTE: During night operations, it may be necessary to use a torch to view darkened areas
(such as around the undercarriage wheels).
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The Pushback Supervisor must be positioned on the side of the headset receptacle during
pushback and the headset lead or operator should NEVER cross beneath the aircraft or
across the tow bar. Care must be taken not to allow the headset lead to become entangled
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with the tug, tow bar or nose oleo. In the event the lead does become entangled, stop the
pushback and inform the flight deck of the problem.
3.21 Ground Equipment Positioning

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The following diagram shows the positions during an aircraft turnaround of the various
equipment required to provide services to the aircraft.

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Figure 54 Ground Equipment Positioning
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CAUTION: If an air start trolley is required for aircraft start up, the ground handling agent is to
ensure the trolley is positioned at least five metres away from the No. 1 engine, to ensure that
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it does not enter the danger zones described in Section 3.18.
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Two Metre (6 ft) Rule
Any vehicle or equipment which does not need to be positioned directly against the aircraft,
must not be positioned any closer than 2 metres from the fuselage. This includes Ground
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Power Units which must be positioned at least 2 metres from the fuselage, with the full length
of the cable being used in order to service the aircraft. Towing equipment and equipment
under tow must remain at least 2 metres from the fuselage at all times.
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Equipment Tugs must not at any time be within 2 metres of the aircraft fuselage. Where
equipment tugs are utilised for the positioning of steps, they must stop and disconnect the
steps at a safe distance, such that they do not, at any point, come within 2 metres of line of
the aircraft fuselage.
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Any vehicle or item of equipment positioned within 2 metres of the aircraft must have a valid
operational reason for such positioning.
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Clean Platform Presentation
AirTanker operates a ‘Clean Platform Presentation’ policy; GHAs are to ensure that the
minimum surface area of the equipment is being presented to the aircraft during equipment
positioning. This means that for example all side rails, where fitted, are to be retracted during
positioning to and away from the aircraft.
WARNING: Once in position, all safety mechanisms, including safety rails are to be deployed
to avoid incidents of falling from height.

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Steps
Steps must be fitted with rubber protection (or similar) on the front of the top platform and the
AirTanker ‘No Touch’ policy strictly adhered to (section 3.17). Steps should be positioned with
their top platform at a level that is one step lower than the doorstep of the aircraft and
approximately 25mm (1in) away from the aircraft skin. Steps may require adjustment during
the turnaround as the aircraft may settle during disembarkation, embarkation, fuelling and
loading. Steps must always be positioned with the brakes and stabilisers activated.
CAUTION: Stabilisers must be deployed before any personnel and/or passengers are allowed
onto the steps.
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Air Bridges
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Air bridges must be in their neutral parking position before the aircraft approaches the stand.
It must be observed that the aircraft has stopped on the correct stop point before the bridge is
moved towards the aircraft body. The front of the air bridge must be fitted with rubber
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protection (or similar) on the front, which is to be positioned against the aircraft body. The air
bridge should be equipped with an alarm or a mechanism to adjust the air bridge to the settling
of the aircraft during disembarkation, embarkation, fuelling and loading. When the air bridge
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is moved away from the aircraft, it must be parked in its neutral position.
Hi-loaders / Transfer loaders

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Hi-loaders must be fitted with rubber protection (or similar) on the front, which must not be
positioned against the aircraft body in accordance with the AirTanker ‘No Touch’ policy
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(section 3.17). Hi-loaders should be positioned with their top platform at a level that is 20cm
lower than the doorstep of the aircraft - Except for hi-loaders handling containers or disabled
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customers. Transfer loaders conducting the loading/offloading of ULDs, once in position,

should only load/unload containers with the use of the guide rails fitted to the top flat bed of
the transfer loader.
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Baggage Conveyors
Baggage Conveyors are vehicles that are used to load individual baggage items to Hold 5.
The design of the vehicle with its long conveyor protruding in front makes this a difficult vehicle
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to position in and around an aircraft. The conveyor operator must be fully trained and aware
of all blind spots. On approaching the aircraft, the vehicle must come to a complete stop at
least 5m before the aircraft. From there, the vehicle must only proceed under the guidance of
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a banksman. Once the vehicle is in its final position, the vehicle stabilizers must be deployed.
If the vehicle does not have stabilizers, vehicle chocks are to be used. Refer to the IATA IGOM
4.1.3.6 for specific safety precautions.
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Ambulift - Loading of Aeromedical Patients
A330-MRTT aircraft are capable of carrying stretcher patients when configured in one of the
aeromedical roles. When loading / un-loading aeromedical patients an Ambulift should be
used, however, where this facility is not available, airports may use a catering vehicle in place
of an Ambulift. Stretcher patients, or patients who are unable to use the passenger stairs, must
be loaded / un-loaded using door R2.
Where the aircraft is in the aeromedical role 3 configuration, door R4 must be used for the on-
load / off-load of patients.

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WARNING: When using a Royal Air Force catering vehicle modified for the A330-MRTT, the
positioning procedure described within local unit orders is to be adhered to.
Ground Equipment Condition
All ground handling companies including service providers operating motorised or non-
motorised equipment must be of in efficient working order and in good repair. Vehicle cabs
must be free from FOD at all times. To achieve this, the service providers and ground handling
companies must have a system in place for maintaining equipment in accordance with the
manufacturers maintenance programme, including a preventative maintenance programme.
A system must also be in place for recording all maintenance work completed. All equipment
must be specifically designed and / or suitable for use against A330-MRTT.
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Positioning of Service Equipment to Cabin Doors
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Precautions must be taken when positioning service equipment (e.g. catering truck / Ambulift)
to the service doors of A330-MRTT aircraft as per previous paragraphs, but additionally in
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order to prevent the risk of falls from height the following applies:
• the curvature of the aircraft must be borne in mind when positioning against the
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rear doors (see Figure 43);
• where the design of the service equipment allows, it must be positioned to the
door prior to the service door being opened;
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• depending on vehicle design it may not be possible to open/close the aircraft
door with the servicing platform fully in position. Where this is the case, the risk
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must always be minimised:
the platform should be deployed close to the door to ensure that the gap/drop from the door
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is minimised as far as possible;

there must be clear communication between the ground staff and the cabin crew confirming
that the equipment is in place (for positioning see 3.17). This will be achieved by verbally
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providing the Dispatcher/TCO confirmation that the equipment is now in place and via
knocks on the service door as described in section 3.24.3.1;
the open door shall be guarded by the crew at all times; and
when removing service equipment, the operator must also liaise with the crew, and the
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platform only lowered/withdrawn as far as is necessary to allow the aircraft door to be safely
closed. Only when the aircraft door has been fully closed may the platform be withdrawn
further.
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3.22 General Positioning of Ramp Equipment
Extreme caution must be taken to avoid damage to aircraft on the ground.

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• Stabilisers, when fitted on equipment, must be deployed. If stabilisers are not

fitted, vehicle chocks must be used.
• The engines of unattended vehicles (with or without external emergency controls)
in the aircraft stand area must be switched off. Attended vehicles that have
engines designed to provide Power Take Off (PTO) may be left with the engines
running (“unattended” means that the vehicle operator is not in the immediate
vicinity of the vehicle and is not in easy reach of the emergency controls, whilst
carrying out his/her normal duties).

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• A banksman must be used when positioning equipment to or from an aircraft and
when a vehicle is reversing around the aircraft, unless the vehicle is specifically
designed to perform such operation without one (section 3.18). At all times the
banksman must be visible to the driver and use standard hand signals. Once the
equipment is 5m clear of the aircraft, AirTanker do not require a banksman to be
used for other positioning/reversing.
• Operators of vehicles/equipment must have completed an inspection to ensure it
is serviceable and suitable prior to positioning up to the aircraft.
• All equipment and vehicle operators must come to a complete stop approx. 5m
from the aircraft before proceeding at a slow walking pace and under the
direction of a banksman if positioning against the aircraft.
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• Do not position ground equipment so it blocks the exit of the fuel vehicle.
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• When not required for servicing of the aircraft, equipment must not be positioned
in such a manner that it would prevent emergency evacuation of the aircraft,
including deployment of slide if required.
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• With the exception of aircraft refuelling vehicles, drivers are not to drive under the
wing or any part of the aircraft*
• When a towable GPU is in service on an aircraft, it must not be left connected to
its towing vehicle. The towing vehicle must be disconnected, the GPU must be
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chocked and the towing/brake arm set. This is to prevent operators driving the
towing vehicle away whilst still connected to the GPU and the aircraft, damaging
the GPU connex.
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*except WSU, TSU vehicles in the course of servicing the aircraft.
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3.23 ULD Serviceability Check
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ULDs are classified as removable aircraft parts and are therefore subject to certification
requirements established by regulatory authorities. A damaged ULD (in accordance with the
placard on the unit), especially with sharp protrusions, creates a risk of damage to aircraft
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interiors, loading equipment, baggage, cargo and mail, as well as the people handling the
ULD. A ULD should be checked for damage prior to use and immediately upon arrival. If
damage is found they should not be used and classed as non-airworthy or unserviceable. The
required checks are attached to all AirTanker ULDs and are replicated at Figure 55.
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NOTE: Placards vary depending on type and manufacturer.

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Figure 55 ULD Serviceability Placard
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3.24 Aircraft Pitot Tubes, Vanes, and Sensors
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At all times great care must be taken within the vicinity of pitot heads, particularly when
positioning air bridges and mobile steps. Covers for pitot heads and sensors remain the
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responsibility of the operating crew or engineering.
3.25 Aircraft Doors

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Cargo Doors and In-Plane Systems
The operation of the cargo doors and the Cargo Loading System (CLS) are only to be carried
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out by suitably qualified personnel that have undertaken training specific to the A330-MRTT
aircraft.
NOTE: Suitably qualified personnel includes AirTanker personnel (Engineers / Dispatch Co-
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ordinators) that have completed AirTanker training, as well as RAF Movements, TG18(Movs)
personnel and embedded aircraft handling MOD contracted staff that have carried out the
RAF Voyager Doors an In-Plane Systems (VDIPS) Course on the Defence Movements
School, RAF Brize Norton. All personnel must hold a valid and in-date doors operating license.
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Passenger Doors
3.25.2.1 Passenger Loading
AirTanker designates doors L1 and L2 of the aeroplane for use by passengers where twin air
bridges are available, and door L2 when a single air bridge is available.
Where passenger stairs are provided, L2 and L4 are the preferred doors.
3.25.2.2 Loading/Unloading of Aeromedical Patients
AirTanker designates door R2 on the starboard side for use when loading/unloading
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aeromedical stretcher patients, or aeromedical patients who cannot use the passenger stairs.
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Where an aircraft is configured in aeromedical role 3 (commercial stretchers over seats 37-39
port and starboard) AirTanker designates door R4 for use when loading/unloading
aeromedical patients.
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Service Doors
AirTanker designates doors R1 and R4 on the starboard side for servicing of the cabin.
3.25.3.1 Opening of Passenger/Service Doors
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Passenger/Service doors must only be operated by either AirTanker trained personnel or
trained aircraft operating crew. Doors open outwards parallel to the aircraft fuselage. All
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ground handling staff are requested to make two clear knocks on the door and indicate safe
to open with a thumb pointing upwards at the viewing window, then wait for it to be opened
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from the inside by the crew. The crew will not open an aircraft door until they have received
the prescribed indication it is safe to do so.
3.25.3.2 Closing of Passenger/Service Doors

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WARNING: When removing GSE from Passenger/Service doors, positive confirmation from
the responsible party onboard (cabin crew/engineer) that the steps can be removed is to be
obtained.
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Equipment can only be moved away from the aircraft after the door has been closed. Ground
staff responsible for removing passenger boarding equipment must get clear permission from
the cabin crew before steps, air bridges or other boarding equipment are removed and must
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remain at the top of the equipment or doorway until the cabin doors are closed and locked.
For ground staff that are not permitted to operate the doors, it is acceptable for them to assist
cabin crew with the swinging of the cabin door to aid its closing. Care must be taken not to
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trap the fingers of either the ground staff or cabin crew.
3.25.3.3 Passenger Safety on the Ramp
Passengers must be escorted, directed and monitored while boarding or disembarking so they
do not enter the aircraft danger zone (pictured below). If a passenger route crosses a vehicle
route, manned traffic control will be necessary at the crossing point. Passengers must not step
over any cables, hoses or ducts.

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Attention must be given to parents with infants, children, disabled and elderly passengers.
Escorts need to be particularly vigilant in relation to darkness, adverse weather conditions, no
smoking restrictions, and aircraft/vehicle movements.
If local airport layout, wingtip clearance to inter-stand clearways, or other restrictions exist
which would bring passengers into conflict with vehicle traffic, a locally agreed and
documented solution may be adopted for the applicable parking stand(s).
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Figure 56 Passenger No-Go Areas
Cabin Crew will not permit passengers to disembark from the rear passenger door until a
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member of ground handling staff is present to guide passengers around the wing.
On rare occasions a situation can develop which warrants a rapid disembarkation of the
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aircraft but not an evacuation via the slides. In such circumstances the disembarkation will be
initiated by the operating crew, who will communicate with ground staff as appropriate.
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In the event of a precautionary rapid disembarkation, handling staff should assist in ensuring
passengers are supervised and moved to an area of safety, as appropriate dependant on the
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local airport layout and procedures.
Safe evacuation lanes should always exist on the boarding/disembarking (usually left) side of
the aircraft.
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3.26 Ground Turnaround Times
Standard turnaround times for AirTanker aircraft are as follows:

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• Turnaround – 2hrs.
• Extended Turnaround – 3hrs required for operations where a turn-round consists
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of all of the following:

a complete (full) aircraft offload;
de-stuff/breakdown of inbound ULDs;
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re-stuff/load build into ULDs; and

complete re-load of aircraft.
• Minimum Turnaround Times – 90 mins.
NOTE: Extended turnaround operations must take into account any forecasted sector times
and subsequent implications to crew duty times.
NOTE: Although the basic and extended times are as stated, consideration may be taken into
account for individual tasks and turnaround times may be reduced or extended as appropriate.

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NOTE: Minimum Turnaround Time exists to avoid compressing the operation in favour of
safety and is not an indication of expected turnaround i.e. if there is no load in or out, or the
passenger number is particularly low, minimum turnaround time is still 90mins..
3.27 Aircraft Cleaning
During aircraft turnarounds and other times, it is imperative that an internal clean of the aircraft
is carried out. Unless a contract is already in place, the ground handling agent is to arrange
for a suitable company to carry this out. Cleaning staff are not permitted to enter the aircraft
without an AirTanker engineer, Dispatcher/TCO or flight crew present.
Locations away from the main base will be advised by the aircraft Purser of the cleaning
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requirements.
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Front End Clean
3.27.1.1 Aircraft Galley
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• Wipe down internal surfaces of ovens with detergent solution and remove
spillage deposits.
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• Wipe down of external oven areas.
• Wipe down surfaces of base plates and beverage makers with detergent solution.
•
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Wipe down external areas of chillers and cupboards.
• Wipe down all remaining surfaces with detergent solution.
• Buff all areas dry with dry paper towels.
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• Vacuum and wash floors.
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3.27.1.2 Aircraft Toilets
• Empty bins and re-stow.

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• Clean sinks with cream cleaner including taps and plug.

• Clean vanity unit.
• Wipe down all other external surfaces such as walls and door with detergent
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solution.
• Polish mirrors and taps.
• Clean toilet paying particular attention to rims and outer rim.
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• Flush toilet then disinfect toilet seat and handle.

• Wash floors and outer door and surround with detergent solution.
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3.27.1.3 Extras
• Used blankets removed and cleaned.

• Clean pillows in pillow cases and blankets placed on every seat.
Quick Turnaround
• Remove waste bags from disposal bins and fit new.

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AS.4001
• Wipe down external surfaces of ovens with detergent solution.
• Wipe down external surfaces of chillers and dry storage cupboards with detergent
solution.
• Wipe down base plates and surfaces of beverage makers with detergent solution.
• Wipe down trolley stowage with detergent solution.
• Wash floor using minimal liquid due to the reduced turnaround time.
3.27.2.2 Toilets
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• Clean sink and vanity unit tops using mild abrasive as necessary.
• Wipe down all hard surfaces with detergent solution.
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• Disinfect toilet seat and flush handle/button.
• Wash floors in cubicles and vestibule using as little liquid as possible.
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3.27.2.3 Passenger Seats
• Place seat in upright position, brush covers to remove crumbs and particles.
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• Remove all contents from seat back positions, replenish items.
• Vacuum carpet areas.
• Video screens wiped down.
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3.27.2.4 Extras
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Full Clean
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• Remove waste bags from disposal bins, ensuring bins are cleaned and dry, fit
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new waste bags.

• Wipe down internal surfaces of ovens with detergent solution and remove
spillage deposits.
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• Wipe down all external hard surfaces with detergent solution.

• Wipe down surfaces of base plates and beverage makers with detergent solution.
• Wipe down internal surfaces of chillers and dry storage cupboards with detergent
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solution.
• Wipe down trolley stowage with detergent solution.
• Wash floor using as little liquid as practicable.
• Wipe down accessible surfaces of wardrobe unit with detergent solution.
3.27.3.2 Toilets

• Clean sink and vanity unit tops using mild abrasive as necessary.

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• Lower diaper shelf and wipe down with detergent, disinfect and re-stow.
• Wipe down all hard surfaces with detergent solution.
• Polish mirrors and taps.
• Disinfect toilet seat and flush handle/button.
• Wash floors in cubicles and vestibule using as little liquid as possible.
3.27.3.3 Overhead lockers
• Open, remove litter, dust as necessary, close.

• Wipe down external surfaces with detergent solution.
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3.27.3.4 Trim
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• Dust sidewall panels and window anti-scratch panels. Wipe with detergent
solution as necessary to remove marks.
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• Passenger doors and entrance vestibule – dust trim and wipe with detergent
solution as necessary.
• Fold cabin crew seats to be extended, brushed to remove particles.
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• All hard surfaces to be wiped down with detergent solution.
3.27.3.5 Passenger Seats

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• Place seat in upright position and brush to remove all crumbs and particles. Spot
treat stains with detergent solution. Report any extensive staining or damage to
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seat covers to AirTanker in Acceptance Certificate.
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• Wipe down seat arms with detergent solution.

• Remove all contents from seat back pockets and clean and tidy.
• Un-stow meal trays, wipe down with detergent solution and re-stow.
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• Cross seat belts neatly across seat.
3.27.3.6 Floor
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• Pick up litter.
• Vacuum all carpet areas, spot treat stains with detergent solution. Report any
extensive staining to AirTanker on the Acceptance Certificate.
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• Wash floors in entrance vestibules and across aisles using minimum practicable
quantity of liquid.
3.27.3.7 Extras
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3.28 Potable Water
Potable water systems are susceptible to contamination by bacteria and other

microorganisms. All water for drinking and other personal use made available to crew and
passengers must be free from chemical substances and microorganisms which might cause
illnesses in any form. Water obtained from any source other than an officially approved Aircraft

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AS.4001
Water Replenishment Point (AWRP) or water facility at a World Health Organisation (WHO)
designated airport is to be treated as suspect.
The aircraft Potable Water System is maintained in accordance with the IATA AHM/Aircraft
Manufacturer's Recommendations.
Potable Water Quality Standards
The following standards based on IATA AHM440, should be considered the minimum
standards for potable water supplied to AirTanker Voyager Aircraft.
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• Only products approved by local health authority and airline may be used to sanitise
potable water in the servicing vehicle.
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• Potable water suppliers are responsible for testing the potable water delivered from
bowsers.
• The filling hose connector must be of a size as recommended by ISO17775 2006,
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Aircraft- Connection for Water of Drinkable Quality.
• Regular analysis shall be done every 3 months for microbial parameters and every 6
months for physio-chemical parameters. The sampling and analysis frequencies may
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be increased if the need arises.
• The content of the potable water servicing vehicle must be delivered to an aircraft or
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drained not later than 24 hours after filling.
It is essential that the potable water is disinfected and that handling companies adhere to
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sanitary requirements established by the WHO or those issued by the local health authority if
these are more stringent.
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3.28.1.1 Water Samples and Analysis

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Suppliers may be required to provide water samples to AirTanker for testing. This will be
carried out in accordance with AHM440.
Aircraft Water Replenishment Point (AWRP)

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The aircraft water replenishment point connectors should be kept 1m above ground level and
located more than 30 metres away from waste storage or treatment and toilet servicing
equipment.
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The taps, pipes and any other fittings and the area adjacent to the filling point should be kept
clean, and the taps should be kept covered when not in use to avoid unnecessary risk of
contamination. Fill point and fill point hoses shall be secured in a metal pest proof and lockable
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enclosure to prevent accidental contamination, pest infestation and unauthorised access.

When not in use, all fill point/transfer point hoses shall be secured and locked.
The bowser filling point must be reserved solely for the supply of Aircraft Drinking Water. It
should be labelled as such.
NOTE: Where the aircraft is filled by the use of a hose connection from a custom-built fill point
at an air bridge, pier or jetty, the delivery nozzle must be kept capped off or covered when not
in use to avoid unnecessary risk of contamination.

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AS.4001
Drinking Water Bowser
The drinking water supply for an aircraft is normally transported to the aircraft in a custom built
bowser which can be of a variable design.
The water is carried in a fibre glass or metal tank which is fitted with self-sealing valves to
avoid contamination of the water. Access to the tank can only be gained by removal of a
bolted-on manhole cover normally positioned on the top of the tank.
One flexible hosepipe, which is manufactured from non-toxic material and will not taint the
water, is fitted to the bowser and is designed to carry water from the bowser to the aircraft
potable water fill point. When not in use the hosepipe should be protected from gross
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contamination either by use of a suitable cover or by capping it off with a suitable blanking
piece.
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3.28.3.1 Vehicle Specification and Procedures
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• Vehicles should be maintained to a generally accepted standard of mechanical
reliability, safety and be leak free.
• Vehicles should be identified by a fleet number and a company name (as applicable).
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• Potable water servicing units must not be parked in the same area as other water
servicing vehicles. Potable water servicing vehicles must be parked in a specific
clean, shaded and secured area. Toilet trucks and Water trucks/carts shall never be
if
less than 30m from each other in distance in any way.
• A daily clean of dirt and debris from the bowser fill coupling and delivery hose
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coupling should be undertaken with a lint free cloth. Apply a solution of undiluted
sterilisation fluid to both the couplings. Leave for a minimum of two minutes and rinse
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with potable water.

• Servicing vehicles shall be disinfected at least weekly:
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- Drain bowser, clean filters as per manufacturer’s recommendations.

- Fill bowser with potable water to 25% capacity, adding a dosage of sterilising
fluid. Then continue to fill to the maximum capacity of the bowser eliminating any
airspace.
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- Briefly open all taps and values to flush out any old water.
- Run the pump and flush a minimum of 25 litres of water through the delivery
hose.
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- Place the delivery hose in a bucket filled with the sterilisation solution.
- Using clean paper towels dipped in undiluted sterilisation fluid, clean all
inlets/outlets including lid/hatch drain and overflow pipes.
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- Allow the water in the bowser to stand for a minimum of 3 hours.

- Drain the bowser of all its contents.
- Refill the bowser with water adding a dosage of sterilising fluid
- Allow a minimum of 30 minutes to elapse, flush a minimum of 25 litres of water
through the delivery hose, checking the water with Test Strips to ensure it is
within the required limits.
Details shall be recorded in the Potable Water Servicing Log
• Water tank interiors shall be cleaned internally (scoured or chemically) at least once
a month to remove any scale or deposit.

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AS.4001
• The deep cleaning and sterilisation of the Potable Water Bowsers should be carried
out by a specialist sub-contractor every six months.
• The bowser, including all compartments, filling hoses and couplings – must be kept
clean at all times.
• Hoses shall be of food and beverage quality i.e. BS EN 13618, NSF/ANSI standard
61, KTW DVGW, FDA or recognised equivalent and check for correct marking.
Hoses should not have cracks and/or kinks.
• The unit shall be labelled ‘POTABLE WATER ONLY’ minimum 75mm (3 inch) capital
letters.
• Log books and inspection records must be available and kept up-to-date to ensure
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vehicles are maintained in good condition for safe and reliable service.
Logbooks/records shall contain as a minimum:
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- Daily checks (refilled within 24hrs and disinfectant added)
- Methods of cleaning
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- Methods of water treatment
- Frequency of cleaning and treatment
- Laboratory analysis
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- Details of work carried out, including servicing, repairs and replacement parts
- Hoses: manufacturer certificates and inspections (if applicable)
- Connectors: manufacturer certificates and inspections (if applicable)
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Sterilisation of Aircraft Drinking Water
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The quality of water being supplied at airports world-wide varies considerably and even when
high quality water is available it can be contaminated between the main supply and final
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delivery to the passengers and crew.
All water uplifted should be from an officially approved AWRP or water facility at a WHO
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designated airport. To ensure that all water is safe from bacterial contamination, Air Tanker
Services Ltd requires that all water uplifted to the aircraft must contain a level of sterilising fluid
administered according to the manufacturer’s recommendations.
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NOTE: The capacity of the water bowser must be established to determine the correct dosage
of sterilisation fluid required.
Potable Water Servicing

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3.28.5.1 Servicing Staff
• Staff who carry out any duties related to toilet servicing are not to be engaged in
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potable water servicing within a 24 hour period, and protective clothing worn when
servicing aircraft toilets must never be worn when operating the potable water
bowser.
• Operators will clean and disinfect their hands or gloves before drinking water
servicing.
• The operator shall work in a clean and skilful manner.
• Operators shall not touch the aircraft filling port with bare hands.

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3.28.5.2 Potable Water Servicing Equipment
• The contents of the potable water servicing unit must be drained no later than 24
hours after filling.
• The cleaning and disinfecting of servicing vehicles must be performed weekly. The
interior of the water tank should be scrubbed once a month to remove any deposits;
records of this procedure are to be kept.
• Main fill point connectors shall be kept 1 metre above ground level and located more
than 30 metres away from waste storage or treatment and toilet servicing equipment.
• Hose connectors shall not be in contact with the ground and other contaminated
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surfaces.
• Hoses shall be stowed away safely.
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• Check water servicing vehicle cleanliness before and after servicing.
3.28.5.3 Procedure
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To service the aircraft with potable water, the following procedures are to be applied:
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• The aircraft must be supplied with electrical power and the maintenance bus is
switched on.
• Delivery pressure must not exceed 50psi (3.4bar).
•
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Before uplifting water, ensure the overflow valve light is on.
• After uplifting water, ensure the overflow light goes off. If any of these stages does
not happen, consult an engineer.
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• The overflow valve light must be off before the service panel is closed.
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3.29 Toilet System Servicing
General
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Ground service providers responsible for aircraft toilet servicing, draining, flushing and
replenishing the toilet waste tank, must have procedures in place to carry out the function
safely in accordance with the AirTanker procedures.
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Failure to correctly service aircraft toilets on the ground may result in the toilets becoming
unserviceable during flight which in turn may lead to an unplanned diversion.
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Employees as well as the environment must be protected from the risk of exposure to toilet
waste or chemicals. For employees correct training and use of appropriate PPE is essential.
Special requirements
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Toilet waste must be disposed of in a facility that conforms to local legislation.
Procedures must be in place to manage any spillages during the toilet servicing which comply
with local environmental regulations.
Prior to toilet servicing caution must be taken to ensure drains and hose connections are
secured to prevent any leakage which could result in the build-up of ice during flight, also
known as blue ice.

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Ground Service Providers should inspect the toilet servicing panel on the aircraft for signs of
leakage. If any horizontal blue streaks are observed, the blue streak will be cleaned prior to
servicing. After cleaning, they will look again for signs of leakage. Blue ice build-up in higher
altitudes may influence airworthiness. In case of a possible leak, immediately inform the
AirTanker line maintenance engineer, or advise the flight crew.
Servicing procedure
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Figure 57 Toilet Servicing door
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WARNING: Always wear rubber/protective gloves when servicing the toilet system.
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WARNING: In order to prevent contamination, do not work on the toilet waste system and the
potable water system at the same time.
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• Open the cap of the waste drain-line valve and the tank flush connections
• Connect the hose adapter and the 4 inch diameter drain hose of the TSU to the waste-
tank drain connection
• Push the PUSH TO OPEN lever on the waste drain-line valve to the OPEN position
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• Put the drain-valve control lever to the OPEN position and let the waste drain
• Touch the drain hose and make sure that the waste has drained completely
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Flushing the waste holding tanks:
CAUTION: Make sure that the water temperature is not higher than 60 degrees C (140
degrees F). If it is higher it can cause damage to the components.
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• Connect the flush/fill hose (1 inch diameter) of the TSU to a flush connection
• Operate the TSU
o Make sure that the water pressure is not more than 3.45 bar (50 psi) and the
water flow rate is stable at 38L per minute
o Flush the waste holding tank with 100L of water
• Do this procedure for each waste holding tank
• Put the drain-valve control-lever to the CLOSED position
• Disconnect the drain hose and the hose adapter

Page 82 of 259
AS.4001
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Figure 58 Toilet water servicing panel

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Preparation to fill the waste holding tanks with disinfectant:
CAUTION: Make sure that the water temperature is not higher than 60 degrees C (140
degrees F). If it is higher it can cause damage to the components.
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• Use the TSU to fill each waste holding tank with 18L of disinfection solution
• Always follow the disinfection solution manufacturers recommended guidelines
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• Some disinfectant will drain from the flush connections when you disconnect the fill
hose
• Make sure there are no leaks from the toilet drain connections or from the fill/rinse
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connections.
CAUTION: Ground service providers must immediately inform AirTanker line maintenance
engineers or OCC if any leakage is observed, the drain valve will not open or cannot be
drained for any reason, or a spillage has occurred which will require a clean-up of the spillage.
• Close the cap of the waste drain-line valve

• Turn off the TSU and disconnect the flush/fill hose
• Close the caps of the tank flush connections
• Clean and dry the service panel with a clean cloth textile-lint free cotton
Page 83 of 259
AS.4001
CAUTION: Drain the waste tanks if the aircraft is parked in the open for several hours
without electrical power supply and the temperature is, or is expected to be, below the
freezing point stated.
CAUTION: Ensure the fill line is fully drained before closing the cap to prevent freezing of
fluid in the fill line, do not attempt to remove the frozen substance in the fill lines or
connections or on the service panels. Contact AirTanker line maintenance/OCC
immediately.
Sluice the Toilet Service Unit (TSU) as required and at least daily at the station sluice point.
Replenish the water tank on the TSU.
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CAUTION: Services providers must ensure that potable water servicing is not performed by
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staff that have already performed toilet servicing during the same shift to avoid contamination
of potable water systems.
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Spillage of Toilet system waste
If ground service provider personnel sustain gross contamination from a sewage spill, they
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should:
• follow their own company health and safety procedures to ensure removal of
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contaminant and advise their immediate management who should make provision to
ensure the wellbeing of staff and expedite the clearance of the spillage.
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• Inform AirTanker and authority of the spill (including nature, size & location).
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• Use PPE as appropriate for the situation.
• Ground Service providers should have a spill kit which should contain the spill to
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ensure that the effluent does not enter the local watercourse. Any spillage should be
contained and removed in appropriate Clinical Waste Bags.
3.30 Fuelling
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Even though authorised maintenance personnel may assume the task of refuelling the aircraft,
ultimate responsibility for the quantity and distribution of the fuel on board the aircraft remains
with the Commander. Fuelling operations on AirTanker aircraft may only take place under the
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supervision of AirTanker ground engineers, an authorised third party engineer, a line

maintenance approval holder, or authorised member of the flight deck. However the
turnaround coordinator is responsible for coordinating the refuelling process, ensuring all
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parties conducting services around the aircraft are aware of fuelling taking place and ensuring
the necessary safety precautions are maintained. The following precautions while the aircraft
is fuelling should be adhered to at all times:
• Ground servicing employees, such as catering, cleaning and loading staff should
be aware of emergency fuel cut-off system and fuel zone safety.
• A fuel safety zone should be established before fuelling commences. These
zones should be regarded as extended at least 3m radially from the filling and
venting points on the aircraft and fuelling equipment. Within this zone, smoking,
the use of naked lights and the operation of switches which are not of an
approved pattern should be forbidden. Only authorised persons and vehicles
Page 84 of 259
AS.4001
should be permitted within the fuelling zone and the numbers of these should be
kept to a minimum.
• Fuel delivery vehicle must have bonded connections between the fuelling vehicle
and aircraft to provide for dissipation of electrical energy that may develop. Staff
must ensure this bonding is connected at all times. Any personnel working
around the aircraft who should happen to notice or break this connection must
report it to the fueller immediately.
• The fueller must maintain control of fuelling operations using the hand-held
deadman device throughout the operation, remaining outside the vehicle cab at
all times.
• Ground servicing activities and work inside the aeroplane, such as catering and
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cleaning should be conducted in such a manner that they do not create a hazard
and that the aisles and emergency doors are not obstructed. Aisles and exits
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should remain clear of all baggage.
• Electrical equipment, i.e. GPU must not be connected/disconnected during the
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fuelling process. Communication must be made with the Pilot in Command and
fueller before connecting or disconnecting electrical equipment.
• Fuel hoses should be clear of obstruction and be clearly identifiable, i.e. flags,
beacons, high visible paint, etc. to prevent damage.
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• Ground transfer systems should have protective fuelling port covers to prevent
damage.
•
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Evacuation areas on the ground beneath the aircraft exit doors are kept clear of
obstruction.
• If a boarding bridge is in use, an access path must always remain clear to the
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terminal.
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• If a boarding bridge is not used, steps must be in place at boarding door(s)

normally used for boarding.
• Weather conditions should be monitored for electrical interference. Fuelling is not
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permitted during lightning within the airport vicinity.

• Fuel delivery vehicle emergency escape route should be clear at all times to
allow their rapid removal from the aircraft in an emergency.
• Smoking or use of naked lights should be prohibited. Radios, radio telephones
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and pagers and the operation of switches on lighting systems of other than
intrinsically safe should be forbidden, observation should be kept with deplaning
& boarding passengers that they do not attempt to smoke or operate mobile
telephones.
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• Ground Power Units (GPU) may be operated provided they are positioned not
less than 6 meters from the aircraft filling and venting points, hydrant valves and
other fuelling equipment when in use; however, see connection of GPU above.
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• Equipment with all-metal wheels or metal studded tyres capable of producing

sparks should not be moved in the fuelling zone whilst fuelling in progress.
• Vehicle engines must not be left running unnecessarily in the fuelling zone.
• Photographic flash bulbs or electronic flash equipment should not be used within
3 metres of the fuelling equipment or any filling or venting points of the aircraft.
• All personnel working within the vicinity of the aircraft during fuelling must be
aware of emergency fuel cut-off systems and the extent of the safety zone/s.

Page 85 of 259
AS.4001
Fuel Spillages
Should fuel spill on to the ramp, notify the refuelling overseer and the Flight Crew immediately.
Ensure passengers are protected and that no vehicles or sources of ignition are in the area.
Every airport will have a local procedure for dealing with a fuel spillage, this will include
notification to the Airport Fire Service and Airport Operation, and associated clean up
procedures.
3.31 Fueling/Defueling with Passengers on Board
When passengers are to be allowed to embark, disembark or remain on board during

refuelling, the following precautions, in addition to normal passenger handling procedures, are
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to be observed. The turnaround coordinator must ensure the following:
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• At least two aircraft doors are available for passenger evacuation;
• A pilot, the cabin crew, and authorised refueller are at their stations;
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• The ground area beneath the nominated doors and slide deployment areas are
kept clear;
• Passenger boarding / disembarkation is carried out in a controlled manner;
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• Passengers moved to and from the aircraft using aircraft steps are escorted clear
of the fuelling zone by a responsible person;
• Notify the flight crew, cabin crew or authorised refueller by the quickest possible
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means if any incident arises that requires the prompt disembarkation or rapid
evacuation of passengers, crew and other personnel on board.
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The turnaround coordinator must also ensure that the authorised refuellers carry out the
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following procedures:
• Establish and maintain communications with the flight crew by a means that will
remain available throughout refuelling.
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• Ensure that suitable fire extinguishing equipment is available on the aircraft

parking area.
• Inform the flight crew of the beginning and end of refuelling.
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• Alert flight crew members if a fire or other hazardous situation arises.

• Stop fuelling upon flight crew request.
3.32 Aircraft Ground Power Requirements

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The handling agent is to ensure that a suitable ground power unit for an A330-200 is provided
to supply ground power to the aircraft during the turnaround.
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3.33 Air Start Trolleys
The handling agent is to ensure that a suitable air start trolley is provided if requested by a
member of the aircraft crew.
CAUTION: The ground handling agent is to ensure that the air start trolley is positioned at
least five metres away from the No. 1 engine, to ensure that it does not enter the danger zones
that are described in paragraph 3.18.

Page 86 of 259
AS.4001
3.34 Use of an Air Start Unit (ASU)
When the APU is unserviceable or where there is an operational requirement, the use of an
ASU will be required.
The starting of engines using and ASU is a hazardous activity, and it is vital that all staff
involved are fully aware of the situation, and remain clear of running aircraft engines at all
times. The following important safety requirements must be met:
• Ground staff must be properly trained and qualified to undertake this task.
• The training programme must include appropriate theoretical and practical
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training and on-the-job assessment of staff as part of the certification process.
• If a ‘live’ aircraft is not available for practical training and coaching purposes, with
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the consent of airline engineering, the use of simulation training on ‘cold’ aircraft
should be considered.
• In all cases the implementation of a stringent supervision procedure must be in
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place until staff have demonstrated complete competency and full awareness of
all safety requirements to perform a live air start departure.
• Personnel and equipment must remain clear of the jet blast and ingestion areas
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at all times. Only equipment and personnel required for the start-up should be in
the vicinity of the aircraft.
• Clear communications must be established between ground staff and crew prior
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to doors closing to agree the start sequence. Communications during the Air Start
process should normally involve use of a headset.
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• The ASU must be positioned to ensure staff safety, and taking account of the
stand layout and engine start sequence.
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• Mainwheel chocks must be removed prior to commencing Air Start activities.

• The Captain will instruct the headset operator when to supply and disconnect the
Air Start and ground power. The headset operator will use the appropriate hand
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signals to instruct the ASU operator to supply, shut down and disconnect the air
supply.
• For Voyager aircraft it is only permitted to start one engine utilising the ASU.
Starting of both engines using the ASU is not permitted, in order to ensure the
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safety of handling staff.

• The ASU must be disconnected from the aircraft after the first engine has been
started. Staff removing the ASU hose must at all times remain at a safe distance
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from the running aircraft engine.

• The second engine will be started using cross-bleed air from the running engine.
Due to the engine power required in order to complete a cross-bleed engine start:
Cross bleed engine starts on parking stands are generally not permitted, except on selected
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parking stands where specified by the airport.

Cross bleed engine starts during the pushback process are forbidden.
Normally the starting of the second engine using cross-bleed air will take place after
completion of the pushback and when the aircraft is stationary on the taxiway.
The headset operator must be in communication with the pilot in command. He must be
positioned forward of the nose during this function and have visual contact with the engines.
• The departure station must notify the destination station when an APU is
unserviceable, to ensure provision of Ground Power, and personnel safety on
arrival.

Page 87 of 259
AS.4001
3.35 Live Animals
For the carriage of live animals, please refer to Section 5.3.7 of this manual.
3.36 Cargo Handling
For details of the carriage of cargo and mail including dangerous goods, see Sections 5 and
6 of this manual.
3.37 Fire Safety
General guidance and precautions are detailed below and each GHA must ensure that their
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own national regulations are observed at the minimum:
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• Fire prevention is more important than fire-fighting.
• Good housekeeping is essential. Rubbish must not be allowed to accumulate, but
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be disposed of into approved containers.
• Any suspected or known fire must be reported immediately.
• Faults in electrical wiring must be reported immediately.
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• Smoking shall not be permitted on any apron areas or in any vehicles on the
apron.
• The wearing of boots with steel tips showing, steel heels or nails in shoes is
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prohibited.
• The location of fire-fighting equipment, fire alarms, emergency shut-offs, etc.
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must be known to personnel.
• Access to fire-fighting equipment, fire alarms, emergency shut-offs, etc. must not
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be obstructed.
• If fire is discovered in a parked aircraft, any persons on board must be
immediately advised and evacuated.
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• If possible, doors and hatches, etc. on aircraft should be closed.

• If fire occurs on a piece of ground equipment, it should be controlled using either
the apron extinguishers or extinguishers on the equipment. As soon as is
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practical, the equipment should be removed from the vicinity of the aircraft.
• Equipment should not be operated in the vicinity of a fuel spill.
• Personnel should know the types of fire-fighting equipment available and should
be competent in their use having received training from a recognised body, fire
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extinguisher supplier or a qualified company. Competent personnel must

successfully pass an assessment at the end of the training course and be re-
tested in accordance with local regulations but not exceeding intervals of five
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years.
Fire on the Ramp
Personnel must know the procedures for calling their local fire services and during the call,
remember to give their exact location and the type of fire.
Personnel must never put themselves at risk and must always raise the alarm before
committing themselves to extinguishing the fire.

Page 88 of 259
AS.4001
3.37.1.1 Aircraft Wheel Fire
If an aircraft arrives on the ramp with a wheel fire, personnel must take immediate action and
notify the Captain and the airport fire service. The risk of a wheel or brake unit exploding is
high. Staff should keep well clear.
WARNING: Do not approach the aircraft or the wheel until the fire service has been in
attendance and the chief fire officer has given permission.
3.37.1.2 Aircraft Hold Fire
• The airport fire service, Captain, and all interested parties must be alerted.
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• A full passenger evacuation of the aircraft will most likely be carried out.
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• No attempt should be made by any personnel to approach the aircraft until the
chief fire officer has given permission. Hold doors must not be opened except by
a fire-fighting crew with the necessary equipment.
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Page 89 of 259
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4 Passenger and Baggage Handling
4.1 General
It is the responsibility of the handling agent to ensure that all passengers are processed in a
highly proficient and courteous manner at all times. It is important that passengers are
informed of the processes required of them from the moment they arrive at check-in until
boarding the aircraft. A key element to the smooth processing of passengers is the passing of
information at all times, particularly if the flight is subject to a delay. Passengers need to be
informed initially of any delay and kept informed on a regular basis even if nothing has
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changed.
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4.2 Check-In
The following procedure for check-in is a guideline only and will need to be tailored to suit an
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individual flight or location.
Documentation
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Check-In staff at the departure airfield must check the following documentation:
• passenger ticket or flight confirmation (if issued);

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• passport (and VISAs if required);
• any other documentation as required under national regulations for
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departure/destination countries;
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• any other documentation deemed necessary by the Ministry of Defence at date of

departure such as NATO travel Order and Medical and vaccination certificates.
Baggage
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Check-In staff are to ensure that the individual baggage allowance for both check-in and cabin
baggage are adhered to at all times. The baggage allowance entitlement for passengers is
detailed at Section 4.5 of this manual. If passengers are over their entitlement then the
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handling agent is to advise the passenger accordingly and assist them to try and rectify the
matter.
All checked-in baggage must be clearly labelled with the final destination marked by either a
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computerised baggage label or a manually produced baggage label. Passengers are to be

given details of the baggage tag identification numbers.
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Dangerous Goods
Check-in staff are to be trained in accordance with IATA DGRs and Section 6 of this manual
and are required to make passengers aware of hidden dangerous goods as per 6.5.5 as well
as receiving an acknowledgement from the passenger that they have been presented with the
information. In addition, signage is to be displayed at check-in desks as per 6.5.3.
Agents shall also be aware of commonly carried items items and question passengers where
there is suspicion of their carriage (eg camping equipment, hunters, soldiers on/returning from
exercise).

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Boarding cards
All passengers are to be issued with boarding cards which must have the following minimum
details:
• Name of passenger;
• Flight number;
• Destination;
• Time of aircraft departure;
• Latest reporting time for the passenger to be present at the departure gate; and
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• Departure gate number.
• Seat number (where allocated seating applies e.g. South Atlantic Air bridge)
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4.3 Special Category Passengers
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Special category passengers are classed as passengers that are required to have specific
handling measures to be in place in addition to the normal handling procedures. Such
passengers are categorised into groups depending on their type. The following paragraphs
give a brief explanation of those passengers and the requirements that are to be met by the
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handling agent.
Very Important Passengers (VIPs)

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As the majority of passengers on AirTanker flights are military, some passengers will be
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allocated VIP status according to their military rank. For each individual flight, AirTanker will
inform the handling agent of any VIP passengers on board and will advise them of the
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processes required depending on the location. However the following is a general guide line
of how VIPs are to be handled where possible:
• The VIP is to be met on arrival and checked-in separately so as to avoid any

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lengthy queuing.
• The passenger’s baggage is to be segregated and labelled with VIP baggage
labels and loaded separately to the aircraft so it can be offloaded speedily at the
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destination.
• The passenger is to be offered the use of the VIP lounge after check-in which
should be a suitable lounge separate to the main departure lounge.
• The VIP is to be boarded to the aircraft after all the other passengers. If the
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aircraft is free seating, the handling agent must ensure that suitable seats on
board the aircraft have been segregated.
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Compassionate Cases
Some passengers on AirTanker flights will be travelling under compassionate reasons and
therefore be categorised accordingly. For each individual flight, AirTanker will advise the
handling agent of any compassionate passengers on board and advise them the processes
depending on the location and circumstances. Whilst no special handling requirements are
essential, it is important to understand that the passenger may be in some distress depending
on their circumstances and are to be dealt with as sensitively as required. The passenger’s
baggage is to be segregated and loaded separately to the aircraft so it can be offloaded
speedily at the destination.

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Deportees (DEPO)
Any passenger who is not acceptable to the State of his or her chosen destination may be
regarded by that State as a deportee and required by Immigration Officials to be:
• Escorted to the aircraft to ensure departure;

• Escorted through to another country;
• Requested to leave but not otherwise interfered with;
• Refused entry on arrival but permitted to return to his or her departure station or
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to another station of his/her choice; or
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• Made to continue his or her journey on the same aircraft.
In these circumstances an Order to remove the passenger may be served on AirTanker,
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normally the Commander. Commanders retain the right to refuse to carry deportees /
inadmissible passengers where, in their opinion, the safety of the aircraft, passengers or crew
is being put at risk.
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NOTE: The Commander must be prepared to fully justify his refusal.
The Commander must be informed on all occasions when a deportee is carried and he should
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be provided as much information as possible to him. The deportee or inadmissible passenger
must be identified to the Commander and the Purser on boarding. A form of authority may not
always be provided. When one is, it must be handed in on completion of the flight. In addition
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to these procedures, the handling agent is to copy the AirTanker OCC in their communications
when they receive pre-warning that a deportee is to be carried. This copy is then given to the
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Commander.
The passport, ticket and any other travel documents of such passengers must be retained by
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the Purser during the flight. The documents should be handed over to the handling agent on
arrival and should only be returned to the passenger at the Immigration Control desk.
If the deportee is not travelling under escort, the Commander must ensure that the deportee
is not permitted to disembark at any point within the territory of the deporting country
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contrary to the Order. If the aircraft cannot depart and passengers have to be off-loaded, or if
the aircraft lands at another aerodrome in the deporting country, the Commander must
request an escort for the deportee. A Dispatcher or member of the passenger handling staff
is sufficient for this purpose.
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The Commander's responsibility ends when the aircraft has left the deporting country's area
of control. If the deportee is under restraint, then the rules related to prisoners apply,
otherwise, in all other respects, deportees must be treated as normal passengers.
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Unaccompanied Children (UNMINS)
NOTE: CAT.OP.MPA.155 defines children a as persons of an age of two years and above but
who are less than 12 years of age. Except for the purposes of standard mass values for
passengers, AirTanker Services defines children as persons of an age of two years and above
but who are less than 16 years of age.
The minimum age of a person who is permitted to travel unaccompanied on an AirTanker /

Voyager aircraft is 16 years of age. All children under 16 years of age must be accompanied

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by an adult aged 16 years or older. Children not accompanied by an adult are not permitted
to travel on AirTanker / Voyager aircraft.
Support and Supernumerary Crew
On most AirTanker flights, support or supernumerary crew will be carried on board. These
are personnel who will be manifested as passengers yet perform a role in support of the
operating crew. Such examples are Ground Engineers, aero medical evacuation escorts and
aircraft loading teams. AirTanker will notify the handling agent who these passengers are
and will identify the process required for check-in depending on the location. However, it is
important to note that these passengers may report directly to the aircraft with the operating
crew and not the check-in desks. The AirTanker dispatcher will confirm with the handling
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agent when they have reported so that they can be accounted for once check-in has been
closed.
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Defence Couriers
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Defence Couriers are passengers employed by the Ministry of Defence to escort Diplomatic
mail on RAF flights. They will check-in as normal, however they will be then required to
report directly to the aircraft in order to oversee the loading of the mail.
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Persons in Custody if
On some AirTanker flights, there may be a need for a passenger to be escorted (usually by
two personnel per detainee) as they have been detained in custody. The escort will have
already been assigned and AirTanker will advise the handling agent. These passengers will
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not require any special check-in requirements however they will require pre-seating away from
an emergency exit and, if the flight is not full, away from other passengers.
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Escorting officers may carry restraints but no firearms.
Unit Moves
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On some AirTanker aircraft, the flight or task may be classed as a unit move. This is when a
large amount of personnel from the armed forces are travelling as a formed unit. Arrangements
will have been made for the unit to have already been processed and checked-in before
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arriving at the departure airfield. The hold baggage will be dispatched directly to the aircraft
for loading and the passengers are to be processed directly into the final departure lounge.
Such procedures may vary depending on the location and local security measures required.
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Passengers with Reduced Mobility (PRMs)
Passengers do not have to be physically or permanently disabled to benefit from these rights.
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Anyone with reduced mobility when using transport, due to any cause of disability or age, is
entitled to receive assistance.
Disabled passengers and passengers with reduced mobility are defined under European law
as follows:
“…any person whose mobility when using transport is reduced due to any physical disability
(sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any
other cause of disability, or age, and whose situation needs appropriate attention and the
adaptation to his or her particular needs of the service made available to all passengers.”

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Cabin Crew must be advised of all passengers classified as PRMs. Such notification will
normally be received from the Dispatcher or equivalent, although local variations may apply.
Passengers Travelling with Service/Assistance Dogs

Applicable to: G-VYGJ, G-VYGK, G-VYGL, G-VYGM only
CAUTION: In all cases, AirTanker may refuse the carriage of animals that are too large or
heavy to be accommodated in the aircraft cabin, pose a direct threat to the health and safety
of others, or cause significant disruption to cabin service.
4.3.10.1 Assistance Dogs
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A recognised assistance dog is one that has been trained to assist a disabled person by an
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organisation that is a member of Assistance Dogs International (ADI) and/or the International
Guide Dog Federation (IGDF). This includes guide dogs trained to provide mobility assistance
to a blind or partially sighted person. Assistance dogs could be of any breed and size from a
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large Labrador to a miniature Yorkshire Terrier.
4.3.10.1.1 Assistance Dog Formal Identification
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An assistance dog trained by a member organisation of ADI and/or the IGDF will have formal
identification. The Assistance Dogs (UK) branded ID book (see Fig 59) has been designed to
support assistance dog owners with access to goods, facilities and services, as defined in the
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UK Equality Act 2010. Most UK owners of assistance dogs who have been trained by ADI or
IGDF will have been issued with this book. This is sufficient documentary evidence of a dog
being trained by one of these organisations. Other documentary evidence may have to be
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obtained from assistance dog owners who do not elect to have this form of ID, but have dogs
trained by these organisations.
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Figure 59 Assistance Dog (UK) branded ID book

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4.3.10.1.2 Approval for Carriage of an Assistance Dog on an AirTanker Aircraft
Assistance dog owners that have formal identification or other documentary evidence
demonstrating that their dogs have been trained by organisations that are members of ADI
and/or IGDF are permitted to be carried on an AirTanker aircraft in the passenger
compartment. Any dog not meeting the above criteria (except for Emotional Support Dogs
into/out of the US (see 4.3.10.2)), or any other animal, must be treated as a pet and other
arrangements must be made for its carriage.

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Approval is to be sought from either [email protected] or via the contracted
leasing airline, by prior arrangement with AirTanker 48hrs before the flight, wherever possible.
CAUTION: In the case that more than 4 assistance dogs have been requested, for the sake
of Cabin safety and passenger amenity, AirTanker OCC should be consulted and authority is
to be sought from the Head of Flight Operations.
4.3.10.1.3 Cabin Safety Procedures and Considerations
• The dog and its owner should be pre-boarded to allow the necessary pre-flight
preparations and they must not be seated in a row adjacent to an emergency exit.
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• A suitable harness, which should be provided by the owner and then attached to the
owner’s seat belt, should be utilised to provide the dog with an effective level of
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restraint during take-off, landing and during turbulence. In the cruise it is acceptable
for the dog to be subject to less constraint sufficient to enable it to achieve a
comfortable position. This should take into account the potential problems of trip-
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hazards associated with passengers using the aisles and cross-aisles. Larger dogs
should be accommodated on the cabin floor at the owner’s feet but smaller, lighter
dogs may be carried on the owner’s lap, suitably restrained with the harness as
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outlined above.
NOTE: There is one type of dog harness that attaches to a seat belt buckle, requiring an empty
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seat to be provided next to the passenger, which is preferable for larger breeds. There may
be other devices available with alternative attachment points that would also provide adequate
restraint. Any arrangement that adequately secures the assistance dog is acceptable.
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Because of the training that assistance dogs receive and the fact that they are selected for
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their temperament, it is unlikely that such a dog would be adversely affected by a cabin
emergency to such an extent that the safety of other passengers would be compromised.
4.3.10.2 Emotional Support Animals

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Applicable to: Civil, leased-out operations into/out of the US to non-UK airports only
CAUTION: US DOT rules do not apply for any flights operating into and out of the UK.
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On flights to/from the USA, passengers are allowed, according to the US Air Carrier
Access Act, to take an animal for emotional and psychiatric support (Emotional Support or
Psychiatric Service Animal - ESAN) into the cabin free of charge.
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US Department of Transport (DOT) advice for air travel with service animals states foreign
carriers operating to and from the United States are only required to accept dogs so long as
the following conditions are met:
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Current documentation, not older than 12 months from the date of the passenger’s scheduled
initial flight, on the letterhead of the passenger’s licensed mental health professional (e.g.
psychiatrist, psychologist) needs to be provided confirming, that the passenger:
• is currently under his/her professional care;

• has a mental or emotional illness as recognised in the Diagnostic and Statistical
Manual of Mental Disorders, DSM IV;
• needs the support of the Emotional Support Animal as an accommodation for the flight
and/or at the passenger’s destination;

Page 95 of 259
AS.4001
• the date and type of the mental health professional’s license and the state or other
jurisdiction in which it was issued including the official stamp of the hospital/doctor’s
office.
In order that the carrier can make all appropriate arrangements and ensure that all above
mentioned requirements are met, the passenger should contact the Special
Assistance/Services Department of the airline for whom AirTanker will be operating for, no
later than 48 hours prior to departure to request transportation while providing all necessary
documents.
For flights of 8 hours or more, the carrier requires, as a condition of permitting a service animal
to travel in the cabin, a written confirmation by the passenger that the animal will not need to
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relieve itself on the flight or that the animal can relieve itself in a way that does not create a
health or sanitation issue on the flight.
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CAUTION: Acceptance of ESAs in the cabin may be denied in case of:
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• aggressive behaviour
• not groomed or strong, disturbing odour
• tranquilised appearance
• not listening to orders of its owner
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Passengers Travelling with Wheelchairs/Electric Mobility Aids
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AirTanker accepts that passengers with reduced mobility (PRMs) may have a requirement to
take wheelchairs/electric mobility aids with them. Wheelchairs not classed as an electric
mobility aid may be carried without restriction, subject to the nominated ground handler’s
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requirements.
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Electric mobility aids must not be treated as wheelchairs as loading, weight, handling and
dangerous goods restrictions may apply. In these cases refer to 6.10.5 for carriage
requirements.
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Infants
4.3.12.1 Classification
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Passengers that are aged under the age of two are classed as infants. In the case of ‘military
purpose’ flights only i.e. Voyager and South Atlantic Airbridge, infants are to be assigned a
seat.
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4.3.12.2 Child Safety Seats
All infants and children are to be properly secured in their seats for take-off, landing and at
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other times during flight when the aircraft captain deems it necessary. The following conditions
are applied:
• Passengers aged less than three years old, but not less than two years old are to
be secured in their seats by safety belts or secured in a suitable car type safety seat
supplied by the passenger;
• Passengers under the age of two are to be secured in their seats in a suitable car
type safety seat supplied by the passenger;

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• Where no suitable safety seat is available, or in the case of civil, charter operations,
an infant under the age of two years old is to be held on the parents lap and
secured by use of a lap-seat extension belt. The aircraft holds a maximum of 22
lap-seat extension belts.
AirTanker or the handling Movements organisation will advise the handling agent of how
many infants are travelling and of any individual requirements in terms of child seats.
4.4 Passenger Boarding/Seat Classes/Seating
Boarding
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AirTanker designates doors L1 and L2 on the port side of the aircraft for use by passengers
where twin air bridges are available, and door L2 when a single air bridge is available.
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Where passenger stairs are provided, L2 and L4 are the preferred doors.
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At the home base, head counts are not required unless specifically requested by either the
Dispatcher or DAMO.
Seat Classes
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On all AirTanker aircraft, unless otherwise advised, all seats are in a single class
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configuration with a seat pitch of 34 inches as per 2.7.1 Figure 4.
Seating
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The principle of boarding passengers to the aircraft for AirTanker flights will be free seating.
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All passengers will be allocated a seat by the cabin crew on boarding the aircraft. A priority
of boarding will be established by the AirTanker Dispatcher, or Ground Handling Agent
equivalent person, having liaised with the aircraft Purser for each individual flight. However
the following is a guideline to the priority of boarding:
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1. VIPS (unless a seat has already been reserved and they will be boarded last);
2. Families and children;

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3. Commissioned Officers and civilians;
4. Senior Non-Commissioned Officers;

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5. All remaining passengers.

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NOTE: Depending on the type of operation (e.g. South Atlantic Airbridge, Leased-out flight),
seats may be allocated. In these circumstances, seat allocation will be determined by the
arrangements pre-agreed between AirTanker and the appropriate authority.
Allocation of Seats
To ensure accuracy of the weight and balance documentation in relation to the seating of
passengers on free-seated flights, the Commander or AirTanker dispatcher will advise on
the seating locations required to reflect the final trim calculations. Particular attention must
be paid when a partially loaded cabin exists. The Commander or AirTanker dispatcher will
advise the cabin crew of any restrictions applicable to passenger seating and cabin crew
Page 97 of 259
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must seat passengers as instructed for take-off and landing operations. The following is a
guide to the process to assist in ensuring correct passenger seating:
• Cabin staff are to use the Cabin Seating Plan (AS.OGD.015)

• Passengers must be loaded in accordance with one of the following conditions:
Area Loading – To be used when loading passengers under normal conditions
Zonal Loading – To be used when trim critical conditions are encountered.
• In both cases, the Commander or AirTanker Dispatcher will advise the Purser of
passenger seating requirements
• The AirTanker Dispatcher or Purser must brief the ground handling passenger
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staff on passenger call forward duties. Passengers are to be called forward in
manageable amounts by area or zone. Manageable gaps between call forward
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must be maintained.
• Cabin staff are to manage the seating process utilising either cabin area for area
loading or seat row numbers for zonal loading.
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• On completion of passenger boarding, cabin staff are to check passenger load
distribution is in accordance with the Cabin Seating Plan.
• Confirmation must be given to the Purser.
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• Confirmation of compliance must be given to the Commander by the Purser.
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NOTE: For leased-out flights, different seating arrangements will apply. The Ground
Handling Agent is to be aware of such arrangements through a briefing from the leasing
operator.
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Figure 60 AS.OGD.015 Cabin Seating Plan

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CAUTION: Aircraft Tipping.To avoid the possibility of the aircraft tipping whilst boarding
passengers to the aircraft, the following procedures are to be met. The AirTanker dispatcher
(or Aircraft Commander when away from home base) will inform the ground handling staff and
the cabin crew the total amount of passengers that are to be seated in Zone A. This information
will be obtained from the Loadsheet. The ground handling staff, in conjunction with the cabin
crew, are to ensure that passengers seated in Zone A are boarded to the aircraft first through
door 2L, followed by all remaining passengers.
4.5 Baggage Allowance
The baggage allowance for passengers travelling on AirTanker flights vary depending on
where the passenger is travelling and under what circumstance. Below is a guideline to give
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handling agents the ability to plan, however each individual flight will be discussed with the
handling agent and the AirTanker Dispatch Coordinator. In addition, the maximum weight for
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any single item of baggage should not exceed 32 kgs.
• Military passenger travelling on an operation or exercise – 55 kgs;
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• Military passenger travelling on business - 27 kgs;
• Military passenger not travelling on business – 20 kgs;
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• Civilian passenger – 27 kgs. if
4.6 Carriage of Sporting Weapons/Shotguns and Ammunition
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The following section details the carriage of sporting weapons and ammunition on AirTanker
aircraft.
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Sporting Weapons and Shotguns

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Privately owned sporting weapons and shotguns are permitted to be carried as part of the
accompanied baggage of passengers travelling on AirTanker aircraft subject to the following
conditions. The remarks below concerning firearms certificates, Import and export licenses
etc will be generally applicable:
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• They are not to be packed in unaccompanied baggage or carried about the

person;
• The owner is responsible for obtaining a valid firearms/shotgun certificate and/or
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export/import licence, for production to the customs authorities and check-in staff
at the departure and arrival airfields;
• Firearms are to be packed for carriage in a suitable correctly labelled container
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e.g. canvas bag or shotgun case, and are to be unloaded and, if possible, in a
dismantled condition;
• Firearms and shotguns are to be declared and presented separately to the
check-in staff from all other baggage, at the departure airfield;
• The firearm or shotgun is to be segregated at check-in and stowed separately on
board the aircraft;
• The weight of the firearms carried is to be within the owners total accompanied
baggage allowance;
• The owner is responsible for arranging the disposal of any weapon if carriage by
air is refused due to non-compliance with the above conditions;
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AS.4001
• All items are to be correctly labelled with the owners name and destination
address.
Ammunition for Sporting Weapons and Shotguns
A small amount of ammunition or shotgun cartridges (see Table 11) for privately owned
sporting weapons and shotguns are permitted to be carried as part of the accompanied
baggage of passengers on board AirTanker aircraft, subject to the following conditions.
These are regulations in accordance with the IATA Dangerous Goods Regulations contained
in Section 6 of this manual:
• The ammunition must be for personal use only;
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• Allowances for more than one passenger must not be combined into one or more
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packages;
• They are not to be packed in unaccompanied baggage or carried about the
person;
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• The ammunition must be packed in a suitable container, preferably the
manufacturers packaging;
• The ammunition is to be declared and presented separately to the check-in staff
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from all other baggage, at the departure airfield;
• The ammunition is to be segregated at check-in and stowed separately on board
the aircraft;
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• The weight of the ammunition carried is to be within the owners total
accompanied baggage allowance;
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• The owner is responsible for arranging the disposal of any ammunition if carriage
by air is refused due to non-compliance with the above conditions.
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4.7 Cabin Baggage

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All cabin baggage carried by passengers on board AirTanker flights must not exceed the
following weight and dimensions:
• Weight – 9 kgs
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• Height – 56 cm
• Width – 45 cm
• Depth – 20 cm
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Outsized Cabin Baggage
On some AirTanker flights, particularly when carrying passengers travelling as unit moves on
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operations or exercises, some passengers may carry hand baggage that is outside the weight
and dimensions that are described above. When this happens, the outsize hand baggage is
to be identified and will be loaded to the aircraft hold. The ground handling agent is to arrange
for a Unit load Device (ULD) to be suitably positioned so that the baggage can be loaded to
the ULD. The ULD is then to be weighed and the weight and location of the ULD on the aircraft
passed to the Dispatcher so the Load sheet can be completed accurately.
Pets in the Cabin (PETC)

Applicable to: Civil, leased-out operations into/out of non-UK airports only

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CAUTION: Flights into/out of the UK: Except for service dogs all other live animals can only
be transported as booked cargo and must never be accepted as checked baggage or in cabin.
CAUTION: In all cases, AirTanker may refuse the carriage of animals that pose a direct threat
to the health and safety of others, or cause significant disruption of cabin service.
Animals can be carried as baggage in the passenger cabin (PETC) or in the hold of the
aircraft (AVIH) or as cargo after permission by the lessee airline (see 5.3.7).
The following rules apply for transportation of all PETC and AVIH:
• The passenger belonging to the animal must be travelling on the same flight.
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• Pets must only be accepted for transportation provided that the passenger holds all
required documentation (e.g. valid health certificate and vaccination certification) for
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entry of all countries of transit and destination. Cats and dogs travelling in/to/within the
European Union need a passport and be identified by tattoo or chip.
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• Reservation of the pet must be made in advance.
• If the breed of a dog is questionable, check documentation for the name of the breed
and refer to the conditions of Carriage of Animals available at
www.airtanker.co.uk/ghm.
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• Pets transported in the cabin must stay in the soft bag/kennel (including its head) when
and during the entire flight. The soft bag/kennel will be placed in front of the seat. It is
not possible to put the kennel on the seat even if an extra seat was bought.
•
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If customer is travelling with an emotional and/or service animal an extra seat must be
booked if PETC is transported additionally.
• Only small cats and dogs with a maximum weight of 8 kg including container may
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be transported in the passenger cabin, other animals must be transported as cargo.
Excepted are service or emotional support dogs (see 4.3.10).
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• Special dog breeds e.g. snub-nosed dogs, so-called fighting dogs or fierce dogs, will
not be accepted for transportation. Refer to www.airtanker.co.uk/ghm for detailed
information.
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CAUTION: The limit of the number of PETC allowed on AirTanker leased-out flights is 4.
4.8 Air Transport Security

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Security measures to protect aircraft on all AirTanker operations are to be carried out on all
passengers and their baggage. This is in line with the UK National Aviation Security
Programme (NASP) and/or Air Publication (AP) 1990 for aircraft subject to UK military
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tasking. These measures are to be carried out at Check-in and Departure Lounge
processing.
Passenger Check-In
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All check-in staff are to carry out security measures on all passengers at the initial check-in
point. The passengers are to be positively identified against the manifest by checking
passports and other travel documentation. Baggage is to be positively identified and check-in
staff are to be fully satisfied that the passenger has confirmed the following:
• The baggage belongs to the passenger checking it in;

• The individual checking-in the baggage has packed it personally and knows what
has been packed in the baggage;

Page 101 of 259
AS.4001
• The baggage has been in the control of the passenger from the time of packing
until check-in;
• The baggage does not contain any prohibited items.
Departure Lounge Processing
After check-in, passengers are to proceed to the final departure lounge, either directly after
check-in or when called forward. The passengers are to undergo further security checks by
stipulated security staff. At RAF airheads this will be carried out by trained RAF Police
personnel under the instructions of AP 1990. At civilian airports this will be undertaken by
authorised terminal security staff under the instructions of the National regulators.
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4.9 Dangerous Goods in Passenger Baggage/On Persons
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Dangerous goods must not be carried by passengers. However some items may be permitted
for carriage in checked or carry-on baggage or on the person in accordance with the latest
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issue of IATA DGRs; see 6.5.6.
4.10 Sharps
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Due to the nature of military operations, sharps (knives) may be required to be carried. Under
no circumstances are sharps to be left with passengers to board the aircraft. Sharps must be
removed from the passenger(s) and placed in the special to type container and loaded to the
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lower hold (H5). Sharps must not be stowed in the main passenger cabin. Where sharps must
be carried for medical purposes e.g. insulin needles, there is no provision for crew to dispose
of such items. Passengers are responsible for disposal of their own personal medical sharps.
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4.11 Smoking Policy
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In the interests of passenger comfort and safety, smoking is strictly prohibited on all AirTanker
aircraft.
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4.12 Passenger No-Show Procedures
The majority of military passengers travelling on board AirTanker aircraft are required to
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travel as part of their job or duty. It is therefore important for the Ministry Of Defence to know
when passengers have failed to report for an aircraft. The handling agent is required to
produce a list of passengers that have failed to report once a flight has been closed. This list
is to be forwarded to the AirTanker Dispatcher.
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4.13 Advanced Passenger Information (API)
When required, the MoD is responsible for coordinating and submitting the API. AirTanker
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support staff will coordinate the crew information.

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5 Cargo Handling
Information Owner: Dispatch Manager
5.1 General
Various items ranging from small nuts and bolts to large aircraft equipment that are carried by
AirTanker aircraft are classed as Air Cargo. A strict procedure for shipping both military and
civilian cargo on both military and civil flights is in place.
5.2 Documentation
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It is important that all air cargo carried on AirTanker aircraft is correctly documented before
acceptance at the departure airfield. For military flights there are two types of documentation
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required depending upon whether the cargo is being sent routinely or if it is being sent as part
of an operation or exercise. For each specific flight, AirTanker will advise the ground handling
agent which documentation is required and the requirements for manifesting the cargo.
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Civil equivalents of all military documentation are acceptable for AirTanker military flights and
military documentation is acceptable for civil flights.
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Routine Flight
All air cargo being shipped on routine or scheduled military flights must be documented on an
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RAF form 1380 (Air Waybill), or civil equivalent. For all items of dangerous goods, an RAF
form F/MOV/569 Shipper’s Declaration, or civil equivalent for dangerous goods will also be
required and the items must be appropriately marked (refer to this manual section 6). It is
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important that all information is accurate and clearly legible. Once all cargo for the flight is
accepted at the airhead, all Air Waybills will then be collated onto an aircraft manifest which
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will either be manually completed on an RAF Form 1256C (Air Cargo Manifest) or computer
generated.
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Operation or Exercise Flight
All air cargo being shipped on a flight for a particular operation or exercise will be documented
as follows:
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• Non Dangerous Air Cargo – F/Mov/238 and F/Mov/238/A – Summary sheet and
Air Load Manifest (Non DG)
• Dangerous Air Cargo - F/Mov/239 and F/Mov/239/A – Summary sheet and Air
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Load Manifest (DG)
As this documentation acts as both the Air Waybill and the manifest, there is no requirement
to collate this further onto an additional manifest.
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5.3 Special Category Air Cargo
On some AirTanker flights, there will be Air Cargo that requires additional attention when being
processed. Such Air Cargo is categorised into groups depending upon type. The following is
a list and a brief explanation of consignments and the requirements that are required of the
handling agent.

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Valuable and Attractive (V and A)
Valuable and Attractive cargo items should not be left unattended with general cargo because
of the nature of the consignment. On arrival at the departure airfield, the consignment should
be stored in a suitably secure area. This secure area should have a record log showing items
being signed in and signed out.
Classified
Classified cargo items should not be left unattended with general cargo because of the nature
of the consignment. On arrival at the departure airfield, the consignment should be stored in
a suitably secure area. This secure area should have a record log showing items being signed
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in and signed out. Classified items should be escorted on the flight as follows
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5.3.2.1 Safe Hand of Aircraft Captain
Such items that are classified are to be brought to the attention of the aircraft captain in charge
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of the flight. The aircraft captain or someone who he appoints is responsible for this item in-
flight and is required to sign the necessary paperwork accordingly.
5.3.2.2 Safe Hand of Escort
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Such items that are classified will from time to time have a dedicated in-flight escort who will
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accompany the item and be responsible for it. The escort is required to sign the necessary
paperwork accordingly.
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Special Loads Notification to Aircraft Captain
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When special category cargo is carried on board AirTanker aircraft, the aircraft captain must
be informed. This is carried out by the production of a Special Load Notification to aircraft
captain document (NOTOC). The NOTOC may take the form of a computer printout or a
special form. The essential information for a NOTOC is given in IATA AHM 384.
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Carriage of Dangerous Goods
Dangerous goods are defined as articles or substances which are capable of posing a risk to
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health, safety, property or the environment when transported by air and which are classified
by the ICAO Technical Instructions or the IATA Dangerous Goods Regulations (DGRs). All
procedures governing the carriage of dangerous goods on AirTanker aircraft are covered in
Chapter 6 of this manual and Section 9 of the AirTanker Operations Manual Part A.
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Carriage of Mail
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Personal and public mail will be dispatched from time to time on AirTanker aircraft. The
processing and allocating of mail is done by the HM Forces Postal Service in conjunction with
the Controlling Air Movement Authority. (CAMA) The priority of mail has already been decided
depending on whether it is Forces Air Mail (FAM) or Forces Surface Mail (FSM). An RAF Form
1380 (Air Way Bill) is used for the documentation of all mail.
When mail is consigned on AirTanker flights, it will be delivered by the Defence Postal Service.
Where possible, mail will arrive as late as possible so it can be delivered direct to the aircraft.
If this cannot be achieved then a suitable secure area is to be used to store the mail until it is
loaded to the aircraft.

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Carriage of Human Remains
AirTanker flights will, from time to time, carry out repatriation of human remains. This is a very
sensitive issue and must be undertaken with great care. The following is a guideline to
handling agents.
5.3.6.1 Documentation and Travel Requirements
All human remains are carried as cargo and therefore the following paperwork and
requirements are to be met:
• Human remains shall be contained in a coffin with a hermetically sealed inner
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container of bronze, lead or zinc. In case of cremated remains, the casket must
be packed in a sealed outer box or case.
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• Necessary paperwork to complete is as follows:
Airway bill;
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Cargo Manifest;
Death certificate and other paperwork deemed necessary by the funeral agent who is
shipping the HUM;
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NOTOC – Special Load notification to aircraft captain. To include location on aircraft.
5.3.6.2 Handling and Loading

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Human remains contained in a coffin will normally be loaded and secured on a pallet in the
following manner:
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Figure 61 Human Remains Tie-Down Scheme

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The loaded pallet can be loaded in any position on the aircraft, however the handling agent
may be requested to load the pallet by the hold door so it can be offloaded first at the
destination airport. If required for such circumstances and operational reasons, human
remains may be loaded in the bulk cargo hold (Compartment 5). Human remains must never
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be loaded with the following:
• Animals (see 5.3.7.3);

• Catering / Foodstuffs or other perishable items.
Carriage of Live Animals (AVIH)
CAUTION: AirTanker carrier exceptions for the carriage of any live animal can be found at
www.airtanker.co.uk/ghm

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AirTanker is not approved to carry live animals into UK airports, therefore the transportation
of live animals as cargo may only be permitted when operating from/to another country other
than the UK; carriage of live animals as cargo must always be authorised by the Head of
Ground Operations or nominated deputy. For leased-out flights, authorisation can be made by
the contracting airline following approval of their processes by AirTanker.
On aircraft undertaking military tasking – including the South Atlantic Airbridge – military
working dogs may be accepted for carriage as cargo. Under no circumstances will AirTanker,
whilst operating military flights, carry other animals such as domestic pets or the transportation
of other animals for commercial purposes.
Animals are to be transported in accordance with the latest IATA Live Animals Regulations.
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The following is a guideline to handling agents for the carriage of live animals on AirTanker
aircraft.
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5.3.7.1 Documentation and Travel requirements
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The animal will be classed as air cargo and therefore the following paperwork and
requirements are to be met:
• The consignor is to provide an IATA standard approved container for travel
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appropriate to the size of the animal.
• The animal is in a fit condition to travel.
•
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Necessary paperwork to complete is as follows:
Airway bill;
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Cargo Manifest;
Import / Export Licence (if required);
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Animal Passport;
NOTOC – Special Load notification to aircraft captain. To include type of animal, quantity
and location on aircraft.
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5.3.7.2 Animal Escort
When a military working dog is to be transported, an appropriate escort will be nominated to

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escort the animal throughout the entire journey. This is usually carried out by a military dog
handler. The escort is to have access to the aircraft apron so he can remain with the animal
for as long as possible and assist in the loading of the animal to the aircraft. The escort is to
be seated on the aircraft as close as possible to a door so he/she can be last on, first off.
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5.3.7.3 Handling and Loading
The animal is to be positioned on the aircraft in hold 5 (bulk loading hold). The container that
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the animal is travelling in must be pre-positioned empty and loaded onto spreaders and
adequately restrained to prevent movement in-flight. The animal is to be loaded as late as
possible before departure by the escort and handling agents. The handling agent is to liaise
with the aircraft captain to ensure that the hold lights are switched off in-flight and that the
temperature is controlled and suitable for the animal’s health and comfort. The animal is not
to be loaded in the same hold as the following items:
• Dry Ice
• Human Remains
• Catering / Foodstuffs
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• Natural Enemies (i.e. dogs versus cats).
NOTE: There appears to be no scientific or technical reason why HUM and AVIH should be
segregated in aircraft cargo compartments. However, it may be ethical for cultural reasons to
segregate them.
Carriage of Weapons / Munitions of War
AirTanker Services holds CAA approval for the transport of munitions of war and munitions of
war by air.
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However, weapons of war and munitions of war can only be carried provided an approval to
do so has been granted by all the States concerned before a flight.
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WARNING: Weapons of war and munitions of war must not be carried on any AirTanker
aircraft unless such approval has been granted.
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Weapons of war and munitions of war must be carried in the aircraft in a place which is
inaccessible to passengers during flight and, in the case of firearms, unloaded, except as
specified in 5.3.8.1.
5.3.8.1 Stowage Requirements for Munitions of War
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In exceptional circumstances, weapons of war and munitions of war may be carried other than
in an inaccessible place on the aircraft and may be loaded, provided an approval to do so has
been granted by all the States concerned before a flight. These exceptional circumstances
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are intended primarily to permit the carriage of law enforcement officers, protection officers,
etc.
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UK Police Protection Officers hold an exemption from the Air Navigation Order that enables
them to carry their weapons on their person when accompanying specific named VIPs. A
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condition on the exemption requires the police to provide the operator with a copy of the
relevant exemption in advance of the flight to demonstrate that the exemption applies to them
and the person they are accompanying.
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Official Record Series 4 approves (see 5.3.8.3) the carriage of weapons by operators in
accordance with the exemption issued to UK Police Protection Officers. Should an operator
be asked to carry protection officers bearing weapons on their person and the Police do not /
cannot provide a copy of the relevant exemptions (preferably when booking the flight), then
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their weapons must be stowed in a location that is inaccessible during flight. When the police
officer is not accompanying any of the persons referred to in the exemption, the unloaded
arms and ammunition shall be stowed in a location which is inaccessible to passengers on the
aircraft. The exemption issued to UK Police Protection Officers and the Official Record Series
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4 document each contain additional conditions with which operators must comply.
There are some limited occasions when the UK CAA may grant one-off exemptions for
persons not on the two exemptions held by the Police, such as visiting Heads of State, but
these will generally only be when accompanied by UK Protection Officers. In such
circumstances, or in the event of a request for non-UK protection officers to carry weapons in
the cabin AirTanker Services must apply to the CAA Dangerous Goods Office.

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5.3.8.2 Notification to Captain of the Carriage of Munitions of War
The PiC must be notified before a flight if weapons of war or munitions of war are to be carried.
NOTE: This will usually be done by way of a Special Loads NOTOC or similar.
5.3.8.3 Permitting Armed Police Officers On Board AirTanker Aircraft
The UK CAA authorises the carriage of weapons of war and munitions of war by police
officers, specifically arms, ammunition and CS spray on an aircraft other than in the hold,
subject to the following conditions:
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• AirTanker Services has obtained the approval of all States whose airspace is intended
to be used in accordance with CAT.GEN.MPA.155;
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• The weapons of war and munitions of war are carried in accordance with exemption
CAA Ref. 017936, granted under Article 242 of the Air Navigation Order 2009 and
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which provides exemption from Article 134(2)(a) of the Order;
• The weapons of war or munitions of war are carried on the person of a police officer
when he is accompanying one or more persons specified in exemption CAA Ref.
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017936; and
• The Commander is informed before a flight begins of the arms, ammunition and CS
spray a police officer will have on his person and his seating location.
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When the police officer is not accompanying any of the persons referred to in exemption CAA
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Ref. 017936, the unloaded arms and ammunition shall be stowed in the hold of the aircraft or
in a location which is inaccessible to passengers on the aircraft. Before the flight begins the
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Commander shall be informed in writing of the arms and ammunition stowed on the aircraft
and the location. Where inaccessible stowage cannot be achieved, the arms and ammunition
may be retained by the police officer.
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5.4 Security
To ensure that all air cargo and mail remains secure for dispatch on AirTanker aircraft, the
dispatching unit or company are responsible for the contents and packaging of the
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consignment. To comply with the National Aviation Security Programme (NASP) all cargo
loaded to AirTanker aircraft should be from a “known” source. This will ensure that the correct
security procedures have already been completed prior to arrival at the air head. If the
consignment has arrived from an “un-known” source, then the consignment is required to be
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scanned by trained security personnel prior to acceptance. Refer to section 9 of this manual
for further requirements.
5.5 Suspect Articles

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All handling and cargo agents responsible for the acceptance of air cargo at the dispatching
airfield are to ensure that the consignment is properly sealed and contained. Any signs of
damage, tampering or forced entry are to be classed as suspect and the item is to be rejected.
5.6 Cargo Handling Process
The ground handling agents’ responsibilities for ensuring safe carriage of air cargo on
AirTanker flights are as follows:

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• accept air cargo consignments at the airport by reconciling documentation to
consignment and ensuring appropriate security measures are applied to the items;
• consolidate consignments for a flight, build ULDs and prepare cargo manifest;
• load cargo onto aircraft obeying all permitted loading configurations and structural
loading limitations given in section 2 of this manual;
• reconcile manifest against cargo actually loaded and provide aircraft commander with
loadsheet (refer to section 7 of this manual); and
• advise aircraft commander of any special cargo or dangerous goods loaded onto the
aircraft.
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Note that cargo compartment 5 is not routinely used for the carriage of cargo on the AirTanker
A330 aircraft (refer to this manual section 2).
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Reference Documents
RAF Form 1380 (Air Waybill)
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RAF Form F/MOV/569 (Shippers Declaration for Dangerous goods)
RAF Form 1256C (Air Cargo Manifest)
F/Mov/238 Summary Sheet (Non DG)
F/Mov/238A Air Load Manifest (Non DG)
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F/Mov/239 Summary Sheet (DG)
F/Mov/239A Air Load Manifest (DG)
IATA AHM Chapter 3 Cargo/Mail Handling
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IATA AHM Chapter 4 Aircraft Handling and Loading
IATA Live Animal Regulations
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RAF Form 1256C (Air Cargo Manifest)
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6 Dangerous Goods
Information Owner: Dangerous Goods Manager
6.1 Introduction
Definition of Dangerous Goods
Dangerous goods are defined as articles or substances which are capable of posing a risk to
health, safety, property or the environment when transported by air and which are classified
by the ICAO Technical Instructions or the IATA Dangerous Goods Regulations (DGRs).
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AirTanker – requirements
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All procedures carried out by or on behalf of AirTanker must comply with the above
regulations, however, AirTanker recognise that many airlines and ground handling agencies
adopt the IATA DGRs as their working document.
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AirTanker holds an EASA approval for the transportation of dangerous goods by air. Within
AirTanker, the Head of Ground Operations holds responsibility for the Dangerous Goods
Approval held.
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The Head of Ground Operations has empowered a Cat 6 Dangerous Goods Post Holder who
can be contacted with any queries or for any “approval of the operator” for DG carried by
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passengers or crew that may be required. Contact details are:
Dangerous Goods Manager

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AirTanker
AirTanker Hub
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RAF Brize Norton

Carterton
Oxfordshire, OX18 3LX
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Tel: +44 (0)1993 873233

Fax: +44 (0)1993 873004
E-mail: [email protected]
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6.2 Approval of the Operator

The AirTanker DG post holder is responsible for the approval of dangerous goods that may
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be carried by passengers and crew (IATA DG Regs (current edition) Table 2.3.A). However,
in the event of the AirTanker DG post holder being un-contactable, responsibility for approval
may be delegated to a nominated representative providing the requirements of Table 2.3.A
are met.
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Approvals for Dangerous Goods carried by Passengers/Crew
An approval is not required for those Dangerous Goods which, according to the IATA
Dangerous Goods Regulations, can be carried by passengers or crew members without
operator approval.
Where the table at 6.5.6 shows ‘Operator Approval Required’, AirTanker should be contacted
directly at [email protected]. Approval applications should be submitted to
AirTanker a minimum of 2 days (48hrs) prior to the flight departure. The request must include

Page 110 of 259
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item description, technical information (e.g. Wh of lithium battery) quantity, volume and where
possible, reason for carriage.
NOTE 1: Where AirTanker is operating for a third-party lessee, approval may be granted by
the contracted leasing airline, by prior arrangement with AirTanker.
NOTE 2: For all military-tasked flights only, approval is to be sought through the Air Mobility
Force Headquarters and, once obtained, a note must be made in the passenger booking
reference confirming acceptance of the item and who has given approval for carriage.
• Approvals granted will be given in the form of a reference number which should,
wherever possible, be annotated on the passenger booking.
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• In the event of short notice requirement the pilot in command (PIC) is authorised to
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make the appropriate approval decision on items not pre-authorised (annotation on
the passenger booking at this stage is not required).
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• When certain dangerous goods permitted in passenger or crew baggage (see 6.5.6)
are accepted for carriage the PIC must be given the information as to the item and
location on board the aircraft; this must be completed by the Handling Agent.
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NOTE 1: Where a passenger is required to surrender a piece of cabin baggage for stowage
in the hold (due lack of space in the Cabin, etc.) then the passenger should be asked to confirm
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that no item(s) prohibited in Hold Baggage are present within the bag, i.e. Lithium batteries,
E-Cigarettes, Fuel Cells, mercurial thermometer. Any prohibited items should be removed and
retained by the passenger prior to loading of the bag into the hold.
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NOTE 2: A report must be made to the appropriate State Authority of AirTanker (see 6.14.4)
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of any occurrence where Dangerous Goods not permitted for carriage on-board the aircraft
are discovered in passenger baggage.
6.3 Dangerous Goods Not Requiring Approval

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General Exceptions
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General exceptions apply to dangerous goods that are required to travel aboard the aircraft
under the following conditions:
• Items for airworthiness or operating reasons e.g. batteries, fire extinguishers, first
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aid kits, dry ice used as a refrigerant and aerosols;

• Catering or cabin service supplies (consumer goods);
• Electronic devices such as personal entertainment devices containing lithium
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batteries (provided lithium batteries meet specific standards).

NOTE: Spare lithium batteries must be individually protected so as to prevent short circuits
when not in use
• Veterinary aids – to be used as a humane killer for an animal;
• Medical aid for a patient;
• Excess baggage being sent as cargo.

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NOTE: Detailed information for the carriage of the above can be found in the IATA DGRs
(current edition).
6.4 Training
Requirements
Initial and recurrent training programmes must be established and maintained by ground
handling agencies which perform, on behalf of AirTanker, the act of dealing with dangerous
goods.
Regulations and guidance for the training of personnel can be found in the IATA DGRs Para
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1.5 and Table 1.5.A.
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Recurrent training must take place within 24 months of previous training to ensure knowledge
is current. Training is required for all personnel within ground handling agencies which
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perform, on behalf of AirTanker:
• The acceptance, handling, loading, unloading, transfer or other processing of cargo,

mail or stores (including general cargo);
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• Passenger processing – check in and escort duties;
• Baggage handling;
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• Security screening of passengers, their baggage and/or cargo, mail or stores;
• Freight forwarders.
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A test must be undertaken following dangerous goods training to verify understanding of the
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regulations, and confirmation is required of successful completion of the test.
NOTE: If recurrent training is completed within the final 3 months of validity of previous
training, the period of validity extends from the month on which the recurrent training was
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completed, until 24 months from the expiry of that previous training (27 months maximum
between training period).
AirTanker Training
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Training, as above, will be given to AirTanker personnel within the following roles:
• Flight and Cabin Crew
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• Dispatchers
• Operations staff
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• Engineering
• Logistics
Personnel must be trained in the requirements commensurate with their responsibilities.
Training Records
A record of training must be maintained which must include:

• The individuals name;

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• The most recent training completion month or qualification expiry date;
• A description, copy or reference to training materials used to meet the training
requirement;
• The name and address of the organisation providing the training;
• Evidence which shows that a test has been completed satisfactorily.
Training records must be retained for a minimum period of 36 months from the most recent
training completion month and must be held within a location that if required they can be made
available upon request to the appropriate National Authority.
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Instructor Qualifications
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Instructors of initial and recurrent training DG programmes must have adequate instructional
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skills and have successfully completed a DG training programme in the applicable category
(or category 6 of IATA DGRs Table 1.5.A) prior to delivering a DG programme, unless provided
for by the appropriate National Authority. Instructors delivering initial and recurrent dangerous
goods training programmes must, at least every 24 months, deliver such courses, or in the
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absence of this attend recurrent training.
6.5 Limitations
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General
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Some dangerous goods are too dangerous to be carried by aircraft, others may be carried on
cargo aircraft only and some are acceptable on both cargo and passenger aircraft. A number
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of limitations are placed on dangerous goods which are permitted to be transported by air.
The following paragraphs state which dangerous goods are forbidden, which dangerous
goods may be transported unknowingly as ‘hidden dangerous goods’ and which dangerous
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goods are acceptable given shipping limitations imposed upon them.
Forbidden Dangerous Goods

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Forbidden dangerous goods are defined as articles or substances which, as presented for
transport, are liable to explode, react dangerously, and produce a flame or dangerous
evolution of heat or dangerous emission of toxic, corrosive or flammable gases or vapours
under conditions normally encountered when being transported by air.
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Prohibited Items Signage
Signage must be displayed that gives passengers, check-in staff, cargo workers, aircraft
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loaders and engineers information/warning of the types of prohibited items (e.g. DG or sharp
objects) that must not be carried on board an aircraft. Notices must be displayed where aircraft
boarding areas are maintained and as a minimum, warning signs, notices, posters or placards
should be sufficient in number and prominently displayed at all of the places where tickets are
issued or passengers are checked-in. The signs shall also be displayed at boarding gates or
gate check-in areas and baggage claim areas.
Such signs must also be displayed at cargo acceptance points.
Examples of the type(s) of signs available are shown below.

Page 113 of 259
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Figure 62 Examples of Dangerous Goods posters
Sharps
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Moved (see 4.10).
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Hidden Dangerous Goods
Passenger baggage and cargo may contain hazardous goods that are not apparent. With the
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aim of preventing any undeclared dangerous goods, either in passenger baggage or cargo,
being loaded to an aircraft without prior permission the following must be observed. During
the check in process, passenger handling staff must seek confirmation from the passenger
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that they are not carrying dangerous goods that are not permitted, and where suspicions arise,
further confirmation must be sought.
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In particular, positive confirmation should be sought by check-in staff that no spare laptop
batteries or power banks are packed in checked luggage. If it is necessary to carry large
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portable electronic devices in checked luggage, they are to be completely switched off and
protected from unintentionally switching on. Additionally, large portable electronic devices
such as laptops and tablets should not be placed near aerosols or perfumes or other permitted
flammable products.
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Cargo staff must be alert to any forms of cargo that may contain hidden dangerous goods and
must alert appropriately qualified dangerous goods personnel for confirmation. Many
innocuous looking items may contain dangerous goods and a list of general descriptions
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which, experience has shown are often applied to such items in Table 1 (extract from IATA
DG Regulations Para 2.2).
Description Potential Hazard(s)

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Aircraft on ground (AOG) spares See aircraft parts or aircraft equipment
Aircraft spare parts/aircraft May contain explosives (flares or other pyrotechnics),

equipment chemical oxygen generators, unserviceable tyre
assemblies, cylinders of compressed gas (oxygen,
carbon dioxide, nitrogen or fire extinguishers), paint,
adhesives, aerosols, lifesaving appliances, first aid kits,
fuel in equipment, wet or lithium batteries, matches, etc
Automobiles/automobile parts (Car, motor, motorcycle) may contain Ferro-magnetic
material which may not meet the definition for
magnetised material, but which may be subject to
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special stowage requirements due to the possibility of
affecting aircraft instruments. May also contain
engines, including fuel cell engines, carburettors or fuel
tanks which contain or have contained fuel, wet or
lithium batteries, compressed gases in tyre inflation
devices, fire extinguishers, shocks/struts with nitrogen,
air bag inflators/air bag modules, flammable adhesives,
paints, sealants and solvents, etc
Battery-powered May contain wet or lithium batteries.
devices/equipment
Breathing apparatus May indicate cylinders of compressed air or oxygen,
chemical oxygen generators or refrigerated liquefied
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oxygen.
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Camping equipment May contain flammable gases (butane, propane etc),
flammable liquids (kerosene, gasoline etc), flammable
solids (hexamine, matches etc), or other dangerous
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goods.
Cars, car parts See automobiles etc
Chemicals May contain items meeting any of the criteria for
dangerous goods, particularly flammable liquids,
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flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances.
COMAT (company materials) Such as aircraft parts, may contain dangerous goods
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as an integral part (e.g. chemical oxygen generators in
a passenger service unit (PSU), various compressed
gases such as oxygen, carbon dioxide and nitrogen,
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gas lighters, aerosols, fire extinguishers, flammable
liquids such as fuels, paints and adhesives, and
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corrosive materials such as batteries. Other items such

as flares, first aid kits, lifesaving appliances, matches,
magnetised material etc.
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Consolidated consignments May contain any of the defined classes of dangerous

(groupages) goods.
Cryogenic (liquid) Indicates refrigerated liquefied gases such as argon,
helium, neon and nitrogen.
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Cylinders May indicate compressed or liquefied gases.

Dental apparatus May contain flammable resins or solvents, compressed
or liquefied gas, mercury and radioactive material.
Diagnostic specimens May contain infectious substances
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Diving equipment May contain cylinders (such as scuba tanks, vest

bottles etc) of compressed gas (air, oxygen etc), high
intensity diving lamps which can generate extremely
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high heat when operated in air. In order to be carried

safely, the bulb or battery must be disconnected.
Drilling and mining equipment May contain explosive(s) and/or other dangerous
goods.
Dry shipper (vapour shipper) May contain free liquid nitrogen. Dry shippers are
subject to the IATA DG regulations when they permit
the release of any free liquid nitrogen irrespective of the
orientation of the packaging.
Electrical equipment/electronic May contain magnetised materials or mercury in switch
equipment gear and electron tubes, wet batteries, lithium batteries
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or fuel cells or fuel cell cartridges that contain or have
contained fuel.
Electrically powered apparatus Wheelchairs, lawn mowers, golf carts etc, may contain
wet batteries, lithium batteries or fuel cells or fuel cell
cartridges that contain or have contained fuel.
Expeditionary equipment May contain explosives (flares), flammable liquids,
(gasoline), flammable gas (propane, camping gas) or
other dangerous goods.
Film crew or media equipment May contain explosive pyrotechnic devices, generators
incorporating internal combustion engines, wet
batteries, lithium batteries, fuel, heat producing items,
etc.
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Frozen embryos May contain refrigerated liquefied gases or carbon
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dioxide solid (dry ice).
Frozen fruit, vegetables etc May be packed in carbon dioxide solid (dry ice).
Fuels May contain flammable liquids, flammable solids or
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flammable gases.
Fuel control units May contain flammable liquids.
Hot air balloon May contain cylinders with flammable gas, fire
extinguishers, engines, internal combustion, batteries
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etc.
Household goods May contain items meeting any of the criteria for
dangerous goods including flammable liquids such as
if
solvent based paint, adhesives, polishes, aerosols (for
passengers, those not permitted under IATA DG
Regulations subsection 2.3), bleach, corrosive oven or
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drain cleaner, ammunition, matches etc.
Instruments May conceal barometers, manometers, mercury
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switches, rectifier tubes, thermometers etc containing

mercury.
Laboratory/testing equipment May contain items meeting any of the criteria for
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flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances, lithium batteries, cylinders of
compressed gas, etc.
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Machinery parts May contain adhesives, paints, sealants, solvents, wet

and lithium batteries, mercury, cylinders of compressed
or liquefied gas etc.
Magnets and other items of May individually or cumulatively meet the definition of
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similar material magnetised material.

Medical supplies/equipment May contain items meeting any of the criteria for
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flammable solids, oxidisers, organic peroxides, toxic,

corrosive substances or lithium batteries.
Metal construction material, May contain Ferro-magnetic material which may be
metal fencing, metal piping subject to special stowage requirements due to the
possibility of affecting aircraft instruments.
Parts of automobile (car, motor, May contain wet batteries etc.
motorcycle)
Passengers’ baggage May contain items meeting any of the criteria for
dangerous goods. Examples include fireworks,
flammable household liquids, corrosive oven or drain
cleaners, flammable gas or liquid lighter refills or
Page 116 of 259
AS.4001
camping stove cylinders, matches, ammunition, bleach,
aerosols (those not permitted under sub-section 2.3 of
IATA DGRs), etc
Pharmaceuticals May contain items meeting any of the criteria for
dangerous goods, particularly radioactive material,
flammable liquids, flammable solids, oxidisers, and
organic peroxides, toxic or corrosive substances.
Photographic May contain items meeting any of the criteria for
supplies/equipment dangerous goods, particularly heat producing devices,
flammable liquids, flammable solids, oxidisers, and
organic peroxides, toxic or corrosive substances or
lithium batteries.
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Promotional material See passenger baggage.
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Racing car or motorcycle team May contain engines, including fuel cell engines,
equipment carburettors or fuel tanks which contain fuel or residual
fuel, flammable aerosols, cylinders or compressed
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gases, nitro-methane, other fuel additives, wet
batteries, lithium batteries, etc.
Refrigerators May contain liquefied gases or an ammonia solution.
Repair kits May contain organic peroxides and flammable
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adhesives, solvent based paints, resins, etc.
Samples for testing May contain items meeting any of the criteria for
dangerous goods, particularly infectious substances,
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flammable liquids, flammable solids, oxidisers, organic
peroxides, toxic or corrosive substances.
Semen May be packed with carbon dioxide solid (dry ice) or
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refrigerated liquefied gases. See also Dry Shipper.
Ship’s spares May contain explosives (flares), cylinders or
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compressed gas (life rafts), paint, lithium batteries

(emergency locator transmitters) etc.
Show, motion picture, stage and May contain flammable substances, explosives or other
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special effects equipment dangerous goods.

Sporting goods/sports team May contain cylinders of compressed or liquefied gas
equipment (air, carbon dioxide, etc), lithium batteries, propane
torches, first aid kits, flammable adhesives, aerosols,
on
etc.
Swimming pool chemicals May contain oxidising or corrosive substances.
Switches in electrical equipment May contain mercury.
or instruments
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Tool boxes May contain explosives (power rivets), compressed

gases or aerosols, flammable gases (butane cylinders
or torches), flammable adhesives or paints, corrosive
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liquids, lithium batteries, etc.

Torches Micro torches and utility lighters may contain flammable
gas and be equipped with an electronic starter. Larger
torches may consist of a torch head (often with a self-
igniting switch) attached to a container or cylinder of
flammable gas.
Unaccompanied passenger May contain items meeting any of the criteria for
baggage/personal effects dangerous goods, such as fireworks, flammable
houselhold liquids, corrosive oven or drain cleaners,
flammable gas or liquid lighter refills or camping stove

Page 117 of 259
AS.4001
cylinders, matches, bleach, aerosols, etc. (those not
permitted under sub-section 2.3 of the IATA DGRs)
Vaccines May be packed in carbon dioxide, solid (dry ice).
Table 10. Hidden Dangerous Goods
NOTE: Articles and substances which do not fall within the definitions of dangerous goods
as shown in the IATA DG Regulations and which in the event of leakage, may cause a
serious clean-up problem or corrosion to aluminium on a long term basis must be checked
by the shipper to at least ensure that the packaging is adequate to prevent leakage during
transportation. These may include brine, powdered or liquid dyes, pickled foodstuffs etc.
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Passenger check-in staff must be provided with information, and this information must be
readily available to such staff on:
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• general descriptions that are often used for items in passenger baggage which may
contain dangerous goods;
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• other indications that dangerous goods may be present (e.g. labels, marking etc);
• those dangerous goods which may be carried by passengers in accordance with
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the current issue of the IATA DG Regulations table 2.3.A.
Dangerous Goods Carried by Passengers or Crew

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Dangerous goods, including excepted packages of radioactive material, must not be carried
by passengers or crew:
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• as or in checked baggage;
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• as or in carry-on baggage; or
• on their person.
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except as otherwise stated in Table 10 (extract from IATA DG Regulations Table 2.3.A).
The following table is intended as an easy to read table stating goods, any restrictions that
on
may apply, stowage location(s), operator approval requirements and captain’s information.
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Page 118 of 259
AS.4001
The pilot-in-command must be informed of the location
Permitted in or as carry-on baggage
Permitted in or as checked baggage
The approval of the operator is required
Alcoholic beverages – when in retail packagings, containing NO YES YES NO

more than 24% but not more than 70% alcohol by volume, in
receptacles not exceeding 5L, with a total net quantity per person
of 5L.
Ammunition (cartridges for weapons), Securely
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Packaged – (in Div 1.4S, UN 0012 or UN 0014 only), in quantities YES YES NO NO
not exceeding 5kgs gross weight per person for that person’s own
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use. Allowances for more than one person must not be combined
into one or more packages.
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Avalanche rescue pack – one (1) per person, containing a YES YES YES NO
cartridge of compressed gas in Div 2.2. May also be equipped with
a pyrotechnic trigger mechanism containing no more than 200 mg
net of Div 1.4S. The backpack must be packed in such a manner
that it cannot be accidentally activated. The airbags within the
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backpacks must be fitted with pressure relief valves.
Batteries, spare/loose, including lithium metal or lithium ion

NO NO YES NO
cells or batteries, for portable electronic devices must be carried
if
in carry-on baggage only. For lithium metal batteries, the lithium
metal content must not exceed 2g and for lithium ion batteries the
Watt-hour rating must not exceed 100 Wh. Articles which have the
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primary purpose as a power source, e.g. power banks are
considered as spare batteries. These batteries must be
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individually protected to prevent short circuits. Each person is

limited to a maximum of 20 spare batteries.
Camping stoves and fuel containers that have YES YES NO NO

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contained a flammable liquid fuel, with empty fuel tank

and/or fuel container. Refer to the IATA DGRs 2.3.2.5 for details.
Chemical agent monitoring equipment – when carried by YES YES YES NO

staff members of the Organisation for the Prohibition of Chemical
on
Weapons on official travel. Refer to IATA DGRs 2.3.4.4 for details.
Disabling devices such as mace, pepper spray etc.

containing an irritant or incapacitating substance are
FORBIDDEN
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forbidden on the person, in checked and carry-on baggage.
Dry ice (carbon dioxide, solid), in quantities not

exceeding 2.5kg per person when used to pack perishables
not subject to DG Regulations in checked or carry-on
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baggage, provided the baggage (package) permits the YES YES YES NO
release of carbon dioxide gas. Checked baggage must be
marked “dry ice” or “carbon dioxide, solid” and with the net weight
of dry ice or an indication that there is 2.5kg or less dry ice.

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AS.4001
e-cigarettes – (including e-cigars, e-pipes, other NO NO YES NO

personal vaporisers) containing batteries must be
individually protected to prevent accidental activation.
Electro-shock weapons (e.g. Tasers) containing
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dangerous goods such as explosives, compressed
gases, lithium batteries etc. are forbidden in checked FORBIDDEN
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baggage, carry-on baggage or on the person.
Fuel cells containing fuel, powering portable electronic
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devices (e.g. cameras, cellular phones, laptop computers and NO NO YES NO
camcorders), see IATA DGRs 2.3.5.10 for details.
Fuel cell cartridges, spare for portable electronic devices, NO YES YES NO
see IATA DGRs 2.3.5.10 for details.
Gas cartridges, small, non-flammable containing
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carbon dioxide or other suitable gas in Division 2.2. Up to two
if
(2) small cartridges fitted into a self-inflating safety device YES YES YES NO
such as a life jacket or vest. Not more than one (1) device per
passenger and up to two (2) spare small cartridges per person,
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not more than four (4) cartridges up to 50ml water capacity for
other devices (see IATA DGRs 2.3.4.2 for details).
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Gas cylinders, non-flammable, non-toxic worn for the

operation of mechanical limbs. Also, spare cylinders of a NO YES YES NO
similar size if required to ensure an adequate supply for the
duration of the journey.
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Hair curlers containing hydrocarbon gas, up to one (1)

per passenger or crew member, provided that the safety cover
NO YES YES NO
is securely fitted over the heating element. These hair curlers
must not be used on board the aircraft at any time. Gas refills
on
for such curlers are not permitted in checked or carry-on

baggage.
Heat producing articles such as underwater torches YES YES YES NO

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(diving lamps) and soldering irons (see IATA DGRs

2.3.4.6 for details).
Insulated packagings containing refrigerated liquid

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nitrogen (dry shipper), fully absorbed in a porous NO YES YES NO

material containing only non-dangerous goods.
Internal combustion or fuel cell engines, must meet

NO YES NO NO
A70 (see IATA DGRs 2.3.5.15 for details).
Lamps, energy efficient when in retail packaging NO YES YES NO

intended for personal or home use.
Lithium batteries, Security-type equipment

containing lithium batteries (see IATA DGRs 2.3.2.6 YES YES NO NO
for details)

Page 120 of 259
AS.4001
Lithium batteries: Portable electronic devices (PED)

containing lithium metal or lithium ion cells or
batteries including medical devices such as portable
oxygen concentrators (POC) and consumer electronics
such as cameras, mobile phones, laptops and tablets,
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when carried by passengers or crew for personal use
(see IATA DGRs 2.3.5.9). For lithium metal batteries the
lithium metal content must not exceed 2g and for lithium
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NO YES YES NO
ion batteries the Watt-hour rating must not exceed
100Wh. Devices in checked baggage must be
completely switched off and must be protected from
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damage. Each person is limited to a maximum of 15
PED. Baggage equipped with a lithium battery, other
than lithium button cells, the battery must be removable.
If offered as checked baggage the battery must be
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removed and carried in the cabin.
Lithium batteries, spare/loose, including power

banks, see Batteries, spare/loose
if
Lithium battery-powered electronic devices. Lithium
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ion batteries for portable (including medical) electronic
YES YES YES NO
devices, a Wh rating exceeding 100Wh but not
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exceeding 160Wh. For portable medical electronic

devices only, lithium metal batteries with a lithium metal
content exceeding 2g but not exceeding 8g. Devices in
checked baggage must be completely switched off and
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must be protected from damage.
Lithium batteries, spare/loose with a Wh rating

exceeding 100Wh but not exceeding 160Wh. For
YES NO YES NO
consumer electronic devices and PMED or with a lithium
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metal content exceeding 2g but not exceeding 8g for

PMED only. Maximum of two spare batteries in carry-on
baggage only. These batteries must be individually
protected to prevent short circuits.
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Matches, safety (one small packet) or a small cigarette

lighter that does not contain unabsorbed liquid fuel, other than
liquefied gas, intended for use by an individual when carried on NO ON ONE’S PERSON NO
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the person. Lighter fuel and lighter refills are not permitted on
one’s person or in checked or carry-on baggage.
Note: “Strike anywhere” matches, ‘”blue flame” or “Cigar”

lighters are forbidden
Mobility aids: Battery-powered wheelchairs or other similar

mobility devices with non-spillable wet batteries or with YES YES NO NO
batteries which comply with Special Provision A123 or
A199 (see IATA DGRs 2.3.2.2).

Page 121 of 259
AS.4001
Mobility aids: Battery-powered wheelchairs or other

similar mobility devices with spillable batteries or with YES YES NO YES
lithium batteries (see IATA DGRs 2.3.2.3 and 2.3.2.4
for details).
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Mobility aids: Battery-powered wheelchairs or other
similar mobility devices with lithium ion batteries
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YES NO YES YES
(collapsible), lithium-ion battery must be removed and
carried in the cabin (see IATA DGRs 2.3.2.4(d) for
details).
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Non-radioactive medicinal or toiletry articles
(including aerosols) such as hair sprays, perfumes, NO YES YES NO
colognes and medicine containing alcohol; and
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Non-flammable, non-toxic aerosols in Division 2.2, NO YES NO NO
with no subsidiary risk, for sporting or home use.
if
The total net quantity of non-radioactive medicinal or
toiletry articles and non-flammable, non-toxic aerosols in
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Division 2.2 must not exceed 2kg or 2L and the net
quantity of each single article must not exceed 0.5kg or
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0.5L. Release valves on aerosols must be protected by

a cap or other suitable means to prevent inadvertent
release of the contents.
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Oxygen or air, gaseous, cylinders required for medical

use. The cylinder must not exceed 5kg gross weight. YES YES YES YES
Note: Liquid oxygen systems are forbidden for transport.

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Permeation devices must meet A41 (see IATA DGRs NO YES NO NO

2.3.5.16 for details).
Portable electronic devices containing non-spillable

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batteries batteries must meet A67 and must be 12V or

less and 100Wh or less. A maximum of two spare NO YES YES NO
batteries may be carried (see IATA DGRs 2.3.5.13 for
details).
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Radioisotopic cardiac pacemakers or other devices,

including those powered by lithium batteries, implanted
into a person or fitted externally, or radiopharmaceuticals NO ON ONE’S PERSON NO
contained within the body of a person as the result of
medical treatment.
Security-type attache cases, cash boxes, cash bags,
etc. incorporating dangerous goods, such as lithium
batteries and/or pyrotechnic material, except as provided FORBIDDEN
in 2.3.2.6 are totally forbidden. See entry in IATA DGRs
4.2-List of Dangerous Goods.

Page 122 of 259
AS.4001
Specimens, non-infectious packed with small

quantities of flammable liquid, must meet A180 (see NO YES YES NO
IATA DGRs 2.3.5.14 for details).
Thermometer, medical or clinical, which contains NO YES NO NO
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mercury, one (1) per person for personal use, when in
its protective case.
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Thermometer or barometer, mercury filled carried by
a representative of a government weather bureau or YES NO YES YES
similar official agency (see IATA DGRs 2.3.3.1 for
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details).
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Table 11. Provisions for Dangerous Goods carried by Passengers or Crew (IATA DG
Regulations Table 2.3.A)
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Passenger Information
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6.5.7.1 Ticketing
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AirTanker’s operation is not based on the majority of passengers purchasing or being issued
with tickets in the normal way. However, all civilian fare-paying passengers and some military
passengers do receive a ticket or flight notification. On this ticket or flight notification, there will
be a link to the AirTanker website which displays information to passengers about the types
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of dangerous goods which they are forbidden from carrying aboard an aircraft. The website
address is:
https://www.airtanker.co.uk/passenger-information
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6.5.7.2 Check-In
All handling agents must ensure that passengers are notified at the check-in desk as to the
types of dangerous goods which a passenger is forbidden from transporting aboard an aircraft.
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The means of notifying passengers are by notices, including visual examples, at the check-in
desk. See Figure 61 of this manual for examples.
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6.6 Classification
UN Dangerous Goods Classification
Dangerous goods are defined as goods which meet the criteria of one or more of the nine
United Nations (UN) hazard classes, and where applicable to one of three UN packing groups.
The nine classes indicate the type of hazard, and the packing group indicates the level of
danger. Several of the classes are further split into hazard divisions. The nine UN classes and
their Sub-Divisions are as follows:

Page 123 of 259
AS.4001
UN Class 1 Explosives
• Division 1.1 Articles and substances having a mass explosion hazard.
• Division 1.2 Articles and substances having a projection hazard but not a mass
explosion hazard.
• Division 1.3 Articles and substances having a fire hazard, a minor blast hazard
and/or a minor projection hazard but not a mass explosion hazard.
• Division 1.4 Articles and substances presenting no significant hazard.
• Division 1.5 Very insensitive substance having a mass explosion hazard.
• Division 1.6 Extremely insensitive articles which do not have a mass explosion
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hazard.
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UN Class 2 Gases
• Division 2.1 Flammable Gas.
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• Division 2.2 Non-flammable, non-toxic gas.
• Division 2.3 Toxic Gas.
UN Class 3 Flammable Liquids
• No sub-divisions.
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UN Class 4 Flammable Solids, Substances Liable to Spontaneous Combustion,
if
Substances which, in Contact with Water, Emit Flammable Gases
• Division 4.1 Flammable solids; Self-reactive substance; and Desensitised
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explosives.
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• Division 4.2 Substances liable to spontaneous combustion.

• Division 4.3 Substances which, in contact with water, emit flammable gases.
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UN Class 5 Oxidising Substances and Organic Peroxides

• Division 5.1 Oxidising substances.
• Division 5.2 Organic peroxides.
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UN Class 6 Toxic and Infectious Substances

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• Division 6.1 Toxic substances.

• Division 6.2 Infectious substances.
UN Class 7 Radioactive Material
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UN Class 8 Corrosives
UN Class 9 Miscellaneous Dangerous Goods


Page 124 of 259
AS.4001
6.7 Documentation
Shippers Declaration for Dangerous Goods
Shippers of dangerous goods are required to complete a Dangerous Goods Transport

document. In practice this has become known as the ‘Shipper's Declaration’, which is a red
hatched A4 document. An example of a Shippers declaration is shown at Fig 39.
This document will provide the following information:

• UN Number;
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• Un Class;
• Proper Shipping Name;
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• Packing group;
• Quantity Per Package.
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The shipper must provide two copies of this document, one of which accompanies the
dangerous goods to the final destination, whilst the other is retained by the aircraft operator at
the departure location.
p
if
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Figure 63 Examples of Shippers Declaration of

Dangerous Goods

Page 125 of 259
AS.4001
Cargo Acceptance
Before a cargo agent accepts a shipment of dangerous goods for carriage by air, they must
complete a dangerous goods acceptance checklist. This is designed to ensure that the shipper
has applied the relevant packaging, identification and documentation regulations for the
consignment. If any of the questions on the checklist are answered “No”, then the
consignment must be rejected and returned to the shipper. An example of an acceptance
checklist, front and back, is shown at Figure 63.
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te
p rin
if
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Figure 64 Example of Acceptance Checklist

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6.8 Packing
Packing Groups
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Dangerous goods are assigned to a packing group according to the degree of hazard they
present.
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Packing Group 1 High Danger

Packing Group 2 Medium Danger
Packing Group 3 Low Danger
Table 12. Dangerous Goods packing groups
If a substance has more than one class risk, the most stringent packing group is applied.

Page 126 of 259
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Packing Requirements
Packing requirements are given within the technical instructions and can consist of single
packaging, combination packaging or salvage packaging.
6.8.2.1 Single Packaging
Single packagings can be made up of the following:
• Steel, aluminium or plastic drums;

• Boxes, composites or cylinders;
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• Jerricans.
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6.8.2.2 Combination Packagings
Combination packaging consists of one receptacle inside another such as glass
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ampoules/bottles inside a cardboard or wooden box. Many different combinations are
available dependent on the packing code given to the transported dangerous goods.
Combination packaging usually contains an absorbent material that will completely absorb the
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contents of the inner receptacle should it leak.
6.8.2.3 Salvage Packaging

if
Salvage packaging is used to transport damaged or leaking packages of dangerous goods.
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6.9 Marking and Labelling
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Marking
Each package containing dangerous goods must be identified by specific markings, hazard
labels (see 6.9.3) and, where applicable, handling labels (see 6.9.4).As a minimum each
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package must be marked with the following:
• Proper Shipping Name (PSN);

on
• UN or ID Number(s);
• Name & address of the shipper;
• Net Quantity of the dangerous goods contained within or where applicable Gross
nc
Weight.
For other markings applicable to specific dangerous goods types e.g. Dry ice, refer to the IATA
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DGRs (current edition), Section 7.
For markings applicable to overpacks refer to the IATA DGRs (current edition), Section 7.
Packaging Manufacture Markings
Dangerous goods which are shipped under the provisions of the IATA DG Regulations must
be transported within UN approved packagings. These packagings have been tested as per
UN requirements and will be marked with a specific UN approved packaging marking.
Examples of UN approved packaging markings are as follows:

Page 127 of 259
AS.4001
E.g. for a combination packaging 4G/X20/S/14/GB94767
E.g. for a single packaging 1A1/Y1.4/200/06/GB86357

Hazard Labels
Packages containing dangerous goods are normally identified with hazard labels, intended to
alert staff to the risks inherent in the contents. Although most labels will have the text of the
hazard on them some may not, but the shape, colour, and symbol of the label will alert staff to
the danger. Examples of hazard labels are shown at Figure 13 along with their respective
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cargo interline message procedure (IMP) Codes.
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Class 1 - Explosives
Name: Explosives
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Divisions: 1.1, 1.2, 1.3
IMP Codes: REX, RCX, RGX
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if
Name: Explosives
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Division: 1.4
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IMP Codes: RXB, RXC, RXD, RXE, RXG,

RXS
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Name: Explosives
Division: 1.5
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IMP Code: REX

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Name: Explosives
Division: 1.6
IMP Code: REX

Page 128 of 259
AS.4001
Class 2 - Gases
Name: Flammable Gas
Division: 2.1
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IMP Code: RFG
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Name: Non-flammable, non-toxic Gas
Division: 2.2
pIMP Codes: RNG, (RCL if applicable)

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lle
Name: Toxic gases

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Division: 2.3
IMP Code: RPG

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Class 3 – Flammable Liquid
Name: Flammable liquids

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IMP Code: RFL

Page 129 of 259
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Class 4 – Flammable Solids, Substances Liable to Spotaneous Combustion,

Substances which in Contact with Water, Emit Flammable Gases
Name: Flammable solids
Division: 4.1
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IMP Code: RFS
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Name: Substances liable to Spontaneous
Combustion
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if Division: 4.2
IMP Code: RSC

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Name: Substances which in Contact with

Water emit Flammable Gases
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Division: 4.3
IMP Code: RFW

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Class 5 – Oxidising Substances & Organic Peroxides

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Name: Oxidising Substances
Division: 5.1
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IMP Code: ROX

Page 130 of 259
AS.4001
Name: Organic Peroxides
Division: 5.2
IMP Code: ROP
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Class 6 – Toxic and Infectious Substances
Name: Toxic Substances
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Division: 6.1
IMP Code: RPB
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Name: Infectious Substances
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Division: 6.2
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IMP Code: RIS

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Class 7 – Radioactive Material

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Name: Radioactive Material Category

I - White
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IMP Code: RRW

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II - Yellow
IMP Code: RRY

Page 131 of 259
AS.4001

III - Yellow
IMP Code: RRY
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Class 8 - Corrosives
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Name: Corrosives
IMP Code: RCM
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Class 9 - Miscellaneous
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Name: Miscellaneous Dangerous Goods
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IMP Codes: RMD, RSB, ICE, as applicable

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Name: Miscellanous Dangerous Goods

(Lithium Batteries)
For Section IA and IB Lithium Battery

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shipments
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Table 13. Examples of Hazard Labels
Handling Labels
Handling labels are used on a package to identify a specific way the package requires
handling. In certain circumstances it may be necessary to use handling labels in addition to
hazard labels however, handling labels may also be used alone.

Page 132 of 259
AS.4001
6.9.4.1 Cargo Aircraft Only
Certain Dangerous Goods may be packaged for Cargo Aircraft only. These packages must
not be loaded on board a passenger aircraft. The CAO label is shown below.
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Figure 65 Example of cargo aircraft only label
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All airline staff, in particular cargo handlers and ramp workers must be vigilant to ensure that
any package(s) bearing the CAO label is/are NOT loaded to any passenger flights.
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Other Handling Labels
Common handling labels can be found below:

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Magnetized Material Package Orientation

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(red or black)
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Keep Away From Heat Cryogenic Liquid Label

Page 133 of 259
AS.4001
Table 14. Examples of common handling labels
Lithium Batteries Mark
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Application of the lithium battery mark to a consignment of lithium batteries (of any type)
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indicates that the shipper has determined specific requirements have been met.
Consignments bearing this mark without the Class 9 label do not need to be accompanied by
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a Dangerous Goods transport document (Shipper’s Declaration) and no acceptance check is
required.
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Figure 66 Lithium battery mark

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* Place for UN number(s)

** Place for telephone number (for additional info)
Excepted Quantities – Package Mark

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Dangerous goods, including Radioactive, may be shipped in such small quantities that they
are not be subject to many of the provisions of the IATA DG Regulations. They do not have to
be marked or labelled as per normal dangerous goods however, they must be labelled with
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the relevant Excepted Quantities label as shown below.

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Figure 67 Example of excepted quantities mark

Page 134 of 259
AS.4001
* Place for UN number(s)
** Place for name of shipper
Limited Quantities – Package Mark
The IATA DG regulations permits, under certain conditions, the carriage of dangerous goods
in such quantities that they do not have to comply with both the marking and labelling
provisions laid out for dangerous goods being transported under normal packing regulations.
However, Limited quantity dangerous goods are packed under the ‘Y’ packing instruction.
Packages must be marked and labelled as follows:
• Proper Shipping Name (PSN);
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• UN or ID Number(s);
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• Name & address of the shipper;
• Net Quantity of the dangerous goods contained within or where applicable Gross
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Weight (only required when a consignment consists of more than 1 package when
the contents of the packages differ)
• Limited Quantities Mark.
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The Limited Quantities mark can be found at figure 54.
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Figure 68 Example of limited quantities mark
GHS labelling (overview)

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Some everyday household items bear consumer warning labels which may or may not indicate
they are classified as Dangerous Goods in air transport. Throughout the world, there are
different laws on how to identify the hazardous properties of chemicals and how information
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about these hazards is then passed to users – perhaps through consumer supply labels and
safety data sheets for workers. This can be confusing because the same chemical can have
different hazard descriptions in different countries.
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For example, a chemical could be labelled for supply as ‘toxic’ in one country, but not in
another. For this reason, the UN brought together experts from different countries to create
the Globally Harmonized System of Classification and Labelling of Chemicals (GHS).
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The UN GHS aims to ensure that information on the hazardous properties of chemicals is
available throughout the world in order to enhance the protection of human health and the
environment during the handling, transport and use of chemicals. GHS also provides the basis
for harmonising regulations on chemicals at national, regional and worldwide level.
GHS Labels
Products bearing the following GHS labels ARE classified as Dangerous Goods:

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Figure 69 GHS Dangerous Goods labels
NOTE: A product bearing the GHS corrosive label (depicted far right above) is NOT
classified as Dangerous Goods if the signal word ‘Danger’ and hazard statement ‘causes
serious eye damage’ applies.
Products bearing the following GHS labels ARE NOT classified as Dangerous Goods:
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Figure 70 GHS Non-Dangerous Goods labels
6.10 Handling, Storage and Loading
Acceptance
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On receipt of dangerous goods, the handling agent must check the consignment to ensure
that it has been packed, marked and documented according to the IATA dangerous goods
regulations. These are to be kept for a period of 3 months after the check is completed. To
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assist them in this, an acceptance checklist is to be completed against the consignment to
verify the following:
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• The documentation complies with the detailed requirements of the Dangerous Goods
Regulations (DGR) (current edition) at Section 8;
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• The quantity of dangerous goods stated on the Shipper’s Declaration is within the
limits per package on a passenger or cargo aircraft as appropriate;
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• The marks on package(s) and overpack(s) accord with the details stated on the
accompanying Shipper’s Declaration and are clearly visible;
• Where required, the letter in the packaging specification mark designating the
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packing group for which the design type has been successfully tested is appropriate
for the dangerous goods contained within. This does not apply to overpacks where
the specification marks are not visible;
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• Proper Shipping names, UN numbers, labels and special handling instructions

appearing on the interior package(s) are clearly visible or reproduced on the outside
of an overpack;
• The labelling of the package(s) and overpack(s) is as required by the DGR labelling
requirements at Section 7.2;
• The outer packaging of a combination packaging or the single packaging is permitted

by the applicable packing instruction and when visible is of the type stated on the
accompanying Shipper’s Declaration;

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• The package or overpack does not contain different dangerous goods which require
segregation according to Table 15;
• The package, overpack, or unit load device is not leaking and there is no indication
that its integrity has been compromised.
NOTE: the DG acceptance checklist is to be signed and clearly marked with the signatory’s
name.
NOTE: some exceptions apply; see 9.1.3.1 (Notes) in the IATA DGRs (current edition).
Damaged Dangerous Goods
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If an item of dangerous goods received by the handling agent is found to be leaking, split or
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giving of fumes, the following general procedure is to be implemented:
• Notify supervisor immediately;
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• Call emergency/environmental services as required;
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• If article is on board an aircraft or within the apron area, inform the aircraft captain
immediately; if
• Clear passengers and non-essential personnel form the area if required;
• Identify the dangerous goods if safe to do so. If it is a known shipment the details will
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be recorded on the NOTOC;
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• Where safe to do so, isolate the package by removing other packages or property;
• Avoid contact with the contents of the package;

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• Staff involved in such incidents should stay on site until the names are noted and
report taken.
If the contents come into contact with your body or clothes, the following is to be carried out:
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• Thoroughly wash off body with plenty of water (Checks should be made that the
substance does not react with water);
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• Remove contaminated clothing;
• Do not eat or smoke until you have sought medical advice;

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• Keep hands away from eyes, mouth and nose;
• Seek medical advice and assistance as soon as possible.
Handling and Stowage within the Cargo Facility
Once dangerous goods have been received by the handling agent, they should be assigned
to a designated dangerous goods area within the cargo facility. This area should include
information on dangerous goods classification, segregation and emergency procedures.

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Cargo facility operatives should have sufficient training in the safe transportation of dangerous
goods.
Loading to Aircraft
All items of load, including dangerous goods, must be restrained on board aircraft so as to
prevent movement in-flight. Items weighing 100 kgs or more, when packed in certified ULDs
should be individually tied down, except when the unit is volumetrically full. Where items are
loaded to the bulk hold (H5) they should always be tied down. For the Airbus A330-200,
volumetrically full is defined as 80% filled. If dangerous goods are placed on top of a
volumetrically full compartment there would still be the possibility of movement. To prevent
movement, dangerous goods must be secured by means of tying/lashing or by placing within
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the build. Particular attention must be given to the restraint of dangerous goods to ensure
orientation labels are observed.
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CAUTION: Dangerous goods as cargo must only be loaded within the cargo holds and never
within the cabin or flight deck area.
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6.10.4.1 Dangerous Goods in ULDs
On AirTanker aircraft, dangerous goods should be loaded to ULDs and restrained to ensure
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no movement of the cargo in flight or any crushing, tipping or damage by other load. To prevent
movement, dangerous goods must be secured by means of tying/lashing or by placing within
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the build of the ULD; where tying/lashing is used, restraint must be provided forward, aft,
laterally and upwards. The ULD must be marked as containing dangerous goods by way of
an identification tag on its exterior indicating that dangerous goods are contained within the
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ULD. The identification tag must:
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• Have a border of prominent red hatchings on both sides and be visible at all
times;
• Have minimum dimensions of 148mm x 210mm;
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• Be legibly marked with the primary and subsidiary hazard class(es) or division(s)
numbers of such dangerous goods.
CAUTION: If the nature of the load (e.g. within a baggage load) is such that there is a
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possibility that dangerous goods may move in-flight, then an alternative location must be found
in order to provide the required level of restraint.
CAUTION: All ULDs containing Dangerous Goods shall be inspected prior to loading to ensure
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there are no signs of damage to, or leaking from the DG items contained within.
6.10.4.2 Segregation
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Some categories of dangerous goods potentially react dangerously together and must not be
loaded in close proximity to each other. Segregation of incompatible dangerous goods must
be applied as stated in segregation table at Table 15. Segregation of load is to be applied to
all hazards of a consignment (Primary and secondary). In order to achieve adequate
segregation and separation of incompatible dangerous goods, it is AirTanker policy that any
incompatible dangerous goods as listed in the table below will be loaded into separate ULDs.
When loading pallets containing incompatible dangerous goods, care must be taken to prevent
these substances positioned on the edge of adjacent pallets being loaded next to each other.
Segregation must be of a distance that prevents any items that may leak not to interact with
each other.

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Hazard Label 1 excl. 1.4S 2.1 2.2, 2.3 3 4.1 4.2 4.3 5.1 5.2 8 9 see IATA DGRs
9.3.2.1.3
1 excl. 1.4S DGRs 9.3.2.2.5 x x x x x x x x x x

2.1 x - - - - - - - - - x
2.2, 2.33 x - - - - - - - - - -
3 x - - - - - - x - - x
4.1 x - - - - - - - - - x
4.2 x - - - - - - x - - -
4.3 x - - - - - - - - x -
5.1 x - - x - x - - - - x
5.2 x - - - - - - - - - -
8 x - - - - - x - - - -
9 see DGRs 9.3.2.1.3 x x - x x - - x - - -
Table 15. IATA DGRs Segregation of Packages table
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CAUTION: Packages and overpacks containing lithium ion batteries prepared in accordance
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with Section IA or Section IB of PI965 and packages and overpacks containing lithium metal
batteries prepared in accordance with Section IA or Section IB of PI968 must not be stowed
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on an aircraft next to, or in a position that would allow interaction in the event of damage/fire
with packages or overpacks containing dangerous goods which bear a Class 1 (other than
Division 1.4S), Division 2.1, Class 3, Division 4.1 or Dvision 5.1 hazard label. To maintain
acceptable segregation between packages and overpacks, the segregation requirements
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shown in Table 15 must be observed. The segregation requirements apply based on all hazard
labels applied on the package or overpack, irrespective of whether the hazard is the primary
or subsidiary risk.
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NOTE: Special provisions are in place for stowage of UN class 1 items. Should they be carried
on AirTanker aircraft, the handling agent will be informed by AirTanker of the segregation
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requirement.
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NOTE: An “X” at the intersection of a row and column indicates that the package containing
these classes of dangerous goods must be segregated. A “-“ at the intersection of a row and
column indicates that the package containing these classes of dangerous goods do not require
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segregation.
Wheelchairs or Mobility Aids with Battery Operated Equipment
6.10.5.1 Handling Wheelchairs/Mobility Aids

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Apply the following in case of battery operated wheelchairs and mobility aids:
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(a) For a wheelchair or mobility aid with an installed battery, inform the pilot in command of
the location.
(b) When the battery is removed from the wheelchair or mobility aid, inform the pilot in
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command of the location of the battery.

(c) Stow and secure the wheelchair/mobility aid to prevent unintentional operation and ensure
it is protected from being damaged by the movement of baggage, mail or cargo.
(d) Ensure load control are aware of the carriage of electric mobility aids.

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6.10.5.2 Wheelchairs or other Battery Operated Mobility Aids
There are three main types of batteries used with wheelchairs or mobility aid devices:
Type of battery Description

Non-spillable battery Dry battery (including integrated battery)
Gel-type battery
Wet (sealed, non-spillable battery)
Spillable battery Wet battery

Lithium battery Lithium ion battery
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6.10.5.3 Accepting Wheelchairs/Mobility Aids with Non-Spillable Batteries
Pre-notification is required and acceptance is subject to AirTanker approval.
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(a) Battery terminals must be insulated to prevent accidental short circuits, e.g. by being
enclosed within a battery container.
(b) Battery must be securely attached to the wheelchair.
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6.10.5.4 Accepting Wheelchairs/Mobility Aids with Spillable Batteries
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(a) Packing rules:
1. wheelchair must be loaded, stowed, secured and unloaded while maintaining an
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upright position.
2. battery terminals must be insulated to prevent accidental short circuits, e.g. by being
enclosed within a battery container.
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3. battery must be securely attached to the wheelchair.

(b) Battery must be carried in strong, rigid packaging as follows:
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1. the outside packaging must be leak-tight, impervious to battery fluid and protected
against spilling by securing to pallets or by securing them in cargo compartments using
appropriate means of such as restraining straps, brackets or holders.
2. the battery terminals must be protected against short circuits.
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3. the battery must be secured upright in the packaging and be surrounded by

compatible absorbent material sufficient to absorb its total liquids.
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4. the outside packaging must be marked “battery–wet–with wheelchair”.

5. the outside packaging must be labeled with the “corrosive” label.
(c) Battery must not be loaded if not packaged appropriately.
6.10.5.5 Accepting Wheelchairs/Mobility Aids with Lithium Batteries

(a) The batteries must be of a type which meets the requirements of each test in the UN
Manual of Tests and Criteria, Part III, subsection 38.3.

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(b) The handling agent must verify:
1. the battery terminals are protected from short circuits, e.g. by being enclosed within
a battery container
2. the battery is securely attached to the wheelchair or mobility aid
3. electrical circuits have been inhibited.
(c) Mobility aids must be secured against movement in the cargo hold and must be carried in
a manner so that they are protected from being damaged by the movement of baggage, mail
or other cargo;
(d) Where a battery-powered wheelchair or other similar mobility aid is specifically designed
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to allow its battery(ies) to be removed by the user (e.g. collapsible):
1. the battery(ies) must be removed. The wheelchair/mobility aid may then be carried
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as checked baggage without restriction.
2. the battery(ies) must be protected from short circuit by insulating the terminals (e.g.
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by taping over exposed terminals).
3. the removed battery(ies) must be protected from damage (e.g.) by placing each
battery in a protective pouch. The battery(ies) must be carried in the passenger cabin.
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4. removal of the battery(ies) from the device must be performed by following the
instructions of the manufacturer or device owner.
5. the battery must not exceed 300 Wh, or for a device that is fitted with two batteries
if
required for operation, each battery must not exceed 160 Wh.
6. a maximum of one spare battery not exceeding 300 Wh or two spares each not
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exceeding 160 Wh may be carried.
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(e) The pilot-in-command must be informed of the location of the mobility aid with an installed
battery or the location of the lithium battery when removed and carried in the cabin.
6.10.5.6 Electric Wheelchair/ Mobility Aid – Labelling

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Prior to loading, electric wheelchairs or mobility aids must be labelled for identification
purposes. This label should conform with, or be similar to, the example shown below.
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Figure 71 Example of electric mobility aid label

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6.10.5.7 Carriage –Permissions & Requirements
AirTanker may carry electric mobility aids subject to the following conditions:
(a) Prior permission (min two days’ notice) – Must be obtained from AirTanker.
(b) Passengers must declare their requirements for carriage at the time of booking.
Booking agents must then contact the nominated airport ground handling agent/airport
authority with the following details:
1. Manufacturer of mobility aid

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2. Type of mobility aid
3. Size (approx. dimensions)
4. Weight (unladen)
5. Power source (battery type)
The nominated ground handling agent/airport authority must advise the passenger of the
airline approval process and ensure notification of travel to:
[email protected]
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(c) Day of Travel – The handling agent must take the following action before accepting
for travel:
1. Check booking to confirm prior notification has been given and approval granted
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by AirTanker.
2. If details are included within the booking the mobility aid can/should be accepted
for travel.
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3. If not pre-notified the ground handler must contact the AirTanker Duty Dispatch
Coordinator (see 1.7) immediately, before accepting for travel.
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4. The Duty Dispatch Coordinator will check with both departure and arrival airports
to ensure there is suitable provision available for safe handling.
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5. The GHA Dispatcher/TCO will be given delegated authority to check the mobility
aid to ensure safe carriage requirements are met with regards to loading, weight
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and dangerous goods.

6. The mobility aid must have the facility to enable its power source to be isolated to
prevent inadvertent operation.
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The Provisions for Dangerous Goods carried by Passengers or Crew (IATA DG Regulations
Table 2.3.A) can be found at Table 11 of this manual.
WARNING: Non-Acceptance for Travel; In the event that the mobility aid cannot be safely
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immobilised or confirmed that safe provisions are in place for handling, the mobility aid must
not be accepted. Non-acceptance reasons should be communicated clearly to the
passenger and AirTanker OCC by the handling agent as soon as is practicable.
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6.10.5.8 Supplementary Information
The following links contain information that will help in the preparation and handling of EMAs.
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Details of the weight and dimensions of many electric mobility aids and how they should be
prepared for safe carriage can be accessed via the following website which should be
considered for use by all stations as Best Practice.
http://bhta.com/air-transport-advice/
This list identifies many types of electric wheelchairs/mobility aids (it covers most
powered wheelchairs and mobility aids available in the UK and a very high
percentage of models sold elsewhere in Europe). It details physical weights and
dimensions, battery type, controller type and method of isolation to prevent the
risk of inadvertent operation.
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For electric wheelchairs or mobility aids weighing more than 60 kg additional handling
equipment/resource may be required. Under EU Regulation EC1107 (Annex 1), the
airport operator (via the contracted PRM supplier) is required to support this provision
if required. This should be in consultation with AirTankers contracted ground handling
supplier.
IATA Lithium Batteries:
http://www.iata.org/whatwedo/cargo/dgr/Pages/lithium-batteries.aspx
Please find below details of the CAA Publication link to the Flowchart for Electric Mobility Aids
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Process;
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http://publicapps.caa.co.uk/docs/33/ElectricMobilityAidsProcessFlowChart.pdf
6.10.5.9 Securing Electronic Mobility Aids
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Heavy mobility Aids represent a risk to in-flight safety if not correctly restrained. All such items
must be secured in an upright position and not loaded in the same ULD/Compartment with
loose items so as to be protected from being damaged by the movement of baggage etc.
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Mobility aids must be restrained individually by using an approved method and equipment type
e.g. webbing strops, taking into account compartment/ULD loading limitations and restraint
values.
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6.11 Carriage of Dry Ice on Voyager Aircraft
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In the event of Dry ice being offered for transport, limitations will apply on the following
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aircraft: ZZ330, ZZ331, ZZ336, ZZ338, G-VYGJ, V-VYGK, G-VYGL, and G-VYGM:
Compartments 1 & 2 Nil

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Compartment 5 150kg
The following limitations will apply only on aircraft fitted with FRU i.e. ZZ332, ZZ333,
on
ZZ334, ZZ335 & ZZ337 only:

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Compartment 5 Nil
6.12 Loading of Live Animals with Dangerous Goods

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The following restrictions are to be imposed when live animals are to be loaded on the same
aircraft as dangerous goods:
• Live animals should not be loaded in close proximity of cryogenic liquids or carbon
dioxide, solid (dry ice). Live animals should always be stowed above packages
containing dioxide, solid (dry ice) and ideally never in the same hold or
compartment.
• Live animals should never travel in the same aircraft hold or compartment as gases
from UN Class 2.3 and toxic and infectious substances from UN Class 6.

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Further information on the loading of Live Animals can be found at 5.3.7.3.
6.13 Notification to Captain (NOTOC)
The handling agent or operator of an aircraft carrying dangerous goods must provide the
Captain with written or printed accurate and legible information detailing the dangerous goods
that are to be carried. This must be by way of a Notice to Captain (NOTOC) form to be
completed by the handling agent. A copy of the AirTanker NOTOC is shown at 6.13.2 Figure
57. Handling agents may use their own locally produced NOTOCs, however, any locally
produced NOTOCs must comply with the IATA DGR requirements of 9.5.1.
Nil NOTOC
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AirTanker require all outbound flights to include a declaration from the loading
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supervisor/dispatcher that, where there is no DG loaded to the aircraft, they confirm this in
writing using either an AirTanker ‘Nil NOTOC’ form or alternatively by noting on a standard
NOTOC ‘Nil’.
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NOTOC - Accessibility
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As early as practicable prior to departure of the aircraft, but in no case later than when the
aircraft moves under its own power: if
1. A NOTOC is to be provided to the pilot-in-command with accurate and legible written
or printed information concerning dangerous goods that are to be carried as cargo;
2. The AirTanker Duty Operations Manager and Dispatch Coordinator are to be provided
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with the same information that is required to be provided to the pilot-in-command.
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The NOTOC is to be emailed to the following personnel at AirTanker:

Duty Operations Manager (24 hrs):
[email protected]
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Duty Dispatch Coordinator (24 hrs):

[email protected]
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Alternatively, the NOTOC can be addressed to the above and faxed to +44 (0)1993 873004.
NOTE: It is the same information that needs to be provided to the AirTanker Duty Ops
Manager and Duty Dispatch Coordinator and whilst a copy of the NOTOC is normally the
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easiest way, it is also acceptable to provide the information in other formats e.g. free hand text
or, as a last resort, by telephone. The purpose of having this information within the OCC is to
facilitate any required Emergency Response.
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Additionally, as soon as is practicably possible, a final, signed copy of the NOTOC is to be

sent to the Duty Operations Manager and Dispatch Coordinator.
Furthermore, a copy of the NOTOC is to be held within the departure operations centre in a
location easily accessible in case of emergency.

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Figure 72 Example of DG NOTOC
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6.14 Dangerous Goods Accident and Incident Reporting
Accidents and Incidents

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All accidents and incidents involving dangerous goods must be reported to appropriate
authorities of states of the operator and the state in which the accident or incident occurred in
accordance with the reporting requirements of those appropriate authorities. This also
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includes the reporting of all undeclared or miss declared dangerous goods found within cargo
or passengers and crew baggage. Ground Handling Agents are to report any accident or
incident to AirTanker in relation to its operation.
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Definition of an Accident
Definition of dangerous goods accident: An occurrence associated with and related to the
transport of dangerous goods by air which results in fatal or serious injury to a person or major
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property or environmental damage.
Definition of an Incident
Definition of dangerous goods incident: An occurrence other than a dangerous goods accident
associated with and related to the transport of dangerous goods by air, not necessarily
occurring on board an aircraft, which results in injury to a person, property or environmental
damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the
integrity of the packaging has not been maintained. Any occurrence relating to the transport

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of dangerous goods which seriously jeopardises an aircraft or its occupants is also deemed to
be a dangerous goods incident.
NOTE: A dangerous goods accident or Incident may also constitute an aircraft accident or
incident as specified in ICAO Annex 13 — Aircraft Accident and Incident Investigation.
Accident/Incident Reporting
In addition to the requirements stated in the ICAO Technical Instructions for the reporting of
dangerous goods occurrences, CAT.GEN.MPA.200 and the Air Navigation Order require that
any incident, accident or occurrence which endangers or which, if not corrected, would
endanger an aircraft, its occupants or any other person is reported to CAA Safety Data.
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Dangerous goods occurrences reportable under the Mandatory Occurrence Reporting
Scheme include: the CAA (within 72 Hours) and AirTanker (within 48 Hours).
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Type of incidents to be reported (but not limited to):
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• Dangerous Goods are discovered to have been carried when not loaded,
segregated, separated or secured in accordance with the requirements of the
IATA DGRs.
• Damage to packages of dangerous goods.
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• NOTOC errors where dangerous goods have not been stowed in accordance
with loading instructions.
•
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Dangerous Goods found to have been carried without a NOTOC being provided
to the Pilot-in-Command.
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• Failure to prepare electric wheelchairs in order to prevent accidental activation.
• Electric wheelchairs found not to have been stowed and secured correctly.
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• Leakage of dangerous goods from passenger baggage.
NOTE: A dangerous goods accident or dangerous goods incident not meeting the MOR
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criteria must be reported to the CAA Dangerous Goods Office within 72 hours, unless
exceptional circumstances prevent this. If necessary, a subsequent report shall be made as
soon as possible giving all the details that were not known at the time the first report was sent.
If a report has been made verbally, written confirmation shall be sent as soon as possible. Any
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type of accident or incident must be reported irrespective of whether the dangerous goods are
in cargo, mail, stores, passenger baggage or crew baggage.
Ground Handling Agents must also report any occasion when undeclared or misdeclared
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dangerous goods are discovered in cargo, baggage, mail or stores. Such reports must be
submitted to:
[email protected]
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on a Ground Handling Occurrence Report (GHOR) (see Appendix 1).
6.15 Removal of Contamination
In the event of a spillage or leakage of dangerous goods within an aircraft, the position where
the dangerous goods or ULD was stowed on the aircraft must be inspected for damage or
contamination and any hazardous contamination removed. The hazard of the dangerous
goods within packages concerned may be established by checking the entry on the NOTOC
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AS.4001
for that loading position or from hazard labels applied to the packages. The hazard classes
and divisions of dangerous goods within a ULD may also be identified from the NOTOC or
otherwise, should package labels not be visible, from the ULD tag bearing red hatchings
applied to the outside of the ULD. Persons responding in the event of damage to or leakage
of dangerous goods from packages must:
• Identify the hazards and wear appropriate protective clothing;

• Avoid handling the package or keep handling to a minimum;
• Inspect adjacent packages for contamination and put aside any that may have been
contaminated;
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• Arrange for decontamination of the aircraft and equipment;
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• In the case of infectious material, inform the appropriate public health authority or
veterinary authority, and provide information to any other countries of transit where
persons may have been exposed to danger; and notify the shipper and/or the
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consignee.
If it is evident that a package containing radioactive material is damaged or leaking, or if it is

suspected that the package may have leaked or been damaged, access to the package must
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be restricted and a qualified person must, as soon as possible, assess the extent of
contamination and the resultant radiation level of the package. The scope of the assessment
must include the package, the aircraft, the adjacent loading and unloading areas and, if
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necessary, all other material which has been carried in the aircraft. When necessary,
additional steps for the protection of persons, property and the environment must be taken in
accordance with provisions established by the relevant competent authority, to overcome and
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minimise the consequences of such leakage or damage. An aeroplane which has been
contaminated by radioactive materials must be immediately taken out of service and not
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returned until the radiation level at any accessible surface and the non-fixed contamination
are not more than the values specified in the Technical Instructions. In the event of non-
compliance with any limit in the Technical Instructions applicable to radiation level or
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contamination, the operator must ensure the shipper is informed if the non-compliance is
identified during transport; take immediate steps to mitigate the consequences of the non-
compliance; and communicate the non-compliance to the shipper and relevant competent
Authority(ies), respectively, as soon as practicable and immediately whenever an emergency
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situation has developed or is developing.

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7 Load Control
Information Owner: Mass & Balance Engineer
[email protected]
7.1 Introduction
This chapter contains general information, processes and requirements concerning mass and balance
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for AirTanker aircraft. Included subjects are regulatory requirements, responsibilities, Load Control,
mass and balance load planning and calculations, and post departure actions. The chapter also
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contains all the information required for compiling the relevant documentation required to ensure a safe
flight.
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7.2 Load Control Principles
Load control is an essential function which ensures the production of all applicable documentation to
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comply with operator and regulatory authorities. For a departing aircraft this includes planning (including
initial load/mass estimation), reporting and recording the loading of an aircraft. Load control functions
must be performed by trained and qualified personnel.
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The safety of a flight requires accurate planning, recording and reporting of all actual load details loaded
to an aircraft. Documented communication is required to ensure correct mass & balance calculations
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are conducted prior to departure. Load planning produces instructions allowing the safe loading of both
cabin and holds, to be followed by the nominated ground handling agent (GHA). Load control staff,
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when planning for a departing aircraft should consider:
• Aircraft type and any AirTanker limitations.

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• Aircraft prepared for service (APS/DOM), including crew, catering and aircraft equipment. Note:
Military configurations will vary with external equipment.
• Fuel load and distribution.
• Planned dead load and distribution.
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• Expected passenger load and distribution

• Special loads including dangerous goods
• Fuel efficiency
• Procedures for on time departure
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7.3 Regulatory Requirements
General
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Regulatory: Load control functions can be carried out by the operator or a third party.
It can be performed at any dedicated location locally at the departure airport or at a remote centralised
load control facility. Load control can be performed with a system (manual or computerised) approved
by AirTanker.
NOTE: AirTanker use third party operators to perform load control functions on their behalf. . AirTanker
do not perform the load control function.

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The load control function for all AirTanker and Voyager operations is carried out by either a nominated
GHA (civil or military) or Centralised Load Control (CLC). It can be carried out at a local (station) location
or at a remote CLC facility.
Qualifications
It is essential that any person involved in the load control process must have received relevant
authorisations to operate in their respective areas and as a minimum must be trained in the following:
• Load planning
Mass & Balance calculations
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•
• Checking and finalising of process documentation e.g. LIR, LDS
Dangerous goods training in accordance with the current IATA DGRs
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•
In addition, a proven knowledge of the following:
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• Where the process involves a CLC or local automated (EDP (Electronic Data Processing)/DCS
(Departure Control System)) systems, knowledge of individual systems as required
All staff providing load control services should be familiar with the current edition of the AirTanker
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Ground Handling Manual.
Documentation
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AirTanker is responsible for providing all relevant documentation for load planning and mass & balance
calculations.
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The load controller is responsible for accurately reflecting the data received on all documents, reports
and messages with regard to each flight departure handled.
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Relevant documents must be manually or electronically signed as per AirTanker and regulatory
requirements. Specified documents must be retained as per the applicable regulations or as instructions
given by AirTanker.
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7.4 Responsibilities
Load Control
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Load control is responsible for ensuring the production and/or collation of all applicable documentation
to comply with AirTanker policy and the regulatory authorities for an individual flight. Load control
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responsibilities may vary by operator or ground handling agent to include e.g. EDP loadsheet
production.
Dispatch Staff
Dispatch staff act as liaison between load control, operations and the aircraft flight and cabin crew.
Dispatch responsibilities may, and often do, vary by operator or ground handling agent to include other
elements of the departure process e.g. production of loading documentation. In support of leasing/ACMI
operations, dispatch staff may be required to liaise with a Centralised Load Control (CLC) facility.

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Pilot in Command (PIC)
Applicable to: All operating PICs
The Pilot in Command is authorised to prepare a loadsheet and is legally responsible for satisfying
himself that the load is correctly and safely distributed and properly stowed and secured. He must check
and sign the loadsheet (manual or EDP) before departure, ensuring specifically that the loadsheet
accounts for the following:
• That the name and signature of the person responsible for preparing the loadsheet is
legible.
• That the aeroplane registration, DOW / DOI correspond to the values contained in the
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Company Operations Manual.
• That the flight number and date are correct for the intended flight.
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• That the number of crew is correct – especially if the crew configuration is non-standard due
to operational or training requirements.
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• That the limiting weights are correct, especially if these are restricted on the day due to
operational or performance requirements.
• That the take-off fuel is sufficient and the trip fuel agrees with the flight plan.
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• That the actual take-off weight, including any Last minute changes (LMC) corresponds with
that previously estimated for a gross error check
• The payload.
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• That the balance chart has been used correctly.
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Local Load Control
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7.4.4.1 Commercial Operations
Applicable to: Commercial operations

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Service provided by the local nominated GHA. Responsibilities include, but are not limited to:
• Load planning, calculating aircraft payload.

• Issuing loading instructions.
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• Handling the Trip Information Sheet (where applicable).

• Transmission of information (communications) e.g. MVT messages, LDM, CPM.
• Acting as local contact for AirTanker Operations.
• Acting as local contact in cases where a CLC is used.
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7.4.4.2 Military Operations – Main Base Supported
Applicable to: Military operations – Main Base Movements Supported

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Service provided by the military GHA, RAF Logistics (Movs). Responsibilities include, but are not limited
to:
• Liaising with AirTanker Operations and Dispatch.

• Liaising with up-line and down-line stations.
• Calculating aircraft payload/EZFM.
• Liaising with aircraft loading teams and RAF dispatch (DAMO).
• Completing the aircraft Load Data Sheet.
• Collating all relevant flight departure documentation.
• Transmission of information (communications) e.g. MVT messages, LDM, CPM, NOTOCs etc.

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7.4.4.3 Military Operations – Unsupported Locations
Applicable to: Military operations – Unsupported Locations (AMW Operations)
Service provided by the mobile military GHA, No 1 Air Mobility Wing (AMW). Responsibilities include,
but are not limited to:
• Liaising with AirTanker Operations and Dispatch.

• Liaising with up-line and down-line stations.
• Load planning.
• Calculating aircraft payload/EZFM.
• Liaising with local handling agents (where required).
Completing the aircraft Load Data Sheet.
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•
• Collating all relevant flight departure documentation.
Transmission of information (communications) prior to departure*.
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•
*Due to the nature of some operations, transmission of all departure data may be extremely difficult as the
loading team may have to re-board for departure on the next sector. The minimum requirement is a telephone
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confirmation to AirTanker Operations of the current scenario.
For long term AMW supported locations refer to the above Military Operations – Main Base Movements
Supported.
Centralised Load Control (CLC)
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Where the CLC function is carried out by a nominated provider, all load control elements will be carried
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out fully by the contracted CLC.
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7.4.5.1 AHM560 Data
Provided by the AirTanker Mass & Balance Department on an as required basis. AHM560 data details
the specific data and information to enable a CLC/DCS provider to produce an automated loadsheet.
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Carriers requiring AHM560 data must contact [email protected] for details.
7.4.5.2 ACMI Operations

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Unless specifically requested by the carrier, ad-hoc ACMI operations will not be supported by a CLC
provider. In all cases, the load control function will be carried out under local (station) load control
arrangements – Para 7.4.2 refers. Support can be sought from AirTanker Operations. A request for the
relevant Ground Operations Mass & Balance Information document may be made, as follows:
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AIRCRAFT REG DOCUMENT REFERENCE

G-VYGK AS.OGW.034.320Y
G-VYGL AS.OGW.034.327Y
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G-VYGM AS.OGW.034.4CR314Y
Where CLC or local EDP support is requested as a service to be provided by the lessee, para 7.4.4
applies and immediate liaison with [email protected] is required.

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7.5 Information Exchange
All data pertaining to the aircraft mass and balance calculations must be communicated to the person
responsible for the loadsheet and manually or electronically filed.
7.6 Load Planning

Load planning is an integral part of the flight operation enabling production of instructions to allow the
safe loading of the aircraft for operation. The Loading Instruction Report (LIR) gives detailed information
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regarding the loading sequence and final load positions. A LIR must be prepared for every departure.
The following agencies are authorised to carry out load planning:
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• Commercial operations: Through CLC procedures (DCS). If required, manual processes at
local level can be adopted.
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• Military operations: Through local (station) military GHAs (LDS/manual docs).
The following paragraphs contain general, non-specific aircraft type load planning information. For load
planning on specific aircraft types see the relevant annex to this chapter.
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The load planning procedure typically takes into consideration, as applicable for each flight, the
following:
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• Aircraft empty mass
• Operating personnel/equipment, e.g. crew, catering, potable water
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• Role specific equipment
• Aircraft limitations
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Total traffic load (payload) and/or the EZFM can be calculated as described in the following
paragraphs.
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The load distribution can be planned by the load controller (local or CLC), adhering to any specific
operator requirements and procedures.
7.7 Standard Mass Values

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AirTanker Policy Ref: COM Part B 6.6, VOM Part B 6.6
The following mass values have been established for calculating crew, passengers and baggage:
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Crew and Crew Baggage

AirTanker Policy Ref: COM Part B 6.6.1, VOM Part B 6.6.1
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CREW BAGGAGE (EACH) (kg)

STANDARD MASS
CREW MEMBER
(kg) DOMESTIC & EU
LONGHAUL
SHORTHAUL*
Flight Crew 85 Nil 15
Cabin Crew 75 Nil 15

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*Due to the nature of the flying, Domestic & EU Short haul flight crew baggage will normally be taken
into the cabin and is accounted for as part of the standard mass value.
Passengers – Commercial Operations

The following standard mass values for passengers are to be used for commercial operations only.
Standard masses include hand baggage and, when lap-seating infants, the mass of the infant when sat
on the adult lap. Infants occupying separate passenger seats (utilising a car seat) must be considered
as children.
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PASSENGER STANDARD MASS (kg)
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TYPE OF
FLIGHT Male Female Child Infant All Adult
All Flights (except Holiday
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88 70 35 0 84 Note 1
Charters)
NOTE 1: M/F/C/I masses will normally be used. Where the M/F/C/I distribution cannot be determined
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the “All Adult” mass should be applied.
Passengers – Military Operations

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Applicable to: Military operations
The following standard mass values for passengers are to be used for military flights only.
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The ‘all flights’ standard mass and all adult values include hand baggage and, when lap-seating infants*,
the mass of the infant when sat on the adult lap. Infants occupying separate passenger seats (utilising
a car seat) must be considered as children.
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Military Ops/Ex mass values include hand baggage (95 kg) or body armour & helmet (103 kg).
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TYPE OF PASSENGER STANDARD MASS (kg)

FLIGHT Mal e Femal e Chi l d Infant* Al l Adul t
Al l Fl i ghts
88 70 35 0 84 Notes 1& 4
(other than mi l ops /ex)
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Mi l i tary (Ops /Ex) Notes 2, 3 &

95
- Hand baggage onl y 4
Mi l i tary (Ops /Ex)

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Notes 2, 3 &
- Body armour & 103 4
hel met onl y
*Infant Seating: Current MOD policy states that all passengers, including infants (under 2 yrs), are
allocated a seat. An infant must be seated in a suitable child car seat and a child mass of 35 kg is to be
used.
Car Seats: Must be designed to enable the car seat to be safely secured to the aircraft seat by use of
the aircraft seat belt. If the car seat cannot be safely secured the infant must be lap-seated for take-off,
landing, taxying and other situations where the seat belt sign is illuminated. In a situation where the
infant must be lap-seated, cabin staff may be able to stow the car seat in the cabin for possible in-flight
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use. If cabin stowage is not possible the car seat must be placed in the lower hold. During normal flight
conditions, and to aid passenger comfort, the infant, under guidance from the cabin staff, may be seated
in the car seat in their allocated seat position.
Due to the late nature of the above scenario, and as there is a possibility of the infant being sat in the
car seat during flight, there is no requirement to carry out a mass and balance LMC to change from a
child mass to an infant mass of zero.
Lap-seating Option: Although MOD policy states that infants are to be allocated a seat (as above), if
circumstances arise where lap-seating is a pre-determined option to be used, i.e. during the
planning/check-in phase (to release seats), infants are to be classed as lap-seated throughout the flight
and a weight of zero is to be used.
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NOTE 1 (All Flights): M/F/C/I masses will normally be used. Where the M/F/C/I distribution cannot be
determined the “All Adult” mass should be applied.
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NOTE 2 (Military Ops/Ex Flights): The ‘Military (Ops/Ex)’ masses are only used when passengers are
carried on flights designated as Military Operations or Exercises.
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NOTE 3 (Military Ops/Ex Flights): Passengers may carry both hand baggage and body armour &
helmet in the cabin provided:
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• The total passenger figure does not exceed 150 passengers.
• When seating passengers, the maximum seated by cabin compartment must not exceed half
the normal cabin seating allowed.
•
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A variation mass of 9kg per passenger must be accounted for as a cabin load on the LDS.
NOTE 4 (Mixed Flights): Where passengers being carried under the All Flights regulations and Military
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Ops/Ex regulations are required to travel on the same flight the highest number of passengers by type
will dictate the passenger mass value used. However, if the passenger load can be distributed to enable
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passenger types to be accounted for by cabin compartment, the relevant mass value can be used,
taking into account notes 1 to 3.
Passenger Baggage
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Baggage allowances for passengers can be found at para 4.5 of this manual. Standard practice is for
passenger baggage mass to be determined through the check-in process with a final actual total
baggage mass being available. If this is not possible the following mass values for each checked item
may be used:
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FLIGHT TYPE MASS (kg)

Domestic 11
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European 13
Intercontinental 15
All others 13
Estimation of Total Baggage Mass (Payload Planning Figures)

For Payload/EZFM planning purposes the following total baggage mass values, for each passenger,
may be used.

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7.7.5.1 Commercial Operations

Standard Scheduled Flights 18
7.7.5.2 Military Operations
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Operations & Exercises 55
South Atlantic Schedule 45
All Other Flights 20
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The mass values in the above table may be adjusted if experience when handling specific
exercise/operations is gained.
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7.8 Passenger Seating
Commercial Operations
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In general, commercial operations are fully automated weight and balance linked flights. This may
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include some longer term ACMI contracted operations when requested. Ad-hoc ACMI operations are
not weight and balance linked, however, depending on the notice period, passenger check-in may be
automated after upload of the cabin seat map into the carrier’s check-in system.
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Ad-Hoc ACMI Operations
Due to the one-off nature of ad-hoc ACMI flights, these types will not be weight and balance linked. If
time permits, the cabin seating plan may be uploaded to the carrier systems and used for check-in. If
check-in has been completed without using the seat plan the cabin free seating policy must be adopted.
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Military Operations
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Load Data Sheet (LDS)
The LDS will determine the optimum passenger distribution in relation to aircraft CG. Load control staff
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may follow the suggested optimum, however, where required e.g. VIP seating, aeromedical
configuration limitations, seating can be manually allocated. When manually allocating seating, the free
seating policy principles should be considered.
South Atlantic Airbridge
The SA airbridge is a fully pre-seated flight using the free seating policy principles. All passengers are
pre-sat prior to check in using form AS.OGW.040.279Y (available on MODNet).

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Free Seating Policy
The free seating policy can be adopted at any time during the departure process. Passenger distribution
is calculated forward, mid and aft by using AS.OGW.052 Cabin Seating Guide
NOTE: See specific aircraft data for the cabin seating guide instructions.
7.9 Cargo and Mail

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Cargo and Mail final figures, built/full ULDs and loose cargo/mail, to be included within the final
estimated payload figure.
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7.10 Estimated Payload Calculation
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Estimated payload calculation figures, in kilogrammes (kg) are to be communicated to AirTanker

Operations. To include the following:
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• Passenger mass
• Baggage mass (estimated)
• Cargo and mail mass
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• ULD on-load mass: ULDs to be used plus any empties.
• Fly Away Kit (FAK) – if loaded.
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• Transit load.
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AirTanker Operations will only require a total estimated payload. A payload breakdown is not required,
however, an estimated passenger figure should be made available.
7.11 Estimated Zero Fuel Mass (EZFM)

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An EZFM may be passed to AirTanker Operations if the following information has been obtained:
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• Aircraft Dry Operating Mass (DOM/APS)

• Estimated payload calculation
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AirTanker Operations will accept an EZFM and although actual breakdown may not be required, figures
should be available on request.
7.12 Loading Instruction & Report (LIR)

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A LIR must be issued for each flight. Accepted types are as follows:
• Manual (all operations)

• Load Data Sheet version (military operations)
• Automated (CLC operations)
The LIR must be signed by the loading supervisor at the time of loading.
NOTE: See specific aircraft data for LIR details by aircraft type.
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7.13 Load & Trim Sheet (Loadsheet)
A loadsheet, manual or automated, must be produced for each flight departure. Only the
persons/organisations listed below are authorised in the production of a loadsheet:
Manual Loadsheets
• Aircraft Captain (PIC)

• Other trained Flight Deck personnel
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• AirTanker Dispatch Staff
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Automated Loadsheets (CLC)
• Trained CLC load control staff
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CAUTION: Under no circumstances must any other persons produce a loadsheet.
Specific checks must be made that aircraft structural, maximum take-off, landing and ZFM limits have
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not been exceeded and that the aircraft is within the specified CG limitations.
The loadsheet is to be checked and signed by the PIC.

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See specific aircraft data for loadsheet details by aircraft type.
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Production of the Loadsheet
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In order to produce the loadsheet, the following criteria must be met:

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• Passenger acceptance finalised

• All hold load confirmed
• Fuel figures finalised
• Crew configuration confirmed
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• All operator requirements are confirmed
Applicable to: CLC Operations only

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• Load control may release a Preliminary Loadsheet with one or more of the above criteria not
yet finalised.
• The load controller must confirm that all aircraft limitations are adhered to before any loadsheet
is released.
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Delivery of the Loadsheet
The loadsheet must be delivered and handed over to the PIC. Manual and automated delivery process
is that of Dispatcher to PIC.
EXCEPTION: ACARS loadsheets may be used on specific aircraft/routes and will be sent direct from
CLCs to the flight deck printer. Dispatch staff should check the loadsheet has been received.

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7.14 Associated Documentation
Load Data Sheet (LDS)

The LDS is to be produced by the military GHA, RAF Logistics (Movs) load control staff, or for mobile
operations, specifically trained staff of No1 AMW.
See specific aircraft data for LDS details by aircraft type.
7.15 Last Minute Changes (LMC)
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LMCs must be recorded. Recording on a manual loadsheet is to be in the provided area. Recording on
an automated loadsheet is by hand, writing on the automated copy. A new issue is not required.
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Both manual and automated LMC processes must ensure that the LMC limitations as stated in the
specific aircraft data annexes are not exceeded.
NOTE: See specific aircraft data for LMC limitations.
7.16 Loadsheet Discrepancies
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Any discrepancies found after loadsheet release or delivery to the flight deck must be reported without
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delay to the relevant CLC or PIC. For discrepancies found after take-off AirTanker Operations must be
informed immediately.
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Communications addresses as per the post departure messaging address list.
7.17 Post Departure Messaging

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Post Departure Messages

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All relevant post departure messages pertaining to the flight must be sent to all receiving airfields
(destination and stop-overs), AirTanker Operations and AirTanker Dispatch. As a minimum the following
must be sent:
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• MVT
• LDM
• CPM
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• NOTOC (as required)

• Special Load Instructions (as required)
Responsibility for delivery of the above is dependent on the type of operation or handling
arrangement. See addressees below.
EXCEPTION: Actions for unsupported locations (AMW Operations): Due to the nature of some
operations and/or locations, transmission of all departure data may be extremely difficult as the

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loading team may have to re-board for departure. The minimum requirement is a telephone
confirmation to AirTanker Operations of the current situation, load details etc. prior to boarding.
Notification to Captain (NOTOC)

A NOTOC is required for each flight carrying dangerous goods as cargo. The NOTOC is acceptable as
a manual document, hand written or typed, or an automated version. Further information on NOTOC
requirements can be found in Chapter 6, Dangerous Goods.
NOTE: In a situation of an unsupported location (see above) the NOTOC must be left with the local
GHA.
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Nil NOTOC
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A Nil NOTOC is requested for all flights where dangerous goods are not being carried. As a minimum
a verbal confirmation to the PIC that no DG is being carried should be made.
Special Loads
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Applicable to: All operations if
Special loads must be communicated to the addresses as per the post departure messaging
requirements. Special loads may include, but are not limited to:
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• VIP / PRM / COMP (mil only)
• AVI / PER / HUM / WPN (mil only)
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7.18 AirTanker Contact Details

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SITA Email
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AirTanker Operations BZZOOXH [email protected]

AirTanker Dispatch BZZODXH [email protected]
Additional for Commercial Leasing (TCX/Jet2/ACMI)

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Flight Planning Leasing [email protected]

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Telephone
AirTanker Operations 0044 (0)1793 87 3226 / 3231
AirTanker Dispatch 0044 (0)1793 87 3222 / 3223
Additional for Commercial Leasing (TCX/Jet2/ACMI)

Flight Planning Leasing 0044 (0)1793 87 3744
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Annex A to Chapter 7
LOAD CONTROL Aircraft Data Airbus A330-200

Aircraft Data, Load Planning and Mass & CG Calculation
7.19 A330-200 Aircraft Data
Information Owner: Mass & Balance Engineer

[email protected]
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General
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This annex contains information relevant to the operation of the A330-200 aircraft. General load control,
load planning requirements and load planning data can be found in Chapter 7.
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Design Mass Limitations
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The design mass limitations, as shown below, are not to be exceeded.

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Max Ramp Mass (kg) 233,900
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Max Take-off Mass (kg) 233,000
Max Landing Mass (kg) 182,000
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Max Zero Fuel Mass (kg) 170,000
Regulated take-off and Landing Mass; In addition to the above it is common that a regulated take-off
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(RTOM) and/or landing (RLM) mass may be applied. These may be due to aerodrome elevation,
ambient temperature, runway dimensions or conditions, or obstacle clearance limitations. Take-off
mass may also be limited on short sectors where fuel burn-off would be insufficient to reduce the mass
below the RLM.
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NOTE: It is the responsibility if the PIC to establish the RTOM and RLM for each individual
circumstance.
Applicable to: G-VYGK, G-VYGL, G-VYGM Only

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In addition to the above maximums, G-VYGK, G-VYGL and G-VYGM have the availability to enable a
reduction of the MTOM to the following:
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Max Ramp Mass (kg) 192,900

Max Take-off Mass (kg) 192,000
Max Landing Mass (kg) 182,000
Max Zero Fuel Mass (kg) 170,000

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Cabin Seating Configurations
7.19.3.1 Cabin Seating 291Y 5 Bay Cabin Configuration
Applicable to: ZZ330 / ZZ331 / ZZ332 / ZZ333 / ZZ334 / ZZ335 / ZZ337 / ZZ338 / ZZ343
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7.19.3.2 Cabin Seating 291Y 3 Bay SAA Configuration (Aeromedical role 3)
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Applicable to: G-VYGJ if
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7.19.3.3 Cabin Seating 255Y (Aeromedical Role 2D)
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7.19.3.4 Cabin Seating 219Y (Aeromedical Role 2I)
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7.19.3.5 Cabin Seating 58BC / 100Y (Enhanced Cabin 158 seats)
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Applicable to: ZZ336
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7.19.3.6 Cabin Seating 320Y

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Applicable to: G-VYGK

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7.19.3.7 Cabin Seating 327Y
Applicable to: G-VYGL
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7.19.3.8 Cabin Seating 4CR 314Y
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Applicable to: G-VYGM
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Cabin Seating Zones & Maximum Passengers

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Applicable to: ZZ330 / ZZ331 / ZZ332 / ZZ333 / ZZ334 / ZZ335 / ZZ337 / ZZ338 / ZZ343 / G-VYGJ
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MAX SEATS PER ZONE

REGISTRATION TOTAL
Zone A Zone B Zone C Zone D Zone E
Military (ZZ) 47 40 40 64 100 Note 3 291
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Military (ZZ) - AEROMED 2D 47 4 Note 1 40 64 100 Note 3 255

Military (ZZ) - AEROMED 2I 47 4 Note 1 4 Note 1 64 100 Note 3 219
NOTE 1: Aeromedical Role 2D and 2I. 4 seats within Zone B and Zone C are not normally for general
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passenger use. For use by aeromedical escorts when a patient is stretcher located in Zone B and/or
Zone C. In extreme cases where all zones are full, under the direction of the AirTanker Dispatcher or
aircraft captain, seats may be utilised for passengers as required. Support crew (GE’s/MAMS) should
be considered in the first instance when utilising any of these seats.
NOTE 2: All military registered aircraft are capable of being fitted in the aeromedical configuration.
NOTE 3: Aeromedical Role 3. Commercial stretcher beds fitted rows 37-39 port &/or starboard with a
loss of 12 seats (2 x stretchers installed) or 6 seats (1 x stretcher installed).Where commercial stretchers
are not fitted, Zone E retains 100 seats.

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NOTE 4: For all other aeromedical configuration roles, contact AirTanker Dispatch.
Applicable to: G-VYGJ
MAX SEATS PER ZONE

REGISTRATION TOTAL
Zone A Zone B Zone C
G-VYGJ 47 144 100 291
G-VYGJ (SAA ROLE) 47 144 88 279
NOTE: SAA Role - Aeromedical Role 3 Commercial stretcher beds fitted Zone C rows 37-39 port
and0/or starboard with a loss of 12/6 seats. Zone C reduces to 88/94 seats.
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Applicable to: ZZ336
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MAX SEATS PER ZONE
REGISTRATION TOTAL
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ZZ336 10 48 100 158
NOTE: Aeromedical Role 3 capable. Commercial stretcher beds fitted Zone C rows 37-39 port and/or
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starboard with a loss of 12/6 seats. Zone C reduces to 88/94 seats.
Applicable to: G-VYGK, G-VYGL, G-VYGM

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MAX SEATS PER ZONE
REGISTRATION TOTAL
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G-VYGK 58 155 107 320
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G-VYGL 60 155 112 327

G-VYGM 60 155 103 (4CR 99Y) 318
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NOTE: G-VYGM – CR (Crew Rest) x 4 not available for passenger use.
Aeromedical Configurations – Military Operations

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The military (Voyager) aircraft is capable of being configured to carry up to 40 stretchers in the main
cabin. In support of this, nineteen aeromedical configurations have been published. Although many
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configurations are available, only two require publication at this time as follows:
MEDICAL MAX TOTAL

AMED ROLE MAXIMUM PATIENTS
ESCORTS PAX SEATS
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1 ALL ROUND ACCESS OR UP TO 5

2D 4 251 255
STETCHER PATIENTS
2 ALL ROUND ACCESS OR UP TO 10

2I 8 211 219
STETCHER PATIENTS
Further aeromedical configurations will be published as operationally required.

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Aeromedical Role 3
Applicable to: ZZ330 / ZZ331 / ZZ332 / ZZ333 / ZZ334 / ZZ335 / ZZ336 / ZZ337 / ZZ338 / ZZ343 / G-VYGJ
Standard role 3 configuration is of two commercial stretchers installed in the rear cabin located over
seat rows 37-39 port and starboard. The South Atlantic Airbridge (SAA) is permanently configured in a
role 3 cabin configuration reducing maximum total seating capacity to 279 seats.
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There may be circumstances where only one commercial stretcher is required to be installed. One
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commercial stretcher may be located over seat rows 37-39 port or starboard.
A330-200 Cargo Holds

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7.19.7.1 General
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Lower holds are designated forward cargo hold (compartments 1 and 2), aft cargo hold (compartments
3 and 4) and bulk hold (compartment 5). Aft cargo hold (compartments 3 and 4) and bulk cargo hold
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(compartment 5) are separated by a divider net. The general arrangement of the cargo holds is shown
below.
For cargo hold maximums see para 7.9.

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Quick reference notes to the above:

(refer to specific paragraphs for detailed requirements):

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• Holds 1 to 4: Equipped with the Airbus cargo loading system (CLS).
• Holds 1 to 4: Mixed loading of pallets and containers is allowed.
• Holds 1 to 4: Not heated/temperature controlled.
• Holds 1 to 4: Nil dry ice to be loaded.
• Holds 1 to 4: Max height for a loaded pallet – 64 inches.
• Holds 1 to 4: Locking system/cargo equipment malfunctions – see handling.
• Holds 1 to 4: Prohibited to carry loose bulk cargo or loose baggage within holds.
• Hold 4: Position 44 variation in some aircraft. Referred to as including or excluding Position 44.
• Hold 5: For bulk loading baggage or cargo, divided by inner barrier nets.
• Hold 5: Heated/temperature controlled.
• Hold 5: Not available if a Fuselage Refuelling Unit (FRU) is fitted (Military aircraft only).
• Hold 5: Max dry ice loading – 150 kg.
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• Hold 5: Restraint – normally achieved through the net restraint system.
• Hold 5: Restraint Exceptions:
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• Individual items which by their nature, shape or density may constitute a hazard must be restrained.
• Restraint can be achieved by filling the cargo hold volumetrically, or by tie-down.
• Hold considered volumetrically full when filled to three quarters height.
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• Single packages must be tied down.
• Packages weighing more than 100kg must be restrained or individually tied down.
7.19.7.2 Cargo Hold Variants
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Applicable to: Aircraft as below
Cargo hold cargo variation is dependent on whether the aircraft is a 2 point or 3 point (FRU) capable
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tanker. The hold is described as being including, or not including position 44, in relation to the 2 or 3
point variant. Position 44 is only available on the 2 point tanker variant. The table below relates aircraft
registrations including/not including position 44.
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AIRCRAFT TANKER AIRCRAFT TANKER

REGISTRATION CAPABILITY REGISTRATION CAPABILITY
ZZ330 2 POINT ZZ332 3 POINT

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NOT INCLUDING
POSITION 44
POSITION 44
INCLUDING
G-VYGJ 2 POINT ZZ335 3 POINT

G-VYGK 2 POINT ZZ336 3 POINT
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G-VYGL 2 POINT ZZ337 3 POINT

G-VYGM 2 POINT ZZ338 3 POINT
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7.19.7.3 Cargo Hold Maximums
AirTanker Policy Ref: COM Part B 6.3.3.1 / 6.3.3.2, VOM Part B 6.3.3.1 / 6.3.3.2
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Applicable to: Aircraft as below
INCLUDING ULD POSITION 44 (kg)

2 Poi nt Ca pa bl e: ZZ330, ZZ331, ZZ343, G-VYGJ, G-VYGK, G-VYGL, G-VYGM
HOLD 1 HOLD 2 HOLD 3 HOLD 4 HOLD 5

10572 8297 7575 9253 1881
COMBINED H1 & 2 COMBINED H3 & 4 Note 1
18869 16828

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EXCLUDING ULD POSITION 44 (kg)

3 Poi nt Ca pa bl e : ZZ332, ZZ333, ZZ334, ZZ335, ZZ336, ZZ337, ZZ338
HOLD 1 HOLD 2 HOLD 3 HOLD 4 HOLD 5

10572 8297 7575 7666 3468
COMBINED H1 & 2 COMBINED H3 & 4 Note 2
18869 15241
NOTE 1: Hold 5 is available on all 2 point capable tankers.
NOTE 2: Hold 5 is not available when a 3 point capable tanker is fitted with a Fuselage Refuelling Unit
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(FRU). Under no circumstances must anything be loaded in H5 when in the FRU configuration. Where
a FRU is not fitted H5 is fully available.
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7.19.7.4 Unit Load Device (ULD) Maximums
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Applicable to: All aircraft hold configurations
ULDs accepted:
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• Containers: LD3 (AKE), LD6 (ALF)
• Pallets*: LD9 (PMC), LD7 (P1P/PAG), 463L/SL4 (military pallet)
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*Constitutes pallet and associated net.
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Other container/pallet types may be accepted for loading on approval from AirTanker.
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For serviceability checks see para TBN. For further information regarding ULD refer to the IATA ULD
Technical Manual.
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Tare Weight* Max Weight** Max Height

ULD
(kg) (kg) (inches)
LD3 (AKE) 80 1587
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LD6 (ALF) 196 3174

LD9 (PMC) 130 5103 64
LD7 (P1P/PAG) 120 4626 64
463L/SL4 122 4535 64
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UK Military Net 56
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*ULD tare weights may vary dependant on carrier or construction materials.
**WARNING: Maximum weights remain the same across all operations irrespective of other carrier
regulations/ULD tare weights.
7.19.7.5 ULD No-Fit Positions
Applicable to: All aircraft hold configurations
It is not necessary for cargo holds 1 to 4 to be loaded with the maximum number of containers or pallets.
Any cargo position may remain unoccupied.

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WARNING: Where no-fit positions are present, all latches throughout the respective cargo
compartment must be raised to restrict inadvertent movement of a ULD in case of latch failure.
7.19.7.6 Cargo Holds – including Position 44 – Layout & Capacities
Applicable to: ZZ330, ZZ331, ZZ343, G-VYGJ, G-VYGK, G-VYGL, G-VYGM
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7.19.7.7 Cargo Hold 5 – Bulk Cargo Compartment (including position 44)
Applicable to: ZZ330, ZZ331, ZZ343, G-VYGJ, G-VYGK, G-VYGL, G-VYGM

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Posn 51 Max – 264 kg

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NOTE: When the certified net restraint system is used, additional tie down is not normally required
except in the following circumstances:
• All individual items of load which by their nature, shape or density may constitute a hazard must be
restrained.

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7.19.7.8 Cargo Hold – Not including Position 44 – Layout & Capacities
Applicable to: ZZ332, ZZ333, ZZ334, ZZ335, ZZ336, ZZ337, ZZ338
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7.19.7.9 Cargo Hold 5 – Bulk Cargo Compartment (not including position 44)

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NOTE: When the certified net restraint system is used, additional tie down is not normally required
except in the following circumstances:
• All individual items of load which by their nature, shape or density may constitute a hazard must be
restrained.

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7.19.7.10 Cargo Hold 5 – Fuselage Refuelling Unit (FRU) Installed
When a Fuselage Refuelling Unit (FRU) is installed a divider wall is located between H4 and the bulk
loading area (H5).
WARNING: It is forbidden for ground handling staff to load any items within H5 when in this
configuration.
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DO NOT USE BULK AREA WHEN
FRU IS INSTALLED
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7.20 A330-200 Load Planning
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Applicable to: Commercial & military operations
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The load planning process enables production of instructions to allow the safe loading of the aircraft for
operation. The Loading Instruction Report (LIR) gives detailed information regarding the loading
sequence and final load positions. A LIR must be prepared for every departure. The following agencies
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are authorised to carry out load planning:
• Commercial operations: Through CLC procedures (DCS). If required, manual processes at

local level can be adopted.
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• Military operations: Through local (station) military GHA’s (LDS/manual docs).
Passenger Seating
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7.20.1.1 Free Seating Distribution

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Standard passenger distributions are to be followed as much as possible, however, where free seating
is necessary AS.OGW.052 must be used. See below.

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Cargo Hold Loading

7.20.2.1 Standard Distribution
A330-200 AirTanker recognised standard load distribution is as follows:
Fwd Compartment (%) Rear Compartment (%)

Hol d 1 Hol d 2 Hol d 3 Hol d 4 Hol d 5
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30 70 Bul k
10 20 40 30
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Load
Notes:
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• Weights throughout holds should be evenly distributed.
• Although the above is the AirTanker recognised distribution, deviations are acceptable e.g. rear
hold only loading (see warnings below).
• For planning purposes it is recommended that the aircraft CG limit does not exceed 32% when
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only the lower hold is loaded.

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WARNING: If deviating from the standard load it is the responsibility of the GHA to ensure avoidance
of aircraft tipping. When planning a non-standard lower hold load the passenger embarkation and
disembarkation sequences must be taken into account.
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Applicable to: Military ZZ registrations only
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WARNING: Before loading, a check must be made with the flight deck or AirTanker Dispatcher that fuel
loading is in a standard configuration. Due to the nature of AAR operations fuel may be unexpectedly
in the aircraft trim tank (tail).
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7.20.2.2 Aircraft Spares (FAK/FAP)

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Aircraft spares (FAK/FAP) may be carried. If carried, all weight(s) and location(s) can be sought from
either the PIC, AirTanker Dispatch/Operations or the departing airfield load control.
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NOTE: FAK/FAP must be shown on the LIRS as part of the lower hold load.
7.20.2.3 Crew Baggage

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Short haul: Nil baggage.

Long haul: Baggage to be located in H5, weight (15 kg each) accounted for in the DOM.
All flights: Located in the lower hold and shown (15 kg each) as part of the lower hold LIR load.

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EXCEPTION: Circumstances may dictate that crew baggage be authorised to be located in the
passenger cabin. The PIC should declare weights/locations as required and account for as cabin load
on the loadsheet.
7.20.2.4 Special Load Items – Perishables, Animals, Coffins and DG
Applicable to: All Operations
Planned loading of special load items must be done to ensure specific handling and/or loading
requirements are met.
NOTE: See chapter 3 for specific loading requirements.
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A330-200 Loading Instruction & Report (LIR) – Accepted Formats
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7.20.3.1 Manual LIR
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Ensure the correct LIR is selected prior to completion.
• Completed at the local GHA load control.
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• Signed by the loading supervisor upon completion of loading.
• Delivered no later than 40 mins prior to ETD to either:
o AirTanker Dispatcher
o PIC
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Late changes occurring after completion must be reported to the AirTanker Dispatcher or PIC before
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aircraft departure.
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Example of LIR including Position 44
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NOTE: FAK must be shown on the LIR as
part of the lower hold load.
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7.20.3.2 Load Data Sheet LIR
• LIR completed as part of the LDS load planning and departure process.
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• Completed at the local GHA load control.

• Signed by the loading supervisor upon completion of loading.
• Delivered to the aircraft with the LDS (front sheet) and lodged with the cargo documentation.
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Note: The LIR must be presented to the AirTanker Dispatcher or PIC on request.
Late changes occurring after completion must be reported to the AirTanker Dispatcher or PIC before
aircraft departure.
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Example of a LDS LIR
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NOTE: FAP must be shown on the LIR as
part of the lower hold load.
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7.20.3.3 Automated LIR
Standard IATA DCS format to be used.

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7.21 A330-200 Mass & CG Calculation

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Aircraft Dry Operating Mass (DOM)

Applicable to: All AirTankerS A330-200 aircraft
Manual Calculation:
Refer to Flight Deck Aeroplane Mass & Index Information Sheets

Page 177 of 259
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ITEM INCLUDES
Dry Operating Mass (Basic) Aircraft Basic Mass / Aircraft Docs / 100% Potable Water
Crew Compliment
Role Change Equipment* As defined by aircraft configuration
Potable Water Water adjustment from 100%
Catering** Catering mass as defined by specific operations
*Applicable to military contract aircraft only – equipment defined in local AirTankerS documents.
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** Catering mass values vary between military operations, long term lease contracts and ACMI (one-
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off) leases.
EDP Calculation:
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ITEM INCLUDES
Dry Operating Mass (Basic) Aircraft Basic Mass / Aircraft Docs / 100% Potable Water
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Crew As defined
Potable Water Water adjustment from 100%
Catering**
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Catering mass as defined by specific operations
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** Catering mass values vary between long term lease contracts and ACMI (one-off) leases.
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Note: Potable water calculation may vary between lease contracts
Load & Trim Sheet (Loadsheet) – Accepted Formats

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7.21.2.1 Manual

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Manual loadsheets are accepted for all flights. An example can be found at Appendix 1. All aircraft
configurations, military and commercially operated, have specific manual loadsheets designed as per
their current cabin or hold configuration.
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WARNING: The loadsheet must correspond to the aircraft cabin configuration and lower hold position
44 (inc or not inc). Under no circumstances must any other loadsheet be used in the calculation of mass
& balance information.
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Only the following may complete a manual loadsheet:
• Pilot in Command (PIC)

• Other Flight Deck trained personnel
• AirTanker Dispatch staff
7.21.2.2 Load Data Sheet (LDS)

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The Load Data Sheet (LDS) has been designed for use by the military GHA’s in support of the manual
planning and loadsheet process. It consists of 4 areas as follows:
• Load Data Sheet

• Loading Instruction & Report (LIR)
• Pre-seat plan
• LDM/CPM
Load control staff, and where applicable, AMW personnel, are to be trained in the process of LDS
completion.
An LDS manual version is available.
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Once completed the LDS is to be signed by the military dispatcher and delivered to:
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• AirTanker dispatcher (RAF BZZ and where down-route supported by an AirTanker dispatcher)
• PIC (all other locations)
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WARNING: The LDS is not a Loadsheet. Manual loadsheet procedures must be completed prior to
departure.
Delivery of the documentation to the aircraft should be no later than 40 minutes prior to ETD.
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Example of the Load Data Sheet

(LDS)
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7.21.2.3 EDP (Automated)

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Issued by the Centralised Load Control (CLC) or local load control when agreed with AirTanker.
Format variations, including ACARS formats, are acceptable as per contract agreements and/or DCS
e.g. ALTEA, EFRAS, DPlan, HP etc.
NOTE: When authorised, CLC may send the ACARS version direct to the flight deck.
Automated loadsheets can only be used after authorisation from AirTanker. See AHM560 paragraph
below.

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7.21.2.4 AHM560 data
Prior to any loadsheet automation, CLCs must undergo the process of AHM560 data loading and
associated testing.
WARNING: Under no circumstances are automated loadsheets to be used until authorisation has been
given by AirTanker.
DCS/airlines requiring AHM560 data should email [email protected] for data and
AirTanker specific guidance.
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Last Minute Changes (LMC)
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LMC Maximum – 1000 kg plus or minus (accumulated).
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7.22 Appendices
Appendix 1 Example of a Manual Loadsheet
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Loadsheet (Rear)

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8 Bird and Wildlife Control
8.1 Introduction
The presence of birds and wildlife presents a serious hazard to aviation. Effective bird control
is a complex issue which requires a detailed understanding of the local risk, species, habitats,
migratory patterns, etc. Airports must meet, as a minimum standard, the recommended
practices agreed and published by the International Bird Strike Committee (IBSC). Airports in
the UK shall comply with the requirements of CAA CAP772 in respect of birdstrike risk
management.
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Airports shall have in place a management programme which aims to manage and minimise
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the risks associated with birdstrikes by effective use of bird scaring and habitat management
controls appropriate to the particular airport environment.
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Examples of expected measures include but are not limited to:
• Within the UK (based on climatic conditions), grass on airfields is generally

maintained a specific lengths (15-20 cm) to discourage birds, whilst in hotter
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climates, a “bare earth” policy is standard.
• Local sites (within and outside the airport perimeter) can be managed to varying
degrees. Areas of water can be netted to discourage water birds, or for new
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areas of water (such as the “balancing ponds” created during LHR Terminal 5
construction) the water can be completely covered with plastic balls which
discourages birds altogether.
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• Gulls are attracted to flat building roofs. Some airports have an element of control
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around local planning applications where flat roofs are proposed.
Whilst bird control can be a complex issue, at the most basic level even at the smallest airports,
there must be acceptable minimum defined standards in place in relation to effective habitat
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control and bird scaring activities, with appropriate training and equipment provided.
8.2 Operational Standards

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The following minimum standards, as published by the IBSC, are essential for an effective
control of the bird/wildlife risk. Appropriate records shall be kept to demonstrate compliance
with these requirements.
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• A properly trained and equipped bird/wildlife controller must be present on the

airfield for at least 15 minutes prior to any aircraft departure or arrival. The
controller should have no duties other than bird control during this time.
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• At night, active runways and taxiways must be checked for the presence of
birds/wildlife at regular intervals and the dispersal action taken as needed.
• Bird control staff must be equipped with bird deterrent devices appropriate to the
bird species expected in the area and to the forecast numbers of birds present.
The ground handling agent shall demonstrate that bird/wildlife control personnel
have received proper training in the use of bird control devices.
• As a minimum, airport bird/wildlife controllers shall record the following at least
every 30 minutes:
areas of the airport patrolled;
numbers, location, species of birds/wildlife seen;
Page 183 of 259
AS.4001
action taken to disperse the birds/wildlife; and
results of the action.
• A named member of the senior management team shall be responsible for the
implementation of necessary habitat management programmes.
• An airport shall undertake a review of the features on its property that attract
hazardous birds/wildlife and develop a plan to eliminate them or deny birds
access to them as far as possible.
• Professional support from a bird/wildlife strike prevention specialist should be
sought where appropriate. Documentary evidence of this process, its
implementation and outcomes shall be kept.
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• Airports shall establish a mechanism to ensure that they are informed of all
bird/wildlife strikes reported on or near their property.
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• Airports must ensure that the identification of the species involved in birdstrikes is
as complete as possible. Airports shall conduct a formal assessment of their
birdstrike situation at least annually and use the results to help target their bird
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management measures and to monitor their effectiveness.
• Airports shall conduct an inventory of bird attracting sites within the ICAO defined
13 km bird circle. A risk assessment shall be conducted and, if necessary, risk
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management action should be carried out. Where national laws permit, airport
authorities should seek to have an input into planning decisions and land use
practices within the 13 km bird circle.
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Reference documents
IBSC Recommended Practices No.1 – Standards for Aerodrome Bird/Wildlife Control
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CAA CAP 772 Birdstrike Risk Management for Aerodromes
ICAO Doc 9137 Airport Services Manual Part 3 Bird Control and Reduction
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9 Security
Information Owner: Aviation Security Coordinator
9.1 Introduction
The provisions in this chapter are based on AS.76, the Air Carrier Security Programme. It
summarises security requirements relevant for Ground Handling personnel. Should doubt
regarding any part of this chapter arise, the original wording of the Air Carrier Security
Programme prevails.
Security procedures must be complied with and any additional security requirements imposed
by local states/airport authorities in their territory must also be observed.
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The AirTanker point of contact for all aviation security matters is the Aviation Services
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Manager in the first instance.
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In all cases of security directly affecting the operation of an AirTanker aircraft, the Pilot-in-
Command (PIC) must be informed.
All security information must be protected; key areas are reproduced in this chapter but are to
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be read in conjunction with AS.76.
9.2 Training Requirements

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All personnel with access to security restricted areas must have received security training as
specified in the requirements according to their responsibilities and as specified in Regulations
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(EU) No. 2015/1998 resp. 300/2008.
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The training requirements shall include initial and recurrent training and enable personnel to
react in the most appropriate manner to minimise the consequences of acts of unlawful
interference and disruptive passenger behaviour.
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Security training and awareness training programmes should incorporate the following
components:
• Security systems, access and control

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• Ground and in-flight security

• Pre-boarding screening
Baggage and cargo security
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• Aircraft security and searches
• Weapons and prohibited articles
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• Overview of terrorism
• Handling of threats
• Procedures in case of unlawful acts of interference
• Confidentiality of security information
• Reporting
• Emergency Response Plan
• Other areas and measures relating to security that are considered appropriate to
enhance security awareness

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9.3 Recruitment and Employment of Staff
All staff recruited and employed on Aviation Security Duties or within/requiring access to the
Security Restricted Area are to be vetted in accordance with national regulations. In the United
Kingdom these regulations are set by the Department for Transport (DfT). This includes the
employment of permanent, fixed contract and temporary employees.
9.4 Passenger Check In / Boarding
The check in of passengers shall be a personal, individual check in (i.e. Passengers cannot
be checked in by proxy). Passengers with boarding passes and their hand luggage have to
clear the official security controls imposed by the responsible authorities. This requirement
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applies for all passengers, including wheelchair and stretcher passengers (subject to
condition), deportees and inadmissible passengers.
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Screening of passengers and their cabin baggage is mandatory and is carried out in
accordance with EU and UK NASP regulations to prevent or deter passengers from bringing
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unauthorised/prohibited items on board an aircraft, which may be used for acts of unlawful
interference. The responsibility for screening usually rests with the local authorities, however
it is the responsibility of the airline to ensure through the handling agent that screening always
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takes place.
A number of categories of people and their hand baggage are exempt from search prior to
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boarding (subject to local regulations). A comprehensive list of such individuals can be found
in the AirTanker Air Carrier Security Programme (available on request). Diplomatic bags of all
nationalities are also exempt, but not the personal belongings of a diplomatic courier.
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Hold baggage will only be accepted for transportation if it is security screened to the standards
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of the respective authority.
Procedure
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During the check in of passengers and their baggage, the check in staff shall be aware of a
number of rules and guidelines that apply:
• Ask passengers about liquids in their cabin baggage to ensure that it has been
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correctly packed. If not, ask the passengers to re-pack in the hold baggage.
• Check that posters are in place in check in areas regarding:
o Prohibited articles not to be carried into the security restricted area or on
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board an aircraft
o Dangerous Goods
o Cabin baggage limitations
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• Ensure the passenger is identifiable against the passport photograph and the
name stated in the ticket matches the identity documents produced for flight.
Acceptable forms of passenger identification for international travel are:
o Valid passport supported by visas as necessary
o Valid national ID card supported by visas as necessary
NOTE: When there is any doubt about a passenger’s identity or the validity of documents
presented, check-in should be discontinued until the doubt has been cleared.

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• Ensure that all passengers to be checked in present themselves at the check in
desk.
• Make sure the baggage tag permits the identification of the passengers,
alternatively a name label must be attached to the hold baggage. A register of the
items connecting them to a specific passenger must be compiled.
• When boarding a remote parked aircraft, supervise the boarding of the
passengers on their way between the terminal building and the aircraft. This also
applies to arriving passengers.
• When passengers wish to leave the aircraft to collect personal belongings left
behind, escort them until re-boarding and via security screening if applicable.
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• Deliver for loading into the cargo compartments, only items marked with baggage
tags.
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• Unload baggage belonging to passengers wishing to leave or discontinue the
flight prior to departure.
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9.4.1.1 Check In Precautions
• Store blank boarding passes and baggage tags in a secure location inaccessible
to unauthorised persons.
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• Make sure that all handling material cannot be used by unauthorised persons.
• Destroy or invalidate discarded materials in such a way that unauthorised access
or use is not possible.
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• Prevent unauthorised access to check-in systems (excluding self check-in where
utilised) at all times, especially when being unattended.
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• Feed baggage directly into the baggage make up area to prevent it from
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manipulation by third parties.
9.5 Passenger Baggage

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Checked (Hold) Baggage
Every item of passenger baggage loaded into the hold of an AirTanker aircraft is to be
screened using equipment and procedures meeting the standards set out in EU and UK NASP
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Regulations.
Each item of hold baggage shall be identified as ‘accompanied’ or ‘unaccompanied’. It is the

responsibility of the Ground Handling Agent to match the baggage and its respective
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passenger.
9.5.1.1 Procedure
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• Passenger checks in hold baggage, and is questioned as to the contents and

integrity of their baggage;
• Checked bags are tagged using IATA approved tags and transported to Hold
Baggage Screening;
• Checked bags are screened in accordance with the National Aviation Security
Programme (NASP);
• Bags which have cleared screening are transported to a secure baggage make-up
area;

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• Bags are loaded to the ULDs with loaders cross-checking the baggage tags against
the flight information (Passenger Name, Date, Flight Number, Destination);
• Hold Baggage Manifest (HBM – See Appendix 8) is produced; Passengers reporting
to the gate are checked against the HBM to ensure all baggage is accompanied;
• Where items brought into the cabin are unable to be safely stowed (such as excess
cabin baggage and passenger pushchairs used to bring children to the gate), these
items require placing in the hold. Items are to be tagged and noted on the Gate
Baggage Manifest (GBM – See Appendix 11);
• On boarding of all pax, the HBM Declaration Form (see Appendix 9) is signed by the
authorised person and given to the Captain of the flight along with the, GBM and
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Rush Baggage Certificate (RBC) (see Appendix 10).
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CAUTION: Passengers surrendering cabin baggage at the gate must be subject to
questions regarding prohibited items and hidden dangerous goods see 6.5.
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CAUTION: Handling staff should ensure any medication which may be required by a
passenger during the flight is kept on the person of the passenger.
• On boarding of all passengers, the HBM Declaration Form is signed by the
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authorised person and given to the PiC of the flight along with the HBM, GBM and
RBC forms.
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In addition to the general requirements to screen hold baggage described in section 9.5.1.1,
there are two sets of circumstances where additional searching is necessary. These are:
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• When baggage is unaccompanied (see 9.5.3), and
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• As a result of questioning.
9.5.1.2 Articles Prohibited in Checked (Hold) Baggage

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In addition to the list of forbidden articles (Dangerous Goods), the following articles may not
be carried in checked baggage:
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• Replica or imitation explosive devices;

• Fireworks and other pyrotechnics;
• Smoke generating canisters and smoke generating cartridges.
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Cabin (Hand) Baggage
Every item of passenger cabin baggage (also known as Carry-On or Hand Baggage) brought
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onto an AirTanker aircraft is to be screened using equipment and procedures meeting the
standards set out in EU and UK NASP regulations.
9.5.2.1 Procedure
• Passengers report to Central Search/Central Screening following Check-In;

• Passengers and their cabin baggage are screened in accordance with the National
Aviation Security Programme (NASP);
• Passengers and cabin baggage proceed into the Security Restricted Area (SRA).

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9.5.2.2 Articles Forbidden in the Cabin or Cabin Baggage
In addition to the list of forbidden articles (Dangerous Goods), items listed at Appendix 12 may
not be carried by passengers in the cabin of an AirTanker Aircraft.
Rush / Expedite and Unaccompanied Hold Baggage
Hold baggage which has been identified as being ‘unaccompanied’ must go through a further
screening process before being permitted to be transported on AirTanker aircraft to its
destination station. The further screening and treatment of unaccompanied hold baggage
depends on the reasons for separation of the passenger and their checked baggage.
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9.5.3.1 Reasons beyond the Passenger’s Control
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For the purposes of the transport of unaccompanied hold baggage, the following may be
considered as factors beyond the passenger’s control:
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1. The passenger was denied boarding and he/she did not volunteer to give up their
seat;
2. The passenger and/or their baggage was re-routed onto another flight and it was not
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at their request;
3. The baggage failed to transfer between two flights due to unforeseen reasons,
causing it to miss the departing flight;
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4. There was a malfunction of the baggage system, causing the baggage to miss the
departing flight;
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5. The baggage was loaded onto an aircraft other than that for which it was checked in
for;
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6. The airline decides not to load or unload a bag for operational reasons and the
passenger has not influenced the decision by changing their travel itinerary.
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In the case of points 3-6, the air carrier shall establish that the passenger did travel on the
flight on which they were checked in. If the passenger did not travel on the flight for which they
were checked in, then the baggage shall be subjected to additional security controls as set
out by the EU and UK NASP regulations.
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9.5.3.1.1 Procedure
Identifying and Removing Unaccompanied Baggage:

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• Baggage identified by boarding staff as being unaccompanied;

• Loaders requested to remove baggage from the aircraft hold;
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• Baggage returned to the lost and found department.
Procedure for Loading Rush Bags:
• The owner of unaccompanied baggage and destination identified by lost and found
department – The baggage is taken directly to screening;
• The baggage is screened in accordance with the Unaccompanied Baggage
Screening Procedure in the EU and UK NASP regulations;
• The baggage is clearly marked to identify it as being a Rush Bag;

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• The next available flight to the initial intended location is identified – the rush bag is
included in the baggage for the flight;
• When the bag is loaded, it is noted on the Rush Baggage Certificate (RBC – See
Appendix 10);
• RBC (along with HBM) is signed by the responsible person and given to aircraft
captain.
9.5.3.2 Reasons within the Passenger’s Control
In cases where the separation of the passenger and their baggage could have been initiated
by the passenger, removing and re-screening to the standards set out in EU and UK NASP
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regulations must take place.
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If the result of re-screening is successful, the baggage should fly on the initially intended flight
if possible without causing the carrier any delays.
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9.5.3.3 Expedite / Unaccompanied baggage of Other Airlines
Do not accept Expedite/Unaccompanied Checked Baggage of another carrier in case this

airline has imposed a general embargo for expedite baggage on their own flights. Should this
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method be identified for use, ensure there is no embargo in place and permission is received
from both carriers before proceeding.
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In the case the baggage can be forwarded, observe that a written record is obtained that the
security controls have been carried out to the standards set out in EU and UK NASP
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regulations.
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WARNING: Do not forward any baggage where the identity of the owner or confirmation of
travel cannot be obtained.
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9.6 Security Search of the Aircraft Holds
Pursuant to EU regulation 2015/1998 resp. 300/2008 and the UK Single Consolidated

Direction, a security check or search for prohibited or misplaced items on the aircraft must be
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conducted. AirTanker crew members are responsible for conducting the search or check in
the Cabin areas. The search of the aircraft holds is the responsibility of the contracted Ground
Handling Agent, and must be conducted prior to loading. The search must be conducted by
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the Loading Supervisor or contracted Supervisory Agent.
Procedure
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• Search the hold by hand for any items which do not belong in the hold. This includes
misplaced baggage, cargo, items and prohibited articles.
• In the case where baggage or cargo remains in the hold during a transit stop,
perform a visual check of the ULD and its associated paperwork.
• If any suspicious item is found, inform the appropriate authorities, the aircraft captain
(if at the aircraft) and the AirTanker OCC Duty Operations Manager.

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• Once the search is complete, the AS.OGX.006 Aircraft Hold Security Declaration
(Appendix 13) is to be completed in duplicate, with one copy being handed to the flight
crew and the other copy being retained by the Ground Handling Agent for at least 24
hours after departure.
Exceptions
Within the European Union and United Kingdom, security search of the aircraft holds is not
necessary where both of the following conditions are met:
• The aircraft arrived from an EU Member State or Third Country recognised as having
equivalent security standards, as listed in Attachment 3-B of EU 2015/1998.
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• The aircraft is parked within the Critical Part of the Airport.
CAUTION: If there is any doubt over whether the conditions above have been met, the Ground
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Handling Agent is to assume the conditions have not been met and conduct a search of the
aircraft holds.
9.7 Bomb Threat Warnings
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Bomb threat warnings are often made by telephone but are occasionally received in writing.
They are almost always anonymous. Although they are usually intended to cause a nuisance,
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warnings do occasionally precede acts of terror. Each warning must therefore be taken
seriously and assessed methodically to determine its significance and the risk it presents so
that an appropriate response may be made.
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Whilst Airport Authorities and Ground Handling agents should have their own procedures for
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dealing with bomb threats, the information contained in this chapter are the minimum
requirements to be adhered to.
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Phases of an Incident
Although the detailed circumstances of bomb threat warnings vary from case to case, the
handling of warnings will always be in five distinct phases. These are:
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1. Receipt of the warning
2. Assessment of the warning

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3. Action in response to the warning
4. Investigation to identify the people responsible

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5. Follow up action
Receipt of Warnings
9.7.2.1 General
Telephoned bomb threat warnings may be received by staff anywhere in the airline.
Information may be received directly from the people issuing the warning or indirectly through
airport authorities, ground handling agents, police or the news media. It is vital that members
of staff receiving warning calls obtain as much information as possible about the warning. The
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quality of the information gained from the caller is central to the accurate assessment of the
warning and, quite possibly, to the apprehension and conviction of those responsible.
9.7.2.2 Staff Training
All Managers are to ensure that staff in appointments where bomb threat warning calls may
possibly be received are fully trained on the handling of such calls. Key elements to be covered
in the training are:
1. Dealing with the call so as to gain as much relevant information as possible;
2. Passing on information to the AirTanker Duty Operations Manager;
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3. Completion of Bomb Threat Warning Report Forms.
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9.7.2.3 Bomb Threat Warnings
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On receipt of a bomb threat warning, a report form is to be compiled during or as soon after
the telephone call as is practicable. These details are to be passed to the AirTanker Duty
Operations Manager immediately in order to permit business bomb threat assessors to
conduct DfT approved Positive Target Identification (PTI). This process will categorise the
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warning and may lead to additional security measures being introduced.
Contact Details for the AirTanker Duty Operations Manager:

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+44-(0)1993-873-236
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9.7.2.4 Bomb Threat Warning Categories
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• Category RED – A specific warning where the threat is of a nature which permits
identification of a specific target, or where the caller has positively identified
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himself or the organisation involved and is judged credible.

• Category AMBER – A warning that can be related to one or more targets but
where there is doubt about its credibility or about the effectiveness of existing
countermeasures.
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• Category GREEN – A warning which may not identify a target or a specific group
of targets, or which otherwise lacks credibility.
9.7.2.5 Responses to Bomb Threat Warning Categories RED or AMBER

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Category RED or AMBER warnings made against an aircraft on the ground may justify some
or all of the measures in the following list.
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• Disembarkation of passengers and crew with all hand baggage by steps or

airbridges. Only in extreme emergencies should escape slides be used;
• Removal of aircraft to a remote part of the airport;
• Unloading of hold baggage;
• Checking the integrity of catering and aircraft stores;
• Searching the aircraft;
• Requiring passengers to identify their baggage;
• Re-screening or searching hold baggage before reloading;

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• Re-screening and searching passengers and hand baggage before re-loading.
9.7.2.6 Preservation of Evidence
Every bomb threat warning is potentially a criminal act and is therefore investigated by the
police. It is AirTanker policy to co-operate fully with police investigations. Consequently, it is
important that any item that may assist an investigation or be used as evidence in a trial is
preserved and handed to the investigating officers. This includes tape recordings of warning
calls, notes and envelopes in the case of written warnings. Papers should be handled as little
as possible and sealed in plastic bags until handed over to the investigating officers.
AirTanker Bomb Threat Warning Report Form
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It is acceptable to use Airport Authority or your own locally produced Bomb Threat Warning
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Report Forms IF it contains the same or greater detail.
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Figure 73 AirTanker Form AS.OGO.009 – Bomb

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Threat Warning Report

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10 Safety and Compliance Monitoring
Information Owner: Operations Compliance Co-ordinator
10.1 Safety
All accidents, incidents and occurrences shall be reported immediately to AirTanker using
the agreed reporting methods in compliance with ORO.GEN.160 where appropriate.
An AirTanker Ground Handling Occurrence Report (GHOR) found at Appendix 1 (or local
equivalent) is to be submitted as soon as possible, detailing all key facts in relation to the
incident, including supporting evidence (photos, documentation etc.). As a guide, it is expected
that reports would usually be submitted within 2 hours of the event to the following addressees:
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[email protected]
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[email protected]
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[email protected]
10.2 Compliance
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AirTanker operates its management system in accordance with the requirements of EASA
Ops ORO.GEN.200, ORO.GEN.205, ORO.GEN.210 and all other applicable requirements to
support its AOC and therefore requires all ground handling agents to meet defined standards,
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be subject to risk assessment and compliance monitoring activities including aerodrome
audits, ramp inspections, ground handling audits and management system audits.
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Ground Handling Agents are expected to conduct their own compliance monitoring activities,
audits and management system activities in compliance with the requirements of this manual
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to ensure safe operation of AirTanker aircraft.

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11 Crisis Management / Emergency Procedures
Information Owner: Head of Ground Operations
11.1 Introduction
Ground Handling Companies are required to ensure they are familiar with AirTanker’
Emergency Procedure and that local Emergency procedures exist for their airport, fully
involving the handling company, to support the possibility of a major incident.
Inevitably, the exact response to an incident will depend on the nature of that incident.
However, the core structure as to how an incident would be managed should be clearly
defined. It should include details in relation to:
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How an accident site would be managed, in the event of an incident occurring on, or near, the
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airport.
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How the handling agent and airport would structure and manage people and communications
within the airport environment, including for example:
• Local incident coordination centre(s);
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• Friends and relatives reception centre;
• Survivors reception centre;
• Family assistance centre;
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• Local medical/hospital arrangements; and/or
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• Arrangements for dealing with the press/media.
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11.2 Handling, Notifying and Reporting of Occurrences
Accidents, incidents and other occurrences

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11.2.1.1 Definitions
The definitions that follow are taken from ICAO Annex 13 – Aeroplane Accident and Incident
Investigation, Council Directive 94/56/EC of 21 November 1994 of 21 November 1994
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establishing the fundamental principles governing the investigation of civil aviation accidents
and incidents and the UK’s Civil Aviation (Investigation of Air Accidents and Incidents)
Regulations 1996.
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11.2.1.2 Accident
An Accident is an occurrence associated with the operation of an aeroplane which takes place
between the time when any person boards the aeroplane with the intention of flight and such
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time as all persons have disembarked there from, in which:
1. Any person suffers death or serious injury while in or upon the aeroplane or by
direct contact with any part of the aeroplane (including any part which has become
detached from the aeroplane) or by direct exposure to jet blast, except when the
death or serious injury is from natural causes, is self-inflicted or is inflicted by other
persons or when the death or serious injury is suffered by a stowaway hiding
outside the areas normally available in flight to the passengers and members of
the crew of the aeroplane; or

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(a) The aeroplane incurs damage or structural failure, other than:
(b) Engine failure or damage, when the damage is limited to the engine, its
cowling or accessories;
2. Damage limited to propellers, wing tips, antennae, tyres, brakes, fairings, small
dents or punctured holes in the aeroplane skin; which adversely affects its
structural strength, performance of flight characteristics and which would normally
require major repair or replacement of the affected component; or
3. The aeroplane is missing or is completely inaccessible.
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NOTE: AirTanker additionally defines an accident as when significant damage is
caused to the property of AirTanker or any third party.” ‘Significant’ damage in this
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respect may be taken to mean any damage caused which may be subject to an
insurance claim.
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11.2.1.3 Incident
An Incident is an occurrence, other than an accident, associated with the operation of an

aeroplane which affects or could affect the safety of operation. Following is a list of examples
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of incidents that are deemed as reportable occurrences. This list is not comprehensive and
any other occurrences which are judged by those involved to meet the criteria should also be
reported.
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11.2.1.3.1 Aerodrome and Aerodrome Facilities
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• Significant spillage during fuelling operations.
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• Loading of incorrect fuel quantities likely to have a significant effect on aircraft

endurance, performance, balance or structural strength.
• Failure or significant deterioration of aerodrome aircraft operating surfaces.
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11.2.1.3.2 Handling of Passengers, Baggage and Cargo.
• Significant contamination of aircraft structure, systems and equipment arising

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from the carriage of baggage or cargo.

• Incorrect loading of passengers, baggage or cargo, likely to have a significant
effect on aircraft mass and/or balance.
• Incorrect stowage of baggage or cargo (including hand baggage) likely in any
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way to endanger the aircraft, its equipment or occupants or to impede emergency

evacuation.
• Inadequate stowage of cargo containers or other substantial items of cargo.
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• Carriage or attempted carriage of dangerous goods in contravention of applicable

regulations, including incorrect labelling and packaging of dangerous goods.
11.2.1.3.3 Aircraft Ground Handling and Servicing
• Failure, malfunction or defect of ground equipment used for the testing or

checking of aircraft systems and equipment when the required routine inspection
and test procedures did not clearly identify the problem, where this results in a
hazardous situation.

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• Non-compliance or significant errors in compliance with required servicing
procedures.
• Loading of contaminated or incorrect type of fuel or other essential fluids
(including oxygen and potable water).
• Unsatisfactory ground de-icing/anti-icing.
11.2.1.4 Serious Incident
A Serious Incident is an incident involving circumstances indicating that an accident nearly

occurred.
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NOTE: The difference between an accident and a serious incident lies only in the result
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11.2.1.5 Fatal Injury
A Fatal Injury is an injury which is sustained by a person in an accident and which results in
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his/her death directly in the accident or within 30 days of the date of the accident.
11.2.1.6 Serious Injury
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A Serious Injury is an injury which is sustained by a person in an accident causes any of the
following: if
a) Requires hospitalization for more than 48 hours, commencing within seven days from
the date the injury was received.
b) Results in a fracture of any bone (except simple fractures of fingers, toes or nose).
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c) Involves lacerations which cause severe haemorrhage or nerve, muscle or tendon
damage.
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d) Involves injury to any internal organ.

e) Involves second or third degree burns, or any burns affecting more than 5 per cent of
the body surface.
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f) Involves verified exposure to infectious substances or harmful radiation.
Immediate Post Accident Procedures

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In the event of an aircraft accident or serious incident (as defined in section 11.2.1.2, 11.2.1.3)
involving an AirTanker aircraft, AirTanker will implement their own emergency response
procedures which involve the setting up of the Crisis Management Team (CMT) and the
Incident Response Centre (IRC). The CMT will coordinate all activity within AirTanker
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Emergency Response Procedure AS.4400, a copy of which will be supplied to the Ground
Handling Agent if requested or required.
The Ground Handling Agent is required to have in place its own accident and emergency
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procedures and facilities. The procedures must include a process for managing the emergency
response within their area of operations communicating information. Following an accident the
Ground Handling Agents are required to make contact with AirTanker through the contacts
detailed in Table 24, and accommodate any requirements requested by AirTanker CMT.
A list of personnel can be contacted is shown in below.

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Title Contact 24 hr
Head of Ground Operations 01993 873201 No
(M) 07554 403750
Duty Operations Manager 01993 873236 Yes
(M) 07713 318446
Duty Dispatch Coordinator 01993 873222/873223 Yes
(M) 07584 680590
Table 16. Crisis Management Contacts
After all information has been passed, the contact details of the ground handling emergency
response manager or equivalent should be provided to the AirTanker CMT. This contact
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should remain available should AirTanker require any further information at a later stage.
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Incidents Reporting Process
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The Ground Handling Agent is required to report the following within 48 hours of the incident:
a) Any incident that is described in Section 9.2.1.2.

b) Failure or inadequacy of facilities or services on the ground, used, or intended to be
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used for, or in connection with, the operation of the aeroplane.
c) Any incident arising from the loading or the carriage of passengers, cargo or fuel.
d) Any incident which involves, for example, a defective condition or unsatisfactory
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behaviour or procedure which did not immediately endanger the aeroplane but which,
if allowed to continue uncorrected, or if repeated in different, but likely, circumstances,
would create a hazard.
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NOTE: The reporter is left to determine whether endangerment is a factor and thus determine
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whether the incident should be reported. The overriding criterion to determine whether an
occurrence is reportable is if it: ‘endangered, or if not corrected, would have endangered, the
aeroplane, occupants, or other persons’.
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The Ground Handling Agent should report any reportable occurrence (as detailed above) of
which he has positive knowledge, even though this may not be first hand, unless he has good
reason to believe that appropriate details of the occurrence have already been, or will be,
reported by someone else.
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All ground incidents should be reported to the AirTanker safety investigations team
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Fax: +44 (0) 1993 841 909 E-mail: [email protected]
The following information should be supplied:

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a) Organisation
b) Date of Incident
c) Time of Incident
d) Aircraft Registration
e) Flight Number
f) Ground phase: Arrival / Disembarkation / Unloading\Loading / Embarkation / Pushback
g) Incident Description
h) Contact Details
i) Passenger Manifest (if applicable)
j) Cargo Manifest (if applicable)
k) Notice To Aircraft Captain Of Dangerous Goods (NOTOC)
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For handling agents at RAF Airfields a copy of the ASIMS report will be sufficient.
For all other agencies, if the ground handling agent has its own ground handling incident
reporting form then a copy of this can be sent to AirTanker. If not, then a form AS.6508 Ground
Handling Occurrence Report (GHOR) form (see Appendix 1) should be used.
The objectives of reporting an incident are as follows:
a) To ensure that AirTanker is advised of hazardous or potentially hazardous incidents

and defects, jointly referred to as ‘Occurrences’;
b) To ensure that knowledge of these occurrences is disseminated so that other persons
and organisations may learn from them;
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c) To enable an assessment to be made by those concerned, of the safety implications
of each occurrence, both in itself and in relation to previous similar occurrences, so
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that they may take or initiate any necessary action;
d) To comply with the requirements of the CAA’s Mandatory Occurrence Reporting
(MOR) Scheme.
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11.3 Communication in the Event of an Incident/Accident
Effective communication is critical in ensuring an accident or serious incident is correctly
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managed, and communicated to the appropriate people to support AirTanker’ management of
an incident/accident.
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11.4 Immediate Communication / Notification of Incident / Accident
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In the event of being the first person to be aware of an incident or accident, you are to
immediately advise the AirTanker OCC on +44(0)1993 873 236
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Immediately after notification of an incident, the Ops team will initiate the Emergency
Response Manual Procedures.
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11.5 Communication Once Crisis Centre is Activated
Regardless of where the incident/accident has occurred, both the schedule departure airport,
and scheduled arrival airport, and possibly an en route/diversion airport, will be required to
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activate some or all of their crisis management processes, and establish communication with
AirTanker.
Airports will communication initially with the Voyager OCC until the Incident Response Centre
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(IRC) has been stood up. All airports would be advised of the details of the IRC and contact
numbers when up and running.
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11.6 Handling Company Responsibilities
The efficiency of the entire crisis response will rest on effective, rapid, and accurate
communication and liaison. This will be achieved by the Handling Agent establishing a Local
Incident Coordination Centre (LICC) as the local command centre, on behalf of AirTanker, to
coordinate the local response to the incident.
In the immediate aftermath of an incident, an initial LICC will be established at the airport of
the emergency or accident or, if off-airport, at temporary premises acquired near the scene of
the event (e.g. in a village hall, hotel, local government offices, private house or commercial
premises). The LICC will require temporary communications provided by the local telephone
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company because mobile phone communications are insecure, and more likely to be affected
by system overload.
When surviving passengers are moved away from the scene of the event, a Family Assistance
Centre (FAC) will be established close to where the survivors and relatives are located. This
is normally established in a hotel. When the AirTanker support teams arrive, they will be based
and accommodated nearby and will assume control of the FAC.
If applicable, AirTanker will mobilise a site team to assist although it may be 12-24 hours
before they are in attendance.
11.7 Local Incident Coordination Centre (LICC)
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The Handling Agent is required to have a defined Emergency Plan (which may be incorporated
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into the Airport Authority’s plan), which includes a defined location and structure for the LICC.
Overall command of the LICC will be the responsibility of the Handling Agent.
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The handling agent will be responsible to AirTanker’s IRC for implementing AirTanker’
emergency procedures, providing updated information and implementing its decisions, as well
as maintaining liaison with the Police, Airport Control Centre and Local Authorities.
LICC Facilities and Security
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The LICC should have rapid access to the following equipment:
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• photocopier
• 4/5 telephones (ex-directory or unlisted numbers)
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• fax machines
• mobile radios
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• SITA
• Means to monitor local media reports, TV, and radio
Access to the LICC should be controlled and restricted to selected management and staff,
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police, and airport authority. On no account should the media or members of the public be
able to gain access.
Additional LICCs
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It is possible that more than one LICC will be needed. If the incident occurs at the airport of
intended arrival, families and friends may gather at the departure airport in their search for
information. If their numbers are sufficiently large, special arrangements will be needed locally
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to deal with them and an LICC will need to be established. The same is true if the reverse
were to happen. If the aircraft diverts to a third airport, additional LICCs may be required.
Inevitably these additional LICCs are not required for the long-term, but AirTanker will need to
be represented at the earliest possible moment.
AirTanker will send support team personnel supplemented by Blakes Emergency Services
staff to the additional LICCs.

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11.8 Handling Company Immediate Actions
Appendix 3 contains a check list of immediate actions.
• Record and log all actions (see Appendix 1). This will need to be available in the
aftermath of the incident.
• Open a Local Incident Coordination Centre (LICC).
• Ensure a confirmed passenger list is sent to the Voyager OCC (and JCCC) at the
earliest opportunity but no later than two hours after the incident was called.
• Impound all flight documentation pertaining to that flight. Documentation will need
to be passed to the IRC ASAP.
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• In coordination with the Airport Authority, prepare areas for the reception of non-
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hospitalised survivors, Survivors Reception (SRC), Friends and Relatives
Reception Centre (FRRC) and Reunion Centre (RC) and allocate staff. The
handling agent should collect as many details as possible and pass to the IRC.
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• Assist in booking hotel accommodation/transport for the arrival of the AirTanker
Site Team.
• Arrange for access and parking facilities for the AirTanker Site Team.
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NOTE: Hotel accommodation for the support team must not be in hotels used by
AirTanker/Voyager crews or for the survivors or the next of kin.
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NOTE: Crew should not be accommodated in the same hotel as survivors and relatives.
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11.9 Family Assistance Centre (FAC)
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The FAC will need to be established once surviving passengers are moved from the Survivors
Reception Centre (SRC) to hotel accommodation. When the support teams arrive they will be
based and accommodated nearby. The FAC is a location and operation usually established
at a hotel close to the incident site, which affords lodging, meals, travel coordination, security,
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and areas for group and private information updates. As part of their emergency plans it is
incumbent upon Handling Agents, in consultation with the accountable AirTanker manager, to
maintain a list of suitable locations at or near their airports.
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11.10 Access to Aircraft and Removal of Baggage
When an accident occurs, no person other than authorised personnel shall have access to the
aircraft involved in the accident and the aircraft shall not, except under the authority of the
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inspector, be removed or otherwise interfered with. In all States, the authority for the removal
of an aircraft rests solely with the Director of Civil Aviation.
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Exceptions are:
• The aircraft may be moved or interfered with so far as may be necessary for the
purpose of extracting persons or animals involved, removing any mail carried by
the aircraft, or preventing any danger or obstruction to the public, to air navigation
or to other forms of transport.
• Goods or passengers’ baggage may be removed from the aircraft under
supervision of the Police but, if the aircraft has originated from a place outside the
country of occurrence, they may not usually be removed from the vicinity of the
aircraft except on clearance by or with the consent of an Officer of Customs.

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• If an aircraft is wrecked on water, the aircraft or any contents thereof may be
removed to such an extent as may be necessary to bring it or them to a place of
safety.
When possible complete an Accident Aircraft Location Form (see Appendix 6).
11.11 Handling Public Telephone Calls
All public telephone enquired concerning the emergency should be directed to the Joint
Casualty and Compassionate Cell (JCCC) at Imjin Barracks, who are the focal point for all
casualty administration and notification in respect of the British Armed Forces. The initial
contact number, which is manned 24/7, is +44 (0) 1452 519 951.
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11.12 Liaison and Support to AirTanker Site Teams
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The anticipated initial deployment of the AirTanker Site Team will include:
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• Site Team Manager
• Site Team Log keeper
• Additional Blakes representatives
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• An AirTanker Exec representative if
These will travel to the incident location by the quickest means possible. On arrival at the event
location the teams will require transport, administration assistance, an office, and sleeping
accommodation.
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• It may also be necessary to supplement the Support Teams communications with
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local mobile telephones and mobile radios on local approved frequencies. There
will also be a requirement to provide a fax or SITA as well as a delivery service
for company mail.
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• The Teams may require additional funds or facilities and these should be
arranged through the LICC in consultation with AirTanker.
• Further members of teams may arrive at a later date and these should be
accommodated in the same hotel or at least one in close proximity to the rest of
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their colleagues.
11.13 Actions at Airport of Passenger Origin

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The Handling Company at the airport of passenger origin may also be required to establish a
Local Incident Coordination Centre (LICC). This LICC will be required to:
• • Prepare a list of all passengers boarded at that location and send by fax to
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the Voyager OCC and secure all information relating to passengers.

• • Secure all documentation relating to the flight for the Investigating Authority
and restrict access to the flight in local computer based systems.
• The following documents are to be immediately impounded and copies faxed to
the Voyager OCC and secure until the arrival of the AirTanker Site Team:
Technical Log/Sector Record Page
Fuel Delivery Receipt
Load/Trim Sheet
CONFIRMED passenger boarding list
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AS.4001
Cargo manifest, air waybills, mail summary sheet and hazardous/dangerous cargo details (if
applicable)
Copies of communications transcripts (if available from ATC).
• Redirect all telephone enquiries concerning those on board the aircraft to the
JCCC.
• Arrange suitable secure accommodation to facilitate handling of any friends and
relatives in comfort and privacy (FRRC). A crisis statement is available at 0.
• Allocate staff to the FRRC to complete the Passenger Enquiry Forms (PEF) (see
Appendix 5).
• Arrange for first aid staff and religious representatives to be present to assist in
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handling the friends and relatives.
• In the UK and most European countries it is the responsibility of the Police to
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notify next of kin of injuries of civilian personnel. For all military personnel this will
be coordinated through the JCCC.
• Monitor local media cover and only release statements authorised by AirTanker.
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11.14 Handling Survivors and Next of Kin
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It is vitally important that a high standard of care and welfare is provided to survivors and their
friends, relatives, and next of kin. Staff involved will be required to be empathetic and patient
and must continually monitor the situation in the areas in which they are working, ensuring
that;
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• The supervisor or manager is made aware of problems as and when they arise.
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• It will be necessary to document survivors and next of kin in conjunction with
Police authorities. This documentation will probably be completed by the Police
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utilising their own documentation. However, the Passenger Enquiry Form (see
Appendix 5) may be used.
• Copies of the documentation must be sent by fax without delay to the Voyager
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OCC (or IRC as directed).

• After documentation, survivors and next of kin will be anxious for further
information and action in reuniting them on being released from the Reception
Area. This can only be carried out after the Police have given their agreement,
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however it must be controlled and carried out with maximum compassion in a

secure environment avoiding media or public intrusion.
• The situation must be closely monitored to watch for signs of stress. Staff should
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ensure that medical or first aid assistance is available as well as religious

representatives and that refreshments are also always available. Access to toilets
and telephones must be available at all times.
If delays become prolonged, consideration must be given to moving friends,
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•
relatives, and next of kin to an off-airport location into a hotel conference or
meeting facility where a higher level of privacy and comfort can be provided, as
well as meals and sleeping accommodation if necessary (Family Assistance
Centre).
• When the reuniting of selected uninjured survivors and next of kin does take
place, it must be completed in privacy and assistance provided in escorting those
concerned out of the airport or hotel.
• There may be some next of kin who have to be informed of the hospitalisation or
death of a passenger. This will usually be a Police responsibility (in most

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AS.4001
European countries), but if this is declined, assistance should be sought from a
religious representative and the next of kin advised jointly in a private area.
• It may also be necessary to provide funds, clothing, or toiletries to survivors.
These requirements should be dealt with in conjunction with the LICC or
Information Centre.
• Staff, particularly those handling next of kin and friends and relatives must do
everything possible to control access to the Reception Area and to prevent
invasion of privacy by the media.
• Those being held in the Reception Areas should preferably not have direct views
of the accident site nor have access to radio or television.
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12 De- icing / Anti-icing and Winter Operations
Information owner: Aviation Services Manager
12.1 General
AirTanker requires Ground Service Providers (GSPs) to adhere to Society of Automotive

Engineers (SAE) Global Standards for Aircraft Ground De-icing / Anti-Processes (current
edition of AS6285) when de-icing/anti-icing AirTanker or RAF Voyager aircraft. The turnaround
coordinator in consultation with both the Pilot In Command (PIC) and the de-icing agent is to
ensure correct procedures are applied. Where GSPs wish to use alternative standards, formal
written approval must first be provided by AirTanker Aviation Services Department. During
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freezing weather conditions that are likely to produce frost, snow, slush or ice, the aircraft must
be de-iced and/or anti-iced before it can depart. The PIC has overall responsibility for
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determining the aircraft de-icing/anti-icing requirements. Ground Handling agents have a
responsibility for arranging aircraft de-icing/anti-icing operations. De-icing and anti-icing
procedures must be carried out exclusively by personnel trained and qualified on this subject.
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In addition to the standards for de-icing / anti-icing, GSPs are to follow the SAE Aerospace
Standard for Aircraft Ground De-Icing/Anti-Icing Training and Qualification Program (current
edition of AS6286).
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12.2 Regulatory Requirements if
The requirement to ensure that all aircraft are free of all frozen contamination at take-off is
enforced by the aviation authorities, including:
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• The U.S. Federal Aviation Administration (FAA)
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• Transport Canada (TC)
• The European Aviation Safety Agency (EASA)

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• The Civil Aviation Administration of China (CAAC)
SAE International publishes standards for the aviation industry. For aircraft ground de-
icing/anti-icing, the group that specifically deals with this area within the SAE is the G-12
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group.
12.3 Potential Weather Effects on Aircraft Operations

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Winter operation in harsh winter climates is bound to affect the punctuality of any airline. Not
only is ground operation impaired, but also snow and ice on apron, taxiway, and runway areas
affect aircraft operations.
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WARNING: There is no shortcut permitted for a safe de-icing/anti-icing procedure on the

ground. This “window” of departure causes undue pressure for the completion of ground
procedures, but this shall not cause any diversions from normal and safe de-icing/anti-icing
procedures undertaken on AirTanker aircraft.

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AS.4001
12.4 Personal Health and Safety
De-icing operations is many times subjected to harsh elements. There are cold temperatures,
wind, some sort of precipitation, loud noises from aeroplane engines /APU, jet blast, marginal
sunlight/airport lighting at wintertime, manoeuvring a large de-icing vehicle in narrow areas
between aeroplane and the de-icing spraying itself.
Despite all of these items (and others) the de-icing operation can be performed safely and
efficiently with the proper training, equipment and safety gear. De-icing vehicles are basically
divided into open-basket and closed-basket de-icers. A closed-basket protects the de-icing
operator from many of the mentioned elements but if there are procedures performed outside
the vehicle, the appropriate PPE shall be used.
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When de-icing from an open-basket the de-icing operator is also subjected to glycol mist while
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spraying and proper protective clothes and equipment should be used.
Rubber gloves, water proof clothing, water proof shoes (safety footwear), hearing protector
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and safety harness are items that should be used for sufficient protection under such
conditions. Sufficient washing of hands, neck and face (any areas subjected to outside
elements) should be remembered in order to minimise any possible skin irritation caused by
glycols.
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Figure 74 Example of a Safety Harness
CAUTION: Safety harnesses should be subject to pre-use checks, detailed inspections, and
(as appropriate) more detailed interim inspections. These should be carried out by
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competent persons to identify defects or damage that may affect safety.
12.5 Clean Aircraft Concept

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A clean aeroplane is considered to be either totally clean or cleaned and protected with de-
icing/anti-icing fluids that still protect the surface and are able to perform aerodynamically
correctly.
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The aircraft must be completely clean of all frost, ice, slush, and snow accumulations prior to
departure.
• A light coating of frost up to 3mm in thickness may be present on the wing lower
surfaces in areas cold soaked by fuel.
• Thin hoar frost is acceptable on the upper surface of the fuselage provided all vents
and ports are clear. Thin hoar frost is a uniform white deposit of fine crystalline
texture, which usually occurs on exposed surfaces on a cold and cloudless night,

Page 206 of 259
AS.4001
and which is thin enough to distinguish surface features underneath, such as paint
lines, markings or lettering.
• Frost is permitted on the engine cowls.
CAUTION: Contamination other than frost i.e. snow, slush and ice deposits MUST be removed
from the nose RADOME areas prior to departure, in order to prevent deposits from blowing
back and obstructing the pilots vision on take-off.
Whenever practical, cabin windows should be free of frozen contaminants. The cabin windows
are an important part of the safe operation of an aircraft.
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12.6 Tasks Prior to De-icing/Anti-Icing Treatment
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Before a de-icing operation begins, a check of the equipment and supplies should be made.
This check should include all relevant aspects for the proper functioning of the equipment,
personal safety gear, and the fluids to be used. After these have been checked, a verification
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of the latest procedures for de-icing/anti-icing should be performed; the appropriate
procedures will vary according to the method of the de-icing operations needed.
The determination of the need for de-icing/anti-icing can be made by qualified persons other
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than the de-icing crew. Once an affirmative determination is made, a verification of the de-
icing/anti-icing procedures to be used must be performed with the flight crew in order to ensure
that there are no misunderstandings.
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The information to be verified with the flight crew includes:
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• Areas of the aircraft that will be de-iced and anti-iced
• The fluids and mixtures to be used
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• The start clearance for de-icing

• The results of checks
• Any aircraft-specific information the crew wishes to note.
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12.7 Definitions
Active Frost: Active frost is a condition when frost is forming. Active frost occurs when aircraft
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surface temperature is at or below 0 °C (32 °F) when the humidity of the air is at or below dew
point.
Anti-icing: A precautionary procedure which provides protection against the formulation of

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frost and ice and accumulation of snow or slush on treated surfaces of the aeroplane for a
limited period of time(Holdover time).
CAUTION: Acetate - or Formate based fluids when used for de-icing: - May shorten
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significantly the Holdover Times of Type II, III and IV fluids when used in combination with
these fluids. - May cause corrosion on aircraft materials Refer to Aircraft Manufacturers
documentation and SAE AMS1424/2 for more information.
Anti-icing Fluid: Anti-icing fluid includes, but is not limited to the following;
a. Mixture of water and Type I fluid;

b. Premix Type I fluid;
c. Type II fluid, Type III fluid or Type IV fluid;
d. Mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
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AS.4001
NOTE: Fluids mentioned in a. and b. must be heated to ensure a temperature of 60º C (140º
F) minimum at the nozzle.
SAE Type II and IV fluids for anti-icing are normally applied unheated on clean aircraft surfaces
but may be applied heated. SAE Type III fluids for anti-icing may be applied heated or
unheated on clean aircraft surfaces.
Cold Front: Any non-occluded front, which moves in such a way that cooler air, replaces
warmer air.
Cold-Soak Effect: The wings of an aircraft are said to be “cold-soaked” when they contain
very cold fuel as a result of having just landed after a flight at high altitude or from having been
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refuelled with very cold fuel.
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Whenever precipitation falls on a cold-soaked aircraft on the ground, clear icing may occur.
Even in ambient temperatures between -2 and +15 °C (28 and 59 °F), ice or frost can form in
the presence of visible moisture or high humidity if the aircraft structure remains at 0 °C (32
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°F) or below.
Clear ice is very difficult to detect visually and may break loose during or after take-off. The
following factors contribute to cold-soaking: temperature and quantity of fuel in fuel cells, type
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and location of fuel cells, length of time at high altitude flights, temperature of refuelled fuel,
and time since refuelling.
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Cold Soaking: Ice can form even when the outside air temperature (OAT) is well above 0 °C
(32 °F). An aircraft equipped with wing fuel tanks may have fuel that is at a sufficiently low
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temperature such that it lowers the wing skin temperature to below the freezing point of water.
If an aircraft has been at a high altitude, where cold temperature prevails, for a period of time,
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the aircrafts’ major structural components such as the wing, tail, and fuselage will assume the
lower temperature, which will often be below the freezing point. This phenomenon is known
as cold soaking. While on the ground, the cold soaked aircraft will cause ice to form when
liquid water, either as condensation from the atmosphere or as rain, comes in contact with
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cold soaked surfaces.
Cold Soaked Clear Ice: This is the formation of ice, normally in the area of the wing fuel tanks,
caused by the cold soak effect. Clear ice is very difficult to be detected visually and may break
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loose during or after take-off, and poses a hazard particularly to aircraft with rear fuselage
mounted engines.
Cold Soaked Fuel Frost: This is the formation of frost, normally in the area of the wing fuel
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tanks, caused by the cold soak effect.
Cold Soaked Wing Ice/Frost: Water, visible moisture, or humidity forming ice or frost on the
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wing surface, when the temperature of the aircraft wing surface is at or below 0 °C (32 °F).
Contamination: Contamination in this document is understood as all forms of frozen or semi-

frozen moisture such as frost, snow, ice or slush.
Contamination Check: is a check performed by the flight crew or ground crew prior to
departure to verify the presence of adhering contamination to establish the need for de-
icing/anti-icing. It may be part of the flight crew walk around before the flight. A Contamination
Check shall visually include all critical parts of the aircraft and shall be performed from points
offering sufficient visibility of those parts (e.g. from the de-icing vehicle itself or any other
suitable piece of equipment, including ladders, or from inside the aircraft - whatever means

Page 208 of 259
AS.4001
are necessary to perform a thorough check must be employed). Any frozen contamination
found, except frost allowed in certain areas, shall be removed by a de-icing treatment; this
shall be followed by an anti-icing treatment if required as per the weather conditions.
For more detailed information on these checks, refer to SAE AS6285 Aircraft Ground De-
Icing/Anti-Icing Processess.
De-Icing: Procedure by which frost, snow, slush, or ice is removed from an aircraft in order
to provide clean surfaces and components.
De-Icing / Anti-Icing: Combination of the procedures ‘de-icing’ and ‘anti-icing’. It may be

performed in one or two steps.
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De-icing Service Provider: The company responsible for the aircraft de-icing/anti-icing
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operations on an airfield.
De-icing Fluid:
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1. Heated Water
2. Mixture of heated water and Type I fluid
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3. Heated Premix Type I fluid
4. Heated Type II or Type IV fluid
5. Heated mixture of water and Type II or Type IV fluid
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NOTE: De-Icing fluid is normally applied heated in order to ensure maximum efficiency. The
effect of unheated de-icing fluid is minimal.
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Anti-icing Code: This code is given to the flight crew/Pilot in Command that de-icing/anti-
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icing has been carried out and the details of the anti-icing treatment that was applied.
Buffer (Freeze Point Buffer): The difference between the Outside Air Temperature (OAT)
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and that of the fluid used
Check: The examination of an aircraft item against a relevant standard by a trained and
qualified person.
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Dew Point: The temperature to which a sample of air must be cooled, while the amount of
moisture and barometric pressure remain constant, in order to attain saturation with respect
to water.
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Drizzle: A form of precipitation. Very small water droplets (diameter less than 0.5mm/0.02in)
that appear to float with the air currents while falling in an irregular path (unlike rain, which fall
in a comparatively straight path and unlike fog droplets which remain suspended in the air.
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Freezing Drizzle: Fairly uniform precipitation composed exclusively of fine droplets (diameter
less than 0.5mm/0.02in) very close together which freezes upon impact with the ground or
other exposed objects.
Freezing Fog: A suspension of numerous minute water droplets which freeze upon impact
with ground or other exposed objects, generally reducing the horizontal visibility at the earth’s
surface to less than 1km (5/8 mile).

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Frost/Hoar Frost: Frost is the tiny solid deposition of water vapour from saturated air which
occurs when the temperature of a surface is below 0 °C (32 °F). Frost generally occurs with
clear skies at temperatures below freezing the point.
Ground Icing and De-icing/Anti-Icing: Icing of aircraft outer components on the ground is
normally very obvious to observe due to the presence of snow, ice, slush, or frost. The way
in which most aircraft are treated to remove and prevent frozen contamination on the ground
is with de-icing/anti-icing fluids to ensure that the aircraft is free of contamination at the point
of take-off.
Hail: Precipitation of small balls or pieces of ice with a diameter ranging from 5 to > 50mm
(0.2 to > 2.0in) falling either separately or agglomerated.
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Holdover Time (HOT): The estimated period of time for which an anti-icing fluid is expected
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to prevent the formation of frost or ice and the accumulation of snow on the treated surfaces
of an aeroplane on the ground in the prevailing ambient conditions.
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Ice Pellets: Precipitation of transparent (grains of ice), of translucent (small hail) pellets of ice,
which are spherical or irregular, and which have a diameter of 5mm (0.2in) or less.
The pellets of ice usually bounce when hitting hard ground.
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Local Frost: The limited formation of frost in localized wing areas cooled by cold fuel or large
masses of cold metal in the wing structure; this type of frost does not cover the entire wing.
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Light Freezing Rain: Precipitation of liquid water particles which freezes on impact with the
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ground or other exposed objects, either in the form of drops of more than 0.5mm (0.02in) or
smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid
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water particles is up to 2.5mm/hour (0.1inch/hour) or 25grams/dm2/hour with a maximum of

0.25mm (0.01in) in 6 minutes.
Lowest Operational Use Temperature: The lowest operational use temperature (LOUT) is
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the higher (warmer) of:
The lowest temperature at which the fluid meets the aerodynamic acceptance test (according
to AS5900 Standard Test Method for Aerodynamic Acceptance of SAE AMS 1424 and SAE
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AMS 1428 Aircraft De-icing/Anti-Icing Fluids) for a given type (high speed or low speed) of
aeroplane;
or
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The freezing point of the fluid plus the freezing point buffer of 10º C (18 °F) for Type I fluid and
7º C (13 °F) for Type II, III or IV Fluids.
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For applicable values refer to the fluid manufacturer’s documentation.
Moderate and Heavy Freezing Rain: Precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects, either in the form of drops of more than
0.5mm (0.02in) or smaller drops which, in contrast to drizzle, are widely separated. Measured
intensity of liquid water particles is more than 2.5mm/hour (0.1in/hour) or 25 grams dm2/hour.
Negative Buffer: A negative buffer exists when the freezing point of a de-icing fluid is above
the OAT (see Tables 27 or 28 for “first step” application limits).

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Pre-flight Contamination Check: A check performed by ground crew to determine if the
aircraft requires de-icing and/or anti-icing, or if anti-icing has failed and the aircraft needs re-
treatment. Pre-take-off is not used because this can be confused with the pilot pre-take-off
checks. Maintenance or on-aircraft activity up to the pilot handover is generally termed pre-
flight, activity after pilot handover is normally performed by flight crew and generally termed
pre-take-off.
Proximity Sensor: A proximity sensor is a safety feature on some models of de-icing

equipment, that upon activation disengages relevant systems, preventing equipment
movement and damage from occurring due to physical contact between equipment
components (e.g., spray nozzle, forced air nozzle, operator basket, etc.,) and aircraft surfaces.
As a safety mechanism, the proximity sensor is designed to prevent damage from occurring
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to aircraft surfaces, normally while the equipment chassis is in a stationary position (not
manoeuvring). Where equipped, the type of sensor used may vary by design, and may activate
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either by physical contact (e.g., a proximity switch with contact mechanism), or by non-physical
activation (e.g., infrared, radar, etc.).
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Refractive Index: Refractive index is the comparative speed of light in different transparent
media. The difference in this speed leads to refraction (bending of the light) which can be used
to measure the composition of the media. In the case of water and glycol mixture, this
refraction can be used to accurately determine the percentage of glycol in the water.
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Qualified Staff: Trained staff who have passed theoretical and practical training tests and
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have been certified for performing this type of job.
Refractometer: An optical instrument designed to measure the refractive index of water

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soluble fluids.
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Residue/Gel: A build-up of dried out thickened fluids typically found in aerodynamically quiet
areas of the aircraft.
Post Treatment Check: An external check of the aeroplane after de-icing and/or anti-icing
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treatment accomplished from suitably elevated observation points (e.g. from the de-icing
equipment itself or other elevated equipment) to ensure that the aeroplane is free from any
frost, ice, snow, or slush.
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Rain or High Humidity (On Cold Soaked Wing): Water, visible moisture, or humidity forming
ice or frost on the wing surface, when the temperature of the aeroplane wing surface is at or
below 0º C (32º F).
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Rain and Snow: Precipitation in the form of a mixture of rain and snow.
Relative Humidity: The ratio of the existing amount of water vapour in the air at a given
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temperature to the maximum amount that could exist at that temperature (usually expressed
in percent).
Rime Ice: Small frozen water droplets, spherical opaque/milky granular appearance looking
similar to frost in a freezer. Typically rime ice has low adhesion to the surface and its
surrounding rime ice particles.
Saturation: The condition of the atmosphere when actual water vapour present is the
maximum possible at existing temperatures.

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Snow: Precipitation of ice crystals most of which are branched, star shaped or mixed with
unbranched crystals. At temperatures higher than - 5º C (23º F), the crystals are generally
agglomerated into snowflakes.
Snow Grains: Precipitation of very small white and opaque particles of ice that are fairly flat
or elongated with a diameter of less than 1mm (0.04in) When snow grains hit hard ground,
they do not bounce or shatter.
NOTE: For holdover time purposes, treat snow grain as snow.
Snow Pellets: Precipitation of white, opaque particles of ice. The particles are round or
sometimes conical; their diameter range from about 2-5 mm (0.08-0.2 in) Snow pellets are
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brittle, easily crushed; they do bounce and may break on hard ground
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NOTE: For holdover time purposes, treat snow pellets as snow.
Slush: Snow or ice that has been reduced to a soft watery mixture by rain, warm temperatures
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and/or chemical treatment.
Super Cooled Water: Liquid water at temperatures colder than freezing.
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Storage Tanks: A vessel for holding fluid that can be fixed, or mobile; includes rolling tanks
(ISO tanks), totes, trailers or drums.
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Tactile Check: A tactile check requires a person to touch specific aircraft surfaces. Tactile
checks, under certain circumstances, may be the only way of confirming the critical surfaces
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of an aircraft are not contaminated. For some aircraft, tactile checks are mandatory as part of
the de-icing/anti-icing check process to ensure the critical surfaces are free of frozen
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contaminants.
12.8 Airport Winter Operations

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Winter Ops Plans
The airport authority should have in place a published winter operations plan which is
appropriate to the airport and any anticipated weather conditions. When ground icing
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conditions are predicted, special precautions should be taken to ensure that equipment and
infrastructure remains functional.
Wherever reasonably practicable, snow and ice formations should be removed from
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equipment and working surfaces prior to the start of operations.
The safety of any passenger or public areas should always be assured prior to use.
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Personnel should allow more time to complete activities, drive all equipment more slowly, and
ensure that a greater stopping distance is allowed when manoeuvring around aircraft.
Prior to all aircraft movements, passenger boarding/disembarking, or other ground handling

activities, handling agents should ensure (in consultation with the airport authority/aerodrome
operator) that the taxiway, apron, manoeuvring areas and equipment (i.e. steps) are in a
suitable condition to allow for safe operations.
If a safe operation cannot be assured, the operation should be stopped and AirTanker OCC
informed. Contact details can be found at 1.7 of this manual.

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AS.4001
12.8.1.1 De-Icing Flight operations Plan
Identifying the person who will be authorised to enter into agreements with the manager of the
ATCT at each airport regarding air traffic control (ATC) procedures affecting dispatch during
ground icing conditions, and with each airport's manager regarding where aircraft may conduct
pre-flight contamination checks.
Snow and Ice Clearance
Airports should have suitable winter plans in place which make provision for the clearance of
Runway, Taxiway and Stands. The plans, which must be part of an overall station winter plan,
must identify what action is required and who is accountable for that action to be carried out.
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Aircraft Stands
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Stands must be clear of ice and snow to give safe movement and access for airport personnel,
vehicles, passengers, airline staff, and ground service personnel.
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The following should be clear:
The head of stand should be clear of snow and ice so as not to impede aircraft push
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•
back or arrival functions.
• The centre line must remain clear to ensure it is fully visible to flight crews.
•
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The stand should be clear of contamination and all practicable efforts to ensure its
safe use should be made.
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12.9 Qualification and Training
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AirTanker require that all de-icing personnel employed on AirTanker de-icing/anti-icing

operations have received initial and annual refresher training to a standard described under
SAE AS6286 Aircraft Ground De-icing/Anti-Icing Training and Qualification Program.
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Training Requirements
The Head of De-icing Training is responsible for the de-icing training program. The Head of
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De-icing Training shall have sufficient knowledge in de-icing/anti-icing operations and training
to be qualified for this position.
The Head of De-icing Training qualification must be renewed annually and will be renewed
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automatically as long as the responsibilities remain with the same person. These
responsibilities include keeping up to date with the latest recommendations and standards
involving relevant de-icing/anti-icing issues.
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The Head of De-icing Training shall have received de-icing instructor training and shall have
sufficient knowledge in basic instructional methods (e.g. train the trainer) for this level of
qualification. An annual refresher course is recommended but keeping up to date with de-icing
industry news and operational elements, as well as preparing the training program (and/or
acting as an instructor), is sufficient.
For all personnel performing the actual de-icing/anti-icing treatment on aircraft, practical
training with the de-icing/anti-icing equipment shall be included.
Training subjects shall include, but are not limited to, the following (when applicable):

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AS.4001
• Common standards, regulations, and recommendations
• Basic knowledge of aeroplane performance
• Effects of frost, ice, snow slush and fluids on aeroplane performance
• Meteorological considerations on ice formation
• Basic characteristics of aircraft de-icing/anti-icing fluids, including causes and
consequences of fluid remaining on surfaces, and dried and/or rehydrated residues
• General techniques for removing deposits of frost, ice, slush and snow from
aeroplane surfaces and for anti-icing
• De-icing/anti-icing procedures in general and specific measures to be performed on
different aircraft types and de-icing using hot air.
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• Aeroplane in general and common critical areas
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• De-icing procedures for A330 family of aircraft
• Special provisions for contract de-icing/ anti-icing (if applicable)
• Types of checks required
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• De-icing/anti-icing equipment and facilities
• Operating procedures including actual operation
• Safety precautions and basic understanding of human factors
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• Emergency Procedures
• Fluid application and limitations of holdover time tables
•
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De-icing/anti-icing codes and communication procedures
• Knowledge of the English language
• Special provisions and procedures for contract de-icing/anti-icing
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• Environmental considerations (i.e. where to de-ice, spill-reporting, hazardous waste
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control etc.)
• Conditions which can lead to the formation of ice on the aeroplane
• Local rules and restrictions
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• Responsibility of Pilot-in-Command and other operations personnel

• Airport operational procedures and ATC
• Quality Control
• Company and customer procedures
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• De-icing coordination procedures in general

• De-icing/anti-icing procedures in general and specific measures to be performed on
different aircraft types.
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• New procedures, development and lessons learned from previous winters

• Importance of symmetrical de-icing
• Communication and pre/post de-icing/anti-icing check procedures
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• How to examine the aircraft critical flight surfaces (wings, vertical stabilizer, and
horizontal stabilizers), top fuselage, undercarriage, nose radome must be clean and
have no ice ridges, pitot-static orifices, angle of attack devices, windscreens
• How to perform a pre-flight contamination check of the aircraft to make sure that no
contamination (frozen deposits) remain after deice/anti-ice, the aircraft is clean and
in proper condition for flight.
• Different contaminations on the aircraft.Clear Ice checks,tactile
check.Reporting/communication.Final release,anti-icing code.Safety
elements,human factors.
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Special aspects of aircraft de-icing/anti-icing operations
• Safety Precautions and Human Factors

• Environmental Impact and Litigation
• De-icing Facility Operation
• Learning from season operations, audit findings and updated standards for next
season
• Local rules and restrictions and airport procedures
NOTE: Personnel who have not carried out duties related to de-icing/anti-icing for a period of
four months must have practical refresher training or additional supervision in addition to
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annual recurrent training to ensure no skill fade for the operator.
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Theoretical training, both initial and annual recurrent, for ground de-icing crews shall be
conducted to ensure that all such crews obtain and retain a thorough knowledge of aeroplane
de-icing/anti-icing policies and procedures, including new procedures and lessons learned.
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Training success shall be proven by an examination/assessment which shall cover all training
subjects laid down in this document.
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The theoretical examination shall be in accordance with EASA Part 66 or any equivalent
requirements. The pass mark shall be 75% and only persons passing this examination can be
qualified.
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Practical Training (Initial). For personnel performing the actual de-icing/anti-icing treatment on
aeroplanes for the first time, practical training with the de-icing/anti-icing equipment and de-
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icing of an actual aeroplane shall be included.
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An aeroplane is required in order to familiarize new trainees with the relevant typical aeroplane
surfaces/ components and identification of no spray areas.
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Prior to receiving final qualification, personnel performing de-icing/anti-icing operations

(driving and/or spraying) shall demonstrate competence in removing frozen contamination
under operational conditions, to a qualified trainer or supervisor.
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Attendance at training sessions shall be recorded and kept for verification of the qualifications
of each person. Records of theoretical sessions and exams, as well as records of practical
training and training while working (where applicable) must be retained for each person
qualified. The record shall clearly show that instruction has been given and received with
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signed documents the usual evidence. A training schedule for each qualified person shall be
maintained. The record shall identify the date when the particular subject matter was delivered
to the trainee. The trainer shall sign or initial the training has been delivered. The trainee shall,
as an acknowledgement and understanding of the training, sign or initial the appropriate
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subject matter on the training record form. Training content and records shall be made
available for review by an authorized AirTanker representative or regulatory authority. Where
electronic or computer-based training record systems are maintained, the content shall
include, as a minimum, the trainee’s name, test mark achieved, date of training, and course
reference. The same procedure shall be followed where contract de-icing is used. Names,
dates, and the scope of training must be clearly stated.
NOTE: Practical evaluation and demonstration of skills for ground crew personnel shall be
performed as part of a ground crew training and qualification program.
For annual recurrent qualification:

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AS.4001
The practical evaluation and demonstration of skills for normal equipment and operational
methods is expected.
The practical training and demonstration of knowledge or skills where new equipment or
operational methods are utilized is required
The following publications are available at www.sae.org
AS6285 REV.C Aircraft Ground Deicing/Anti-Icing Processes
AS6286 REV.B Aircraft Ground Deicing/Anti-Icing Training and Qualification Program
AS6332 Aircraft Ground Deicing/Anti-Icing Quality Management
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Related Publications
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The following publications are provided for information purposes only and are not a required
part of this SAE Aerospace
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AMS1424/1 De-icing/Anti-Icing Fluid, Aircraft SAE Type I Glycol (Conventional and Non-
Conventional) Based
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AMS1424/2 De-icing/Anti-Icing Fluid, Aircraft SAE Type I Non-Glycol Based
AMS1428 Fluid, Aircraft De-icing/Anti-Icing, Non-Newtonian (Pseudoplastic), SAE Types II,

III, and IV
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AMS1428/1 Fluid, Aircraft De-icing/Anti-Icing, Non-Newtonian (Pseudoplastic), SAE Types
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II, III, and IV Glycol (Conventional and Non-Conventional) Based
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II, III, and IV Non-Glycol Based
ARP1971D (R) Aircraft De-icing Vehicle - Self-Propelled

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AIR6232 Aircraft Surface Coating Interaction with Aircraft De-icing/Anti-Icing Fluids
AIR5704 Field Viscosity Test for Thickened Aircraft Anti-Icing Fluids

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AS9968 Laboratory Viscosity Measurement of Thickened Aircraft De-icing/Anti-icing Fluids

with the Brookfield LV Viscometer
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ARP5660 De-icing Facility Operational Procedures
ARP6257 Flight and Ground Crew Aircraft De/Anti-icing Phraseology

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AS5900C Standard Test Method for Aerodynamic Acceptance of SAE AMS 1424 and SAE
ARP6257 Aircraft Ground De/Anti-Icing Communication Phraseology for Flight and Ground
Crews
FAA Publications
Available from Federal Aviation Administration, 800 Independence Avenue, SW,
Washington, DC 20591, Tel: 866-835-5322, www.faa.gov.
FAA Holdover Time Guidelines: Winter 20xx-20yy (annual publication)

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Transport Canada Publications
Transport Canada documents are available from Transport Canada, Tower C, Place de Ville,
330 Sparks Street Ottawa, Ontario K1A 0N5, Tel: 1-800-305-2059, www.tc.gc.ca.
Transport Canada Holdover Time Guidelines: Winter 20xx-20yy (annual publication)
Aircraft Manufacturer Manuals
Training Records
Records of training, examinations and qualifications shall be retained for each person
qualified.
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12.10 Communication Procedures
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• The person communicating with the flight crew shall have a basic knowledge of the
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English language (operational level or equivalent according to the current version of
the Training Document SAE AS6286) in order to communicate properly. For local
flights involving local flight and ground crews, local language may be used by them
(see the current version of SAE training document AS6286).
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• Communication between the Commander and the de-icing crew will usually be
achieved using a combination of printed forms and verbal communication. For
treatments carried out after aeroplane doors are closed, use of flight interphone
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(headset) or VHF radio will usually be required.
• Electronic message boards may also be used in ‘off stand’ situations. Use of hand
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signals is not recommended except for the final ‘all clear’ signal.
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• During off-gate de-icing/anti-icing a two-way communication between flight crew and

de-icing/anti-icing operator/supervisor must be established prior to the de-icing/anti-
icing treatment. This may be done either by intercom or by VHF radio. In case VHF is
used, the register or “tail number” of the aeroplane instead of flight number must be
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used during all communications. An alternate means of communication may be the

use of Electronic Message Boards. In the event of conflict, verbal communication shall
take precedence
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CAUTION: If any significant damage on the airplane is identified during the walk-
around/contamination check and/or damage identified or caused during the de-/anti-icing
process, it must immediately be reported to the flight crew for further investigation and
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decision for aircraft airworthiness.
12.11 Fluid Selection

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CAUTION: Acetate or Formate based fluids when used for de-icing:
• May shorten significantly the Holdover Times of Type II, III and IV fluids when used in
combination with these fluids.
• May cause corrosion on aircraft materials
Refer to Aircraft Manufacturers documentation and SAE AMS1424/2 for more information.
AMS1424/1 De-icing/Anti-Icing Fluid, Aircraft SAE Type I Glycol (Conventional and Non-
Conventional) Based

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AMS1424/2 De-icing/Anti-Icing Fluid, Aircraft SAE Type I Non-Glycol Based
AMS1428 Fluid, Aircraft De-icing/Anti-Icing, Non-Newtonian (Pseudoplastic), SAE Types II,

III, and IV

II, III, and IV Glycol (Conventional and Non-Conventional) Based

II, III, and IV Non-Glycol Based
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CAUTION: Fluid should be stored away from UV sunlight and sealed, shelf life should be
observed and if expired samples can be taken and sent for re-certification by the fluid
manufacturer.
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ISO Type I Fluids
Type I Fluid is a mixture of glycol and water, orange in colour. This fluid, always applied hot,
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primarily serves as a de-icing fluid, relying on heat and shear forces during application to
remove ice, snow, or frost from the aircraft.
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Type I may be used as an anti-icing fluid during conditions of freezing precipitation in extremely
low temperatures, the only fluid option may be Type I fluids, and a one-step procedure is
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sometimes used despite the associated short Holdover Times. The freezing point of the Type
I fluid mixture used for either one-step de-icing/anti-icing or a second step in a two-step
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operation shall be at least 10° C (18° F) below the outside air temperature.
ISO Type II / III & IV Fluids

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Type II, III, and IV fluids used as de-icing / anti-icing agents may have a lower temperature
application limit of -23° C (-9° F). The application limit may be lower, provided a 7° C (13° F)
buffer is maintained between the freezing point of the neat fluid and OAT.
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In no case shall this temperature be lower than the LOUT.

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Figure 75 Fluid Types. The colours of the three most

common types (I, II, and IV left to right,
respectively) of aircraft de-icing/anti-icing fluids

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12.12 Fluid Management
Laboratory Checks for Fluids
Laboratory checks shall be performed for de-icing / anti-icing fluids at the start and in the
middle of the de-icing season as well as on request by AirTanker. Fluid samples shall be
taken from all de-icing / anti-icing vehicle spray nozzles of all vehicles and from all storage
tanks in use.
For thickened de-icing/anti-icing fluids take the sample as described in fluid sampling
procedure for Type II, Type III, and Type IV fluids samples shall be taken in all
concentrations used for anti-icing.
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Perform the laboratory check for fluids as follows:
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Type I fluid:
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• Perform a visual contamination check.
• Perform a refractive index check.
• Perform a pH-value check.
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Type II, Type III, and Type IV fluids:
• Perform a visual contamination check.
• Perform a refractive index check.
• Perform a pH-value check.
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• Perform a laboratory viscosity check*.
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* Not applicable to samples taken from spray nozzle(s) used for de-icing exclusively.
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The Ground Handling Agent/De-Icing Fluid supplier shall keep records of the following:-
 Fluid delivery checks(with associated batch numbers/certification)

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 Daily vehicle RI checks (when the vehicles are in service)

 Viscosity checks
Fluid Quality Control Checks

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To ensure the necessary safety margins are maintained in the deicing/anti-icing operation, the
fluid used to both deice and anti-ice aircraft surfaces must meet specification and be at the
correct concentration. Factors like pumping, storing, heating, and spraying may cause
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degradation/contamination of deicing/anti-icing fluids. To assure the correct quality of these

fluids, follow fluid manufacturer’s recommendations and perform the following checks.
NOTE: Results of all testing shall be recorded.

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12.12.2.1 Fluid Delivery/Acceptance Checks
This check shall be performed for each delivery of aircraft deicing and anti-icing fluids before
the first use of the delivered fluid for filling a storage tank or deicing vehicle tank.

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12.12.2.2 Delivery Documentation
The delivery shall be accompanied by a Certificate of Analysis or Certificate of

Conformance.
• For all fluid types, the certificate shall include delivery specifications and test
results of the following:
o Fluid appearance
o Refraction (Refractive Index)
o pH
• For deliveries of Type II, III, and IV fluids, the certificate shall also include
delivery specifications and test results for laboratory viscosity testing.
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The documentation and paperwork accompanying the delivery shall be checked to verify the
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following:
• The delivered fluid corresponds to the fluid ordered
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• The delivered fluid brand name corresponds to product identification labels or
tags for each delivery vessel
• The delivered fluid concentration corresponds to product identification labels or
tags for each delivery vessel
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• The lot or batch number on delivery documents correlate with other shipping
documents provided
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• The test results noted on the Certificate of Analysis or Certificate of Conformance
meet the applicable fluid manufacturer’s specifications
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12.12.2.3 Shipment Seals
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Shipment seals shall be checked to ensure:

• The product has not been tampered with
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• Identification numbers align with those noted on delivery documentation

(where applicable).
If seals contain identification numbers, the numbers should be noted on acceptance
documentation.
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12.12.2.4 Bulk Shipping (e.g. road tankers and rail tankers)
The fluid supplier shall provide an assurance that one of the following has been met prior to
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loading the bulk shipping container for delivery to the customer:
• The shipping container and included delivery hoses were cleaned.

• The previous load consisted of fluid identical to the delivered fluid.
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12.12.2.5 Fluid Samples
A fluid sample shall be taken from the delivery vessel.

• For bulk shipping containers a sample from each separate compartment is
required if applicable.
• For deliveries of multiple containers (e.g. totes or drums), only one sample from
a common production lot or batch is required.

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12.12.2.6 Fluid Sample Checks
The following checks shall be performed on each sample:
• Visual examination for:

o Color
o Foreign body contamination (e.g. rust particles, debris, etc.)
• Refraction Check (refractive index or freezing point) to verify fluid
concentration
• The following checks are optional for each sample. These checks can be
helpful if fluid degradation is suspected:
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o pH check
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o Field viscosity check or laboratory viscosity test for Type II, III or IV
fluids
• All check results shall be within the fluid manufacturer’s specifications.
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12.12.2.7 Nonconformities or Discrepancies
a. Service providers shall have a documented procedure in place on the appropriate action
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to be taken when irregularities or discrepancies are identified during the fluid delivery
documentation checks and fluid sample checks.
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b. Fluid manufacturers should have information contained within their documentation outlining
specific procedures and/or contact information to assist and provide support to service
providers in such occurrences.
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Field/periodical quality testing of fluids
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The quality of fluids (visual check and refractive index check for Type I, II, III and IV) sprayed
must be checked each time the equipment is in use and from each mixture of fluid used. This
is to verify that the quality of the fluid, freezing point and mixture are correct. The refractive
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index test and the result must be conducted and compared according to given tables and
instructions for each particular fluid. A temperature measurement should be conducted on a
periodical basis in realistic conditions, relating to Type I heating requirements, for verification
of temperature in the tank (as a comparison vs. nozzle temperature if applicable) and at the
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nozzle. Note that a heated thickened fluid (+60 °C) shall be used for preventive procedures
for frost building up on wing tank areas. This temperature shall also be verified. A sampling
procedure for thickened fluids shall be performed according to a periodical system during the
season (ref. quality and sampling procedures). The delivery of fluids to the storage facility also
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requires a field viscosity check of the fluid to be made, e.g. a so-called “falling ball or flow cup”
test (thickened fluid). If there are found any deviations outside the limits of the fluids, a
corrective measure must be taken immediately to correct the fluid, equipment or procedures.
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12.13 Procedure
WARNING: Hazards during de-icing/anti-icing. All personnel should be aware of the

hazards associated with the use of de-icing fluids.
All de-icing fluids cause some irritation upon contact with the eyes or skin and therefore all de-
icing staff must ensure that they wear the correct PPE issued to them to carry out the de-icing
task.

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Persons with sensitive skin who may come into direct contact with de-icing fluids may
experience some reddening; although the irritation may be described as negligible, chemical
manufacturers recommend avoiding skin contact with de-ice fluids. If contact is made wash
the skin with warm water and soap. In case of eye contact, wash the eyes immediately.
De-Icing/Anti-icing fluid is a chemical compound which will carry environmental impact. During
fluid handling, avoid any unnecessary spillage and comply with local environmental and H&S
laws/regulations and any manufacturers’ safety sheets.
Preparation
• The decision to de-ice will be made by the Pilot In Command (PIC) who will stipulate
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which surfaces are to be treated with de-icing / anti-icing fluids.
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CAUTION: The aircraft must be configured for de-icing by the PIC / authorised engineer on
every occasion prior to the commencement of de-icing / anti-icing activities.
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CAUTION: GSPs are to gain confirmation that the aircraft is configured by the PIC / authorised
engineer immediately before commencing de-icing / anti-icing activities.
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• A contamination check, including detection of clear ice and under-wing frost should be
carried out in order to determine the de-icing requirements.
• Aircraft doors, windows and panels must be closed. Steps and ground handling
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equipment must be removed unless the aircraft is operating on a training or Air-to-Air
Refuelling (AAR) sortie, when it is acceptable (with the authority of the PIC only) to
de/anti-ice whilst steps remain in position and the cabin door is open.
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• In order to remove large amounts of frozen contamination (e.g. snow, slush or ice), a
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pre-treatment process may be considered to reduce the quantity of glycol-based de-

icing fluid that is needed. This pre-treatment process may be performed with various
means; (e.g. brushes, forced air, heat, heated water or heated fluids with negative
buffer freezing point). If a pre-treatment process is used, make sure that the
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subsequent de-icing process using fluid removes all frozen contamination including
the contamination that may have formed on surfaces and / or in cavities due to the pre-
treatment process. If the layer of snow on the aircraft is thick, remove most of the snow
with soft bristle brooms, taking care not to damage the aircraft skin or sensors etc.
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• If an aircraft has arrived onto stand with flaps or slats extended after landing or taxiing
on a contaminated runway, the flaps or slats should not be retracted until snow, ice or
slush has been removed from the flap or slat mechanism or retraction space.
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• Remove contamination from the radome, landing gear and wheel bay components with
a soft bristle broom, hot air source (ensuring the temperature applied is in conjunction
with the aircraft manufacturer’s recommendations) or de-icing fluid and a lint free cloth.
This activity is only to be carried out by AirTanker engineers or other AirTanker-
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approved contracted engineers.
NOTE: It is normal practice to have the passengers boarded and aircraft ready to depart
before the de-icing / anti-icing commences.
Aircraft Deicing Vehicle – Self Propelled
Many vehicles have temperature measurements from the tank but temperature at the nozzle
shall also be verified. The vehicle may also be able to provide data for the customer after each

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de-icing event. Minimum parameters shall be recorded, such as the date, aircraft de-iced/anti-
iced, fluid used, any dilutions used, and Holdover Time started.
Fluid Application
CAUTION: Aircraft should be treated symmetrically, that is left hand side and right hand side
shall receive the same treatment, even when only one side of the aircraft is contaminated.
• Wings, tail and control surfaces: Spray from the leading edge to the trailing edge.
Do not spray from the rear forwards. Start at the highest point of the surfaces and work
to the lowest parts i.e. start at the wingtip and work towards the wing root.
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Do not push ice or snow into the openings around the flight control surfaces during the
removal procedure.
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CAUTION: Do not spray from the rear forwards as this can result in a build-up of congealed
fluid in the slats and the restriction of movement on aircraft components.
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De-icing / anti-icing treatments must always cover the entire wing and the entire
horizontal stabiliser / elevator on both sides of the aeroplane.
• Fuselage: Spray along the top centre-line and then outboard. Ensure that it is clear
of snow, slush or ice. Hoarfrost is permitted to remain on the fuselage if the thickness
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is such that features e.g. decals, are visible through the frost.
CAUTION: Extreme care must be taken when removing ice and snow from the fuselage
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area and where there are lights and antennae, or other sensitive areas, otherwise damage
can be caused.
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• Flight deck windscreen and passenger windows: Do not spray thickened fluids
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(Type II and Type IV) near flight deck or passenger windows. Soft bristled brooms or
brushes and or squeegees may be used to remove snow from these areas using
suitable access equipment (such as an open basket de-icing vehicle or cherry picker)
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in consultation with the PIC / AirTanker engineer.

• Local wing frost removal/Spot de-icing: For frost limited to small patches on the
upper wing surfaces only, and where no precipitation is falling or expected ‘local area’
de-icing may be carried out. Spray the affected area with a suitable heated fluid/water
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mix, then spray the same area on the other wing. Both wings must be treated identically
(symmetrical de-icing) even if frost is only present on one wing.
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The de-icing company must check that all frozen deposits have been removed and then report
details to the AirTanker Engineer or Pilot In Command and (in designated locations) complete
the AirTanker De-icing Form, AS.OGA.025 or the GSP’s equivalent form – example below.
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Multiple frost patches may be treated on the wing (one per wing and position symmetrical to
the opposite wing).
NOTE: Holdover times do not apply
CAUTION: Localised treatment is only permissible when de-icing and when both wings are
treated identically.

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• Wing Flaps: If the aircraft encounters severe icing conditions during approach, or
lands on a runway contaminated with snow, slush or ice, the Captain may decide to
leave the flaps extended when arriving on stand.
The inspection of the flaps in an AirTanker Engineering function. Removal of
contamination from the flaps is the responsibility of the de-icing supplier but must be
carried out in conjunction with the PIC / AirTanker engineer. Fluid may be sprayed at
very low pressure in order to loosen the deposits. A soft boom/brush can then be used
to remove the deposits along with as much of the de-icing fluid as possible.
• Engines and landing gear: Engine intakes are listed on the Aircraft Avoid Areas
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(3.29.7 of this manual).
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NOTE: Engine fan blade de-icing and removal of snow and ice from landing gear is an
AirTanker Engineering function only. If cabin heaters are used maximum allowable A/C AMM
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limits should be adhered to.
• General: For maximum effect, fluids should be applied close to the surface of the skin
to minimise heat loss. The heat in the fluid effectively melts any frost, as well as light
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deposits of snow, slush and ice. Heavier accumulations require the heat to break the
bond between the frozen deposits and the structure; the hydraulic force of the fluid
spray is then used to flush off the residue. The de-icing fluid will prevent re-freezing for
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a period of time depending on aeroplane skin and ambient temperature, the fluid used,
the mixture strength and the weather.
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WARNING: Areas of the aircraft of a composite construction (as indicated below) are not to
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be sprayed above an impact pressure of 1.5psi (0.1034bar).

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Figure 76 Composite spray areas 1

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Figure 77 Composite spray areas 2
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Spray Patterns
Recommended spray setting for frost: Cone spray setting, sprayed from leading to the
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trailing edge, highest to lowest point – always symmetrically.
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Recommended spray setting for heavy snow: Jet spray setting, sprayed from leading to
the trailing edge, highest to lowest point – always symmetrically.
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Recommended spray setting for frozen snow: Course jet spray setting, sprayed from
leading to the trailing edge, highest to lowest point – always symmetrically.

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Recommended spray setting for clear ice: Course jet spray setting, sprayed from leading
to the trailing edge, highest to lowest point – always symmetrically.
12.14 Aircraft Avoid Areas
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During de-icing / anti-icing operations care must be taken not to spray the following areas:
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B B
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B
C
A
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J D
G F
L K I H B E B
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A. Pitot Probes, Ice Det Probes,
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AoA Sensors, Temp Sensors
B. Optional Fit
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C. APU Exhaust
D. APU Intake
E. MLG
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F. Engine Exhaust
G. Engine Intake
H. Air Conditioning Inlet
I. Outflow Valve
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J. Static Ports
K. Avioics Vent
L. Battery Venturi
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Figure 78 Aircraft De-icing / Anti-icing Avoid Areas

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CAUTION: All reasonable precautions shall be taken to minimise fluid entry into engines, APU,
other intakes/outlets and control surface cavities.
De-icing/anti-icing fluid shall not be directed into engine inlets or directly onto engine
probes/sensors.
Air conditioning and/or APU air shall be selected OFF, or as recommended by the airframe
and engine manufacturer.

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DE/ANTI-ICING FLUIDS MUST NOT BE DIRECTLY SPRAYED ON TO:
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Figure 79 APU air intake and exhaust
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Figure 80 Engine cowls, air intakes and exhausts

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Figure 81 Outlets of fwd and aft outflow valve
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Figure 82 Outlets and inlets of the air conditioning

system

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Figure 83 Landing gear, doors, brake system and
wheels
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Figure 84 Pitot probes

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Figure 85 Static vents / probes
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Figure 86 Angle of attack (AOA) sensors

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Figure 87 Temperature sensor
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Figure 88 Cabin windows and window seals

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Figure 89 Optional fit
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12.15 Holdover time
Holdover time is obtained by anti-icing fluids remaining on the aeroplane surfaces.
With a one-step de-icing/anti-icing the holdover time begins at the start of the treatment and
with a two-step de-icing/anti-icing at the start of the second step (anti-icing)
Holdover time will have effectively run out when frozen deposits start to form/accumulate on
treated aeroplane surfaces.
Due to their properties, Type I fluids form a thin liquid wetting film, which provides limited
holdover time, especially in conditions of freezing precipitation. With this type of fluid no
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additional holdover time would be provided by increasing the concentration of the fluid in the
fluid/water mixture.
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Type II, III, and IV fluids contain a pseudo plastic thickening agent, which enables the fluid to
form a thicker liquid wetting film on external aeroplane surfaces. This film provides a longer
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holdover time especially in conditions of freezing precipitation.
With this type of fluid additional holdover time will be provided by increasing the concentration
of the fluid in the fluid/water mixture, with maximum holdover time available from undiluted
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fluid.
The following tables give an indication as to the time frame of protection that could reasonably
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be expected under conditions of precipitation. However, due to the many variables that can
influence holdover time, these times should not be considered as minimums or maximums as
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the actual time of protection may be extended or reduced, depending upon the particular
conditions existing at the time.
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The lower limit of the published time span is used to indicate the estimated time of protection
during moderate precipitation and the upper limit indicates the estimated time of protection
during light precipitation
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The responsibility for the application of these data remains with the user.
CAUTION: Heavy precipitation rates or high moisture content, high wind velocity or jet blast
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may reduce holdover time below the lowest time stated in the range. Holdover time may also
be reduced when aeroplane skin temperature is lower than OAT. Therefore, the indicated
times should be used only in conjunction with a pre-take off check.
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CAUTION: Surface coatings are currently available that may be identified as ice phobic or
hydro phobic, enhance the appearance of aeroplane external surfaces and/or lead to fuel
savings.
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Since these coatings may affect the fluid wetting capability and the resulting fluid thickness of
de-icing/anti-icing fluids they have the potential to affect holdover time and aerodynamics. For
more information see SAE AIR 6232 and consult the aircraft manufacturers.
NOTE: Certain fluids may be qualified according to fluid specifications but may not have been
tested during winter to develop the holdover time guidelines specified in this document.
Holdover time guidelines in this document are not applicable to these fluids.
NOTE: For use of holdover time guidelines consult fluid manufacturer’s technical literature for
minimum viscosity limits of fluids as applied to aeroplane surfaces.

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NOTE: A degraded Type II, Type III, or Type IV fluid may be used, provided the holdover time
guidelines for Type I fluids (Table 17 or Table 18 as applicable) are used. A Type II, Type III,
or Type IV fluid is considered to be degraded if the viscosity is below the minimum limit as
provided by the fluid manufacturer. The Type II fluid holdover time guideline (Table 19) may
be used with degraded Type IV fluids only after substantiation by holdover time testing.
NOTE: Holdover time guidelines can also be obtained for individual fluid products and these
“brand name” holdover times will be found to differ from the tables published here. AirTanker
Operations Manual Part A, refers to the FAA documentation, particularly for the application of
the ‘light’ and ‘very light snow’ columns.
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NOTE: Holdover time determination systems (HOTDS) are available to determine holdover
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times based on liquid water equivalent (LWE) and OAT.
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Fluid Application Tables
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Table 17. Guidelines for the application of Type I fluid
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Table 18. Guidelines for the application of Types II and IV fluids (fluid concentrations in
% volume)
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Aeroplane de-icing methods with infrared technology

Refer to SAE AS6285 (current version) for cautions and minimum requirements to be
considered for this method.
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Aeroplane de-icing methods with forced air

Refer to AIR 6284 (current version) for cautions and minimum requirements to be
considered for this method.
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12.16 Post Treatment Checks
On completion of de-icing or anti-icing, ground crew must give the all clear to the PIC that de-
icing has finished. A pre-flight external inspection of the critical surfaces must be carried out
by a flight crewmember or qualified and trained person to determine if they are free of
contamination and confirm the area around the aircraft is clear before aircraft movement and
report this to the PIC. See below.

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Post De-/anti-icing Check
A verification of clean surfaces (regarding contamination) shall always be made after the de-
icing /anti-icing. This check shall cover wings, horizontal stabilizer, vertical stabilizer, fuselage,
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and all other parts of the aeroplane on which the de-icing/anti-icing treatment was performed,
according to the requirements identified during the contamination check.
This verification can be either visual or tactile.
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The post de-icing check shall include a check of the following areas:
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• Wings, Tail and Control Surfaces: Wings, tail and control surfaces shall be free
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of ice, snow, slush, and frost except that a coating of frost may be present on wing
lower surfaces in areas cold soaked by fuel between forward and aft spars in
accordance with the aeroplane manufacturer’s published manuals. On the
underside of the wing tank area, a maximum layer of 3mm (1/8 in) of frost will not
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penalise take off performance (FCOM PRO-SUP-91-30).

• Pitot Heads and Static Ports: Pitot heads and static ports shall be clear of ice,
frost, snow and fluid residues.
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• Engine Inlets: Engine inlets, exhaust nozzles, cooling intakes, control system
probes and ports shall be clear of ice and snow. Engine fan blades shall be clear
of ice, frost and snow, and shall be free to rotate.
• Air Conditioning Inlets and Exits: Air conditioning inlets and exits shall be clear
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of ice, frost and snow. Outflow valves shall be clear and unobstructed.
• Landing Gear and Landing Gear Doors: Landing gear and landing gear doors
shall be unobstructed and clear of ice, frost and snow.
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• Fuel Tank Vents: Fuel tank vents shall be clear of ice, frost and snow.
• Fuselage: Fuselage shall be clear of snow, slush or ice. Frost may be present in
accordance with the aeroplane manufacturer’s manuals.
• Nose/Radome Area and Flight Deck Windows: Any significant deposits of snow,
slush, or ice on the windscreens or on areas forward of the windscreens shall be
removed prior to departure. Heated flight deck windows will not normally require
de-icing.
• Flight Control Check: A functional flight control check using an external observer
is required after de-icing/anti-icing. This is particularly important in the case of an
aeroplane that has been subjected to an extreme ice or snow covering.
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• Tactile test: It may be necessary to complete a tactile test, to ensure any build-up
of clear ice below layers of snow or slush has been removed. Make sure all
contamination is removed from required aircraft critical surfaces after completion
of de-icing/anti-icing procedures.
WARNING: Do not use hard or sharp tools to remove the ice from the aeroplane surfaces.
CAUTION: Note that any visual check may not be sufficient in certain situations (like clear
ice). A tactile check (hands-on) is the best choice whenever there is a doubt.
If the aeroplane requires a tactile check to verify the surface is clean, these inspections should
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be made both before and after de-icing/anti-icing. Note that a trained and qualified person
shall not dispatch an aeroplane after a de-icing/anti-icing operation until the aeroplane has
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received a final check. If the check is not to be performed by the flight crew then the
commander must ensure that he has received confirmation that it has been accomplished
before take-off. Inspections should visually cover all critical parts of the aeroplane and be
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performed from points offering sufficient visibility of these parts (e.g. from the de-icer itself or
another elevated piece of equipment). Any contamination found, shall be removed by further
de-icing/anti-icing treatment and the check repeated.
If a pre-de-icing /anti-icing procedure or a local frost prevention procedure has been performed
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a tactile check of the treated areas and a visual check of the untreated areas of both wings
shall be performed immediately before the aeroplane leaves the parking position. These
checks are conducted to insure that both wings are clean and free of frost and ice . The applied
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de-icing/anti-icing fluid shall still be liquid and shall show no indication of failure, such as colour
turning to white, loss of gloss, getting viscous, showing ice crystals etc.
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NOTE: The Anti-Icing Code shall not be transmitted before the post de-icing/anti-icing check
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is completed.
Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post
De-icing/Anti-icing Check, it may either be performed as a separate check or incorporated into
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the de-icing/anti-icing operation.
The de-icing provider shall specify the actual method adopted, in his winter procedures:
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 As the de-icing/anti-icing operation progresses the De-icing Operator will

closely monitor the surfaces receiving treatment, in order to ensure that all
forms of frost, ice, slush or snow are removed and that, on completion of the
treatment, these surfaces are fully covered with an adequate layer of anti-icing
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fluid.
 Once the operation has been completed, the De-icing Operator will carry out a
close visual check of the surface where treatment commenced, in order to
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ensure it has remained free of contamination (this procedure not required under
‘frost only’ conditions).
 Where the request for de-icing/anti-icing did not specify the fuselage, it shall
also receive a visual check at this time, in order to confirm that it has remained
free of contamination
 Any evidence of contamination that is outside the defined limits shall be
reported to the Commander immediately.

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Pre Take off Check
After the proper inspections, de-icing and anti-icing procedures and verifications, the
aeroplane is ready to taxi. The Commander shall continually monitor the weather situation
after the de-icing/anti-icing treatment has been carried out. There can, however, be delays
before take-off and the fluid may be contaminated during precipitation. In this case a pre-take
off check should be performed. The commander shall assess, prior to take off, whether the
applied holdover time is still appropriate and/or if untreated surfaces may have become
contaminated. This check is normally performed from inside the flight deck as a visual check.
If the visual check is insufficient a pre-take off contamination check should be performed. This
check shall be performed when a pre-take off check or when the applied holdover time has
been exceeded cannot effectively assess the condition of the critical surfaces of the aeroplane.
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This check is normally performed from outside the aeroplane. The alternate means of
compliance to a pre-take off contamination check is a complete de-icing/anti-icing re-treatment
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of the aeroplane.
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Clear Ice Checks (Tactile Checks) and Precautions
Clear Ice Check (Tactile Check) required prior to de-icing and may be required as
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part of post de-icing Check.
Clear ice can form on aeroplane surfaces, below a layer of snow or slush/sleet. It is therefore
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important that surfaces are closely examined following each de-icing operation, in order to
ensure that all deposits have been removed. Significant deposits of clear ice can form, in the
vicinity of the fuel tanks, on wing upper surfaces as well as under-wing. This type of ice
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formation is extremely difficult to detect, therefore when the conditions prevail, or when
there is otherwise any doubt whether clear ice has formed, a close examination shall be made
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immediately prior to departure, in order to ensure that all frozen deposits have in fact been
removed. Note that this type of build-up normally occurs at low wing temperatures and when
large quantities of cold fuel remain in wing tanks during the turnaround/transit and any
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subsequent re-fuelling is insufficient to cause a significant increase in fuel temperature. This

does not rule out the possibility of ice formation in any other conditions. Finding clear ice, and
removing it, should always be noted to the flight deck crew/PIC. Frost on the lower side of the
wing and humidity (or precipitation) is a good sign that there may be clear ice forming on the
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upper surfaces, but note that this is not the single way to determine ice formation.
12.17 De-icing/anti-icing communication

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Proper communication is as important as proper de-icing /anti-icing. There cannot be any

doubt of the procedure, fluid used, holdover time, areas covered etc. when communicating
and verifying the process. As a rule, an aeroplane shall not be dispatched for departure after
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a de-icing/anti-icing operation until the flight crew has been notified of the type of de-icing/anti-
icing operation performed. The standardised notification performed by qualified personnel
indicates that the aeroplane critical parts checked are free of ice, frost, snow, and slush, and
in addition includes the necessary anti-icing code, as specified, to allow the flight crew to
estimate the holdover time to be expected under the prevailing weather conditions. The person
communicating with the flight crew shall have a basic knowledge of the English language in
order to communicate properly. As important as the communication between the flight crew
and the de-icing crew so is the communication between the de-icing crews themselves and
the de-icing coordinator.

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CAUTION: If several de-icing vehicles are performing the de-icing/anti-icing simultaneously
on an aeroplane, a lead vehicle/person should be decided/nominated. This team leader will
be the person communicating with the aeroplane and the vehicles at the aeroplane. The
procedures and the areas to be treated are divided and settled according to the team leader’s
instructions. This procedure will increase the safety of proper communication and operations.
The team leader will give instructions on fluids and mixtures to use, areas to be treated and
by whom etc. After the procedure is done, all vehicles report to the team leader their particular
information. The team leader will conclude which area was treated first with anti-icing fluid and
report this time to the flight crew along with the rest of the required information (anti-icing
code).
At the time of final report, all vehicles shall be in a safety area or in a position well clear of the
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aircraft. Communication between the PIC and the de-icing crew will usually be achieved using
a combination of printed forms and verbal communication. For treatments carried out after
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aeroplane doors are closed, use of flight interphone (headset) or VHF radio will usually be
required. Electronic message boards may also be used in ‘off stand’ situations.
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CAUTION: Use of hand signals is not recommended except for the final ‘all clear’ signal.
When a treatment is interrupted for a significant period of time (e.g. truck runs out of fluid) the
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flight crew shall be informed stating the reason, the action to be taken and the estimated time
delay. When continuing the treatment, the previously treated surfaces must be fully de-iced
and anti-iced again, when the holdover time of the treatment from before the interruption is
not sufficient.
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Releasing/Dispatching aeroplane and final walk-round
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The person releasing/dispatching the aeroplane immediately before taxi and take off shall
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verify to the flight crew all relevant information regarding the de-icing /anti-icing and/or clean
surfaces. This person can also verify the de-icing/anti-icing process and communicate on any
relevant issues. A final check shall be made when making the final walk-round (or verification
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of de-icing/anti-icing) before pushback or before taxi.

This final inspection should also include a visual check of:
• Pitot heads, static ports, airstream direction detector probes, and angle of attack
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sensors which shall be clear of frost, snow, slush, ice, fluid residues, and protective
covers,
• engine inlets (fan blades)
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NOTE: Engines: The suction, exhaust blast and propeller wash areas will move due to the
effect of local wind speed and direction at the de-icing location, so continuous vigilance will
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be required in gusting conditions.
WARNING: If any significant damage on the aeroplane is identified during the walk-
round/contamination check and/or damage identified or caused during the de-/anti-icing
process, it must immediately be reported to the flight crew for further investigation and decision
for aircraft airworthiness.
The release person can perform the de-icing/anti-icing code and other information if the de-
icing crew is unable to communicate with the flight deck crew to pass the Anti-icing Code.

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AS.4001
Anti-icing Codes
The following information shall be recorded and be communicated to the Commander by

referring to the last step of the procedure and in the sequence provided below:
 the fluid Type; i.e. Type I, II, III, IV

 the concentration of fluid within the fluid/water mixture, expressed as a percentage by
volume;
NOTE: No requirement for Type I fluid.
 the local time (hours:minutes), either - for a one-step de-icing/anti-icing: at the start of
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the treatment or - for a two-step de-icing/anti-icing: at the start of the second step (anti-
icing);
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 the date (written: day, month, year);
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NOTE: Required for record keeping, optional for Commander notification.
 the complete name of the anti-icing fluid (so called “brand name”).
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NOTE: for Type III fluids only, optional for Type II and IV fluids.
 the statement "Post de-icing/anti-icing check completed”

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EXAMPLE
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A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a Type II fluid
and 25% water, commencing at 13:35 local time on 3 March 2017, is reported and recorded
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as follows
“TYPE II / Manufacturer, Brand X, 75%, 13:35 (03/MAR/2021), Post de-icing/anti-icing

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check completed".
NOTE: The flight crew shall also be notified of any de-icing/anti-icing procedures that apply in
special circumstances (e.g. at night) or if preventive anti-icing has been performed. Preventive
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anti-icing does not rule out the need for any check or the need for additional treatment. This
decision lies with the Pilot in Command. The following information shall be provided to the
flight crew for a preventive anti-icing procedure: “Local frost prevention was accomplished.”
The normal anti-icing code shall be provided for preventive anti-icing treatment. Additional
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information should also be provided, such as if there have been any significant weather
elements since the de-icing operation was performed and before the arrival of the flight crew.
Other additional information might identify areas that were not treated but may need an
additional check before departure. The information shall be provided either by direct
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communication or by in written form. All events shall be recorded so that further information
can be provided if necessary.

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12.18 Sample Guide for De-icing Procedure
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12.19 Cold Weather Precautions
Ground Equipment
In cold weather, it is the responsibility of the Ground Handling agent to ensure that the ramp
and all equipment used in the turnaround of AirTanker aircraft is free from snow and ice.
On occasion, ULDs may be frozen on arrival; warm air should be used to free locks, straps
and nets. Under no circumstances should hot water be used to de-ice ULDs.
Aircraft passenger steps must be cleared of all snow and ice prior to use. Under no
circumstances should steps be used for passengers or ground service personnel if the steps
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are slippery or in a dangerous condition.
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Self-help equipment, for example shovels, brooms, grit or de-icing crystal spreaders should
be made available by the airport authority and positioned on aircraft stands to allow personnel
to make work areas safe, free from snow and ice and to assist the airport authority in
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maintaining a safe working environment.
Water Systems
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If an aircraft is to remain parked without cabin heating in freezing conditions in excess of one
hour it may be necessary to drain water systems completely. Guidance must be taken from
the PIC or the ground engineer.
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Toilet Systems
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When freezing conditions prevail, should an aircraft be on the ground for more than 4 hours
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each toilet system must be drained. Guidance must be taken from the PIC or the ground
engineer.
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Appendix 1. Ground Handling Occurrence Report
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Appendix 2. Accident/Incident Log
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Appendix 3. Handling Agent’s Immediate Action Check List
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Appendix 4. Passenger Leaving Form
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Appendix 5. Passenger Enquiry Form
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Appendix 6. Accident Aircraft Location Form
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Appendix 7. Crisis Statement for Meets and Greeters
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Appendix 8. Hold Baggage Manifest
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Appendix 9. Hold Baggage Manifest Declaration Form
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Appendix 10. Rush Baggage Certificate
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Appendix 11. Gate Baggage Manifest
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Appendix 12. List of Prohibited Articles
Notwithstanding items permitted in checked luggage (see Chapter 4 and Chapter 6), and without prejudice
to applicable safety rules, passengers are not permitted to carry the following articles into security restricted
areas and on board an aircraft:
(a) Guns, firearms and other devices that discharge projectiles – devices capable, or appearing
capable, of being used to cause serious injury by discharging a projectile, including:
- Firearms of all types, such as pistols, revolvers, rifles, shotguns;
- Toy guns, replicas and imitation firearms capable of being mistaken for real weapons;
- Component parts of firearms, excluding telescopic sights;
- Compressed air and CO2 guns, such as pistols, pellet guns, rifles and ball bearing guns;
- Signal flare pistols and starter pistols;
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- Bows, cross-bows and arrows;
- Harpoon guns and spear guns;
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- Slingshots and catapults.
(b) Stunning devices – devices designed specifically to stun or immobilise, including:
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- Devices for shocking, such as stun guns, tasers and stun batons;
- Animal stunners and animal killers;
- Disabling and incapacitating chemicals, gases and sprays, such as mace, pepper sprays,
capsicum sprays, tear gas, acid sprays and animal repellent sprays.
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(c) Objects with a sharp point or sharp edge – objects with a sharp point or sharp edge capable of
being used to cause serious injury, including:
- Items designed for chopping, such as axes, hatchets and cleavers;
- Ice axes and ice picks;
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- Razor blades;
- Box cutters;
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- Knives with blades of more than 6 cm;
- Scissors with blades of more than 6cm as measured from the fulcrum;
- Martial arts equipment with a sharp point or sharp edge;
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- Swords and sabres.
(d) Workmen’s tools – tools capable of being used either to cause serious injury or to threaten the
safety of aircraft, including;
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- Crowbars;
- Drills and drill bits, including cordless portable drills;
- Tools with a blade or a shaft of more than 6cm capable of use as a weapons such as
screwdrivers and chisels;
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- Saws including cordless portable power saws;

- Blowtorches;
- Bolt guns and nail guns.
(e) Blunt instruments – objects capable of being used to cause serious injury when used to hit,
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including:
- Baseball and softball bats;
- Clubs and batons, such as bully clubs, blackjacks and night sticks;
- Martial arts equipment.
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(f) Explosives and incendiary substances and devices – explosives and incendiary substances and
devices capable, or appearing capable, of being used to cause serious injury or to pose a threat to
the safety of aircraft, including:
- Ammunition;
- Blasting caps;
- Detonators and fuses;
- Replica or imitation explosive devices;
- Mines, grenades and other explosive military stores;
- Fireworks and other pyrotechnics;
- Smoke-generating canisters and smoke-generating cartridges;
- Dynamite, gunpowder and plastic explosives.

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Appendix 13. Aircraft Hold Security Declaration
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AS.

Ground Handling Manual

Approved by: Authorised by:

Name: R Boreham Name: S Butler

Support Services Manager Head of Ground Operations

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

Amd Minor amendments to wording Various

Rev De-icing / Anti-icing revision Pages 62 to 79

11.0 Rev Aircraft pushback procedures Page 55

Amd Inclusion of FOD at 3.11.1 Page 39

baggage; 4.8, 7.7, 7.9

Amd Clarification of scope of Page 40

Amd Reference to AirTanker GHOR in Page 162

11.4 Amd Revised fuelling operations with Page 74

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

Head of Ground Operations

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

2.14 Forward/Aft Main Cargo Door Operation (Manual Operation – without

2.16 Potable Water ................................................................................................. 40

3.2 Risk Assessments .......................................................................................... 41

3.5 Responsibilities .............................................................................................. 42

3.9 Adverse Weather Conditions ......................................................................... 44

4.7 Cabin Baggage ............................................................................................. 100

4.10 Sharps .......................................................................................................... 102

5 Cargo Handling ...................................................................................................... 103

5.3 Special Category Air Cargo.......................................................................... 103

6 Dangerous Goods .................................................................................................. 110

LOAD CONTROL Aircraft Data Airbus A330-200........................................... 162

7.21 A330-200 Mass & CG Calculation ............................................................... 177

8.2 Operational Standards ................................................................................. 183

9.2 Training Requirements ................................................................................. 185

9.6 Security Search of the Aircraft Holds ........................................................... 190

12.13 Procedure ..................................................................................................... 221

12.16 Post Treatment Checks ................................................................................ 238

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

Figure 25 Example of a single type lock ............................................................................30

Figure 29 Example of a lateral, doorway lock .................................................................... 32

Figure 32 Locking SL4 Locks .............................................................................................33

Figure 65 Example of cargo aircraft only label ................................................................133

Figure 67 Example of excepted quantities mark .............................................................134

Figure 71 Example of electric mobility aid label ..............................................................142

Figure 74 Example of a Safety Harness ..........................................................................206

Figure 76 Composite spray areas 1 .................................................................................225

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

Telephone (not 24 hrs):

01993 873000 and request Aviation Services

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

Ground Operations Safety Notices

1.6 Amending the GHM

Pages will be identified by:

• title and document number at the top of the page; and

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

1.8 AirTanker Safety Policy

• ensure safe handling and use of substances;

• review and amend their policy, as necessary, at regular intervals.

Personal Protection Equipment

Incident Reporting and Escalation

Issue 12.0 Originals are available on AirTanker.co.uk 30 Jul 20

• personal injury to passenger or staff member;